Fom (Rev3 8) PDF

CODE：TJA -OP1
TIANJIN AIRLINES COMPANY LIMITED
FLIGHT OPERATIONS MANUAL
Approved by:
Controlled status:
受控文件
Controlled
Distribution No.: E
Version No.: 3
Date： 2013/08/07
Government approval CODE：TJA-OP1
TIANJIN AIRLINES COMPANY LIMITED
FLIGHT OPERATIONS MANUAL
This manual is approved by the CAAC authorized chief operational

supervisor：
No.：TJA-OP1
Flight Operations Manual Ver.：1303-0
Rev.：130709
0 Manual Management and Control

0.1 Declaration
I declare as president of TJA herein: As operation basis of the Operator,

the Flight Operations Manual (FOM) specifies flight criterion, policy and
procedures of TJA. The GOM is developed in conformance with
applicable China Civil Aviation Regulations (CCAR) and International
Civil Aviation Organization (ICAO) documentations, as well as practices
of the Operator.
TJA will organize and implement the flight operation according to the
regulations specified in Flight Operations Manual, which should be
strictly abided by all related operation departments of TJA. No flight
operation personnel should deliberately or intentionally violate flight
operation organization policies and procedures. Specifications in Flight
Operations Manual do not hinder captain and flight crew to carry out their
duties in emergency situation based on correct judgment for flight safety
and their final responsibility on flight safety.
Here I declare on the behalf of carrier: TJA will firmly carry out all
operation specifications specified by CAAC, try to ensure flights are
operated normally under the condition of ensuring flight safety, and
provide comfortable service to the passengers; Promoting economy profit,
and emphasizing social benefit and environment protection as well;
Strength on operation personnel training will be further developed, the
quality of the staff will be promoted; basic construction and management
organization shall be improved and promote flight safety continuously.
Meanwhile, monitor and inspection by government administrations and
various social organizations are sincerely welcomed.
Signature：
Chapter 0 Manual management and control page: 0-1-1

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0.2 Table of Contents

Chapter Title Page
0 Manual Management and Control
0.1 Declaration 0-1-1
0.2 Table of Contents 0-2-1
0.3 Manual Instructions 0-3-1
0.4 Manual Management 0-4-1
0.5 Revision Instructions and Records 0-5-1
0.6 Record of Distribution 0-6-1
0.7 List of Effective Pages 0-7-1
0.8 Compliance List 0-8-1
1 Organization and management

1.1 Organization and Responsibility of Flight 1-1-1
Department
1.2 Quality Management System 1-2-1
1.3 Resource Supporting 1-3-1
1.4 Training Management System 1-4-1
1.5 Flight Technical Management System 1-5-1
2 Crew composition
2.1 Method for determining crew composition 2-1-1
2.2 Designation of the captain 2-2-1
2.3 Transition of command power among flight 2-3-1
crewmembers
3 Flight crew qualification requirements

3.1 General 3-1-1
3.2 Flight crew 3-2-1
3.3 Trainer, check airman and supervisor 3-3-1
4 Crew health

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4.1 General crew health requirements 4-1-1

4.2 Flight crew recuperation 4-2-1
4.3 Flight crew flight intervals requirements due to 4-3-1
health
4.4 Crew Medical certificate 4-4-1
4.5 Implement Active Health Report System 4-5-1
5 Flight time limitations

5.1 General 5-1-1
5.2 Terminology 5-2-1
5.3 Flight and duty time limitations and rest 5-3-1
requirements
5.4 Appendix 5-4-1
5.5 Flight time statistics and control for flight crew 5-5-1
member
5.6 Flight crew duty period control 5-6-1
6 General Flight Rules

6.1 Termination of Flight Crew’s Responsibility 6-1-1
6.2 Code of Conduct for Airmen 6-2-1
6.3 Accommodation and Transport 6-3-1
6.4 Cockpit Management in the Critical Phases of Flight 6-4-1
6.5 Use of Seat/safety belt/aiguillette devices 6-5-1
6.6 Flight Control Management 6-6-1
6.7 Manual Control 6-7-1
6.8 Limit Requirements of the Flight Crew Used(The 6-8-1
Requirements of Flying)
6.9 Use of Autopilot and Autothrottle 6-9-1
6.10 Flight Monitoring 6-10-1
6.11 Surveillance 6-11-1
6.12 Standard Callouts 6-12-1
6.13 Cockpit Light 6-13-1

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6.14 Use of the Checklist 6-14-1
6.15 Closing and Locking of the Cockpit Door 6-15-1
6.16 Regulations on Entering into Cockpit 6-16-1
6.17 Use of Pilot Seat 6-17-1
6.18 Switching of the pilot seats 6-18-1
6.19 Use of Jump Seat 6-19-1
6.20 Flight Crew Replacement (Two sets) 6-20-1
6.21 Fly as a Deadhead 6-21-1
6.22 Cockpit Door Key 6-22-1
6.23 Articles Carried by Flight Crew Members 6-23-1
6.24 Flight Crew Documents Case 6-24-1
6.25 Flight Crew Report 6-25-1
6.26 Pilot Post and Rest 6-26-1
6.27 Cockpit Documents Management 6-27-1
6.28 Responsibilities of Pilot Flying and Pilot Monitoring 6-28-1
6.29 Crewmember Requirements at Stops Where 6-29-1
Passengers Remain Onboard
6.30 Securing of Large Articles 6-30-1
6.31 Ozone Pollution 6-31-1
6.32 Passenger Cabin Ozone Density 6-32-1
6.33 Flight Task Documents 6-33-1
6.34 Flight Plan drawing up 6-34-1
6.35 CVR/FDR 6-35-1
6.36 Prohibited Flights 6-36-1
6.37 Use Cell Phone Short Messages to Convey the 6-37-1
Dispatch Fuel Quantity Information
6.38 Runway Incursion Preventive Procedure 6-38-1
6.39 Circuit Breaker reset 6-39-1
7 Airplane Performance
7.1 ACN 7-1-1
7.2 Wind Limitations 7-2-1
7.3 Airplane Classification 7-3-1
7.4 7.4 Table of ClimbGradient VS Climb Rate 7-4-1
7.5 Table of Descent Gradient and VS Descent Rate 7-5-1

7.6 Airplane Performance Operational Limitation 7-6-1

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8 Communication
8.1 Radio communication 8-1-1
8.2 Communication with ATC 8-2-1
8.3 Communication with HNA Dispatches 8-3-1
8.4 HF Air-ground Communication System 8-4-1
8.5 Distress Call and Communication in other 8-5-1
emergencies
8.6 Communication failure 8-6-1
8.7 Communication record 8-7-1
8.8 Over ocean communication network 8-8-1
9 Flight operations
9.1 General 9-1-1
9.2 Aircraft Ground Refueling/Defueling 9-2-1
9.3 Cold Weather Operation 9-3-1
9.4 VFR/IFR policy 9-4-1
9.5 Altimeter settings procedure 9-5-1
9.6 Altitude alert system procedure 9-6-1
9.7 GPWS 9-7-1
9.8 TCAS 9-8-1
9.9 Policy and procedure for fuel management in flight 9-9-1
9.10 Adverse and potential hazardous weather 9-10-1
9.11 Wake turbulence 9-11-1
9.12 Communication between cockpit and cabin 9-12-1
9.13 Four Flight Phases 9-13-1
9.14 Requirements for oxygen provision 9-14-1
9.15 MEL And CDL 9-15-1
9.16 Aircraft 9-16-1
9.17 Supplementary Operation 9-17-1
10 Passengers and cargo

10.1 Basic principle for passenger service 10-1-1
10.2 Passenger reception 10-2-1

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10.3 Courtesy visits 10-3-1
10.4 Passenger address 10-4-1
10.5 Prohibited and limited use of portable electronic 10-5-1
devices
10.6 Handling principle and procedure for dangerous 10-6-1
passenger
10.8 No smoking regulation 10-8-1
10.9 Limitations on Alcoholic Beverages onboard 10-9-1
10.10 The secure of the foods, drinks and service 10-10-1
equipments during ground operation/ takeoff and
landing
10.11 Weapons 10-11-1
10.12 Criminals suspects 10-12-1
10.13 Passengers with special admission 10-13-1
10.14 Refuse carriage 10-14-1
10.15 Baggage/cargo transportation 10-15-1
10.16 Passenger Baggage Reallocation 10-16-1
10.17 Diplomatic pouch 10-17-1
10.18 Special Goods Notification to Captain 10-18-1
11 Flight crew emergency procedure

11.1 Emergency situation 11-1-1
11.2 Handling of forced landing 11-2-1
11.3 Handling of fire 11-3-1
11.4 Rapid Depressurization Procedure in the Air 11-4-1
11.5 Dangerous goods and cargo 11-5-1
11.6 Handling procedure for aircraft hijacking 11-6-1
11.7 Handling procedure for explosives 11-7-1
11.8 In flight intercepting procedure and signal 11-8-1
11.9 Radio communication failure procedure 11-9-1
11.10 Engine failure 11-10-1
11.11 On board special events handling 11-11-1
11.12 Continuing flight in unsafe situations 11-12-1
11.13 Passenger cabin safety regulations 11-13-1

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11.14 D328 Emergency Equipment 11-14-1
11.15 E145 Emergency Equipment 11-15-1
11.16 E190 Emergency Equipment 11-16-1
11.17 A320 Emergency Equipment 11-17-1
11.18 Emergency evacuation 11-18-1
11.19 Demonstrative Outline of Emergency Evacuation 11-19-1
Procedure
11.20 Preflight inspection on PBE 11-20-1
11.21 Emergency medical equipment and training 11-21-1
11.22 Aircraft Clearing 11-22-1
12 Other operations
12.1 Charter Flight 12-1-1
12.2 Ferry flight 12-2-1
12.3 Training flight 12-3-1
12.4 Test flight 12-4-1
12.5 Certification flight 12-5-1
12.6 Rescue flight 12-6-1
12.7 Special plane flight 12-7-1
12.8 Others 12-8-1
13 RVSM
13.1 RVSM Operation Definitions 13-1-1
13.2 Required Aircraft Equipment for RVSM Operation 13-2-1
13.3 RVSM Operation General Rules 13-3-1
13.4 RVSM Flight Crew Operation Procedure 13-4-1
13.5 RVSM emergency procedure 13-5-1
13.6 RVSM Operation Communication Terms 13-6-1
14 RNAV(Regional Navigation Operation)


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14.1 Background 14-1-1
14.2 Definition 14-2-1
14.3 Airborne Equipment Functional Requirement 14-3-1
14.4 Flight Procedure 14-4-1
14.5 Emergency Procedure 14-5-1
14.6 Event Report 14-6-1
14.7 Navigation Error Analysis 14-7-1
14.8 RNP operation in terminal area and during approach 14-8-1
15 International Operation
15.1 General 15-1-1
15.2 Flight crew provisions and qualification 15-2-1
15.3 Regulations of national boundary 15-3-1
15.4 Flight dispatch 15-4-1
15.5 Supplemental regulation for pre-flight preparation 15-5-1
15.6 Route navigation procedure 15-6-1
15.7 Airport emergency use 15-7-1
15.8 Abnormal situation 15-8-1
15.9 Extended overwater flight 15-9-1
Appendix
App.1 Procedure for aircraft observation and report App.1-1
App.2 The levels of the turbulence intensity App.2-1
App.3 Levels of ice accumulation on aircraft App.3-1
App.4 Standard dispatching form App.4-1
App.5 Simplified route plan App.5-1
App.6 RVSM operation terminology App.6-1
App.7 RVSM airspace large deviation report App.7-1
App.8 30 minutes of holding fuel quantity for E190, E145, App.8-1
A320 under various circumstances

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0.3 Manual description

0.3.1 Manual compiling
1) Compiled by：Flight department manual compiling group
2) Audited by：General Manager of Flight Department
3) Approved by：CEO
0.3.2 Purpose
The purpose of this manual is to guarantee continuous and effective
operation of TJA flight operation, by standardizing the process of flight
operation, achieving the flight activity in accordance with laws,
regulations and evidences.
0.3.3 Basis
This manual is compiled and modified based on CCAR-121, other
applicable regulations, policy and instruction issued by CAAC and TJA
Flight Operations Manual.
0.3.4 Applicability
This manual provides legal, safe, effective regulations and standard, main
management basis to all pilots to perform their duties. However, the
updated requirement shall be followed when CCAR121FS and CAAC
regulation has new requirement or higher standard.
0.3.5 Requirements on manual compilation
1) All information contained in the Manual must be legible and accurate.
2) The Manual must be written in a language that can be understood by
flight operation personnel.
3) The Manual must be written in a format appropriate for flight
operation personnel.

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0.4 Manual Management
0.4.1 Formulation and approval of the manual （ CCAR-
121.29/33/131/135）
1) This manual is compiled by the related personnel organized by
Flight Department.
2) The audition and approval after the drawing up of manual: Manager
of Flight Standard & Training Center - Chief Pilot - Vice President -
President.
(1) This manual is signed and approved by President.
(2) The manual may not be submitted for approval before signed
by related departments and approved by auditing personnel.
Flight Standard & Training Center should submit for approval
when authority administration is required.
0.4.2 Deliver of manual（CCAR-121.29/33/131/135）
1) It is Flight Standard & Training Center to organize the print of this
manual and to be published in TJA E-net by manual management
personnel from Flight training and standard center of Flight
Department.
2) Normally paper manual is provided in aircraft only, all departments
and personnel shall go through E-net to check this manual. When
paper manual is required for special purpose, the manual
management personnel shall apply to Flight Standard & Training
Center personnel after approved by the manager of related
department.
3) TJA ensures that all operation personnel are able to find the
information that is related to perform their duties easily through
paper manual or digital manual.
4) Flight Department Flight Standard & Training Center personnel
shall deliver the paper manual via department manual management
personnel and monitor the delivered by code number and red stamp
“controlled document” on the cover.
5) Flight Operations Manual equipped in aircraft is controlled by Data
Support Office of Operation Control Dept. for code number, deliver
and management.
6) One set Flight Operations Manual shall be provided to authority
administration and ensure the revision and updated contents be
provided timely。
0.4.3 Manual Revision（CCAR-121.35/131）
1) Revision procedure
(1) Flight Standard & Training Center of Flight Department is
responsible for the revision of the manual.
(2) Manual shall be modified timely and actively when aircraft
airworthiness and operation safety is required, or TJA operation
principle, policy changes, or management organization and
related management personnel are changed.
(3) Manual shall be modified and supplanted temperately when
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operation qualification application is required, such as new type
of aircraft introducing, operation type adding and special
operation application.
(4) A solid vertical revision bar shall be put on the left side of the
related content that is modified to indicate modified contents
when Flight Operations Manual is revised. The vertical revision
bar will be removed in the next revision.
(5) Revision highlights shall be drawn up for each modification of
this manual. The highlights shall include revision reason and
revised contents.
2) The audition and submitting for approval of manual revision
(1) This manual is finally approved by Vice President and the
submitting for approval procedure is as follows: Manager of
Flight Standard & Training Center - Chief Pilot - Vice
President.
(2) The revised manual may not be submitted for approval before
signed by related departments and approved by auditing
personnel. It is Flight Standard & Training Center duty to
submit if authority administration is required.
(3) For modification that is required by TJA various documents and
mistakes correction, it is not necessary to be submitted for
approval and shall be effective after modification by Flight
Standard &Training Center.
3) Manual revision and management
(1) Flight Standard &Training Center is responsible to publish
revision highlights and replace modified contents in TJA
internet, print and deliver modified parts to related departments
and personnel according to paper manual quantity.
(2) The manual management personnel shall perform the regular
revision, management of the manual that is delivered to their
department.
(3) Flight Operations Manual equipped in the aircraft is controlled
by Data Support Office of Operation Control Dept.. for replace
and management.
0.4.4 Manual translation CCAR-121.131
When Flight Operations Manual is provide to Chinese trouble
personnel, the familiar language version for the user shall be
translated and ensure that the translation version has the same
community and effectiveness. The duty of translation and
management is Flight Standard & Training Center.
0.4.5 Responsible unit and responsibility for the manual management
CCAR-121.135(b)
1) The responsible unit for this manual is Flight Standard & Training
Center, management post is the manager of Flight Standard &
Training Center.
2) Responsible unit duties for manual management：

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(1) Keep the contents of the manual is according with the related
requirement of CAAC regulation, operation certification and
operation specification and technical standard provided by
aircraft/parts manufacture；
(2) Keeping the contents of the manual is always applicable to TJA
current operation condition, analyze and study the problem that
exists during operation, and correct accordingly.
0.4.6 Responsibility of manual holders
1) Keep manual in tidy and contact condition.
2) Complete revision replace timely, fill out all contents in “revision
record” form correctly ad sign.
3) The manual shall be transferred to the connecting personnel and
inform Flight Standard & Training Center of Flight Dept. when
manual holder moved to other departments in TJA. The new manual
holder shall perform signing procedure again. When department is
removed, manual shall be returned to Flight Standard & Training
Center.
4) Manual holder is responsible to protect and keep the secret of the
manual. It is not allowed to provide to any units and personnel
beyond TJA, violators must be brought to court justice.

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0.5 Revision Description and Record
0.5.1 Revision description
Rev
DESCRIPTION PAGE
No.
According to the AC and practical 0-5-1—2、0-7-4、0-
operational requirements, levels of reported
1 7-6—7、7-2-1—4、
braking action and E145 crosswind
limitations are revised. 9-3-2—6
According to operational requirements,
provisions of crew rest and fatigue 0-5-1—2、0-7-3、4-
2
management are improved and the rules on 1-1—2
alcoholic drinks are revised.
To reinforce training on runway safety and
0-5-1—2、0-7-1、0-
3 risk prevention as required by HNA Training
7-5、7-2-2—4
Instruction 2013 No. 02.
0-5-1—2、0-7-2、0-
7-10 — 11 、 1-2-1 、
Revisions are made due to operational
4 11-1-10 、 11-1-15 、
requirements.
11-3-2 — 3 、 11-4-
2、11-11-1
0-5-1—2、0-7-1、0-
7-5 、 0-7-8 、 0-7-
Revisions are made due to operational 10 、 8-2-1 、 9-13-
5
requirements. 19、9-16-14、11-3-
1 — 3 、 11-3-9 、 11-
5-19、11-5-25—27
0-5-1 — 2,0-7-1,0-7-
Revisions are made due to operational
6,0-7-8 — 10,0-7-
requirements and in accordance with the
6 12,9-1-28,9-1-30,9-
CAAC telegram No. (2013) 3855 Crew Joint
13-4,9-13-25,11-1-
Drill Inspection Report.
1,11-4-2
0-5-1—2、0-7-1、0-
7-8、0-7-10、9-12-3
Revisions are made due to operational — 4 、 9-13-14 、 9-
7 requirements and in accordance with the 13-18 、 9-13-23 、
CAAC telegram No. (2013) 3855 11-1-9 — 10 、 11-1-
13、11-1-15、11-5-
9—17
Revisions are made in accordance with the 0-5-2—4、0-7-1、0-
8
HNA GROUP Safety Committee Doc 7-4 、 0-7-9 、 6-15-

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〔 2014 〕 No.13 Notice on Updating the 1 、 6-16-1—2 、 10-
HNA Penalty Standard for Flight Rule 5-1
Violations.

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0.5.2 Revision Record
Revision No. Revision date Insert date Insert by

1 130815 130815 Xue Yushi
2 130828 130828 Xue Yushi
3 130911 130911 Xue Yushi
4 130924 130924 Xue Yushi
5 131129 131129 Xue Yushi
6 131231 131231 Xue Yushi
7 140214 140214 Xue Yushi
8 140317 140317 Xue Yushi
9
10
11
12
13
14
15
16
17
18
19
20
Note: 1. Keep all previous “Revision Description” in sequence before this
table;
2. If any revision page is found missing, contact Safety &
Supervision Department as soon as possible.

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0.6 Deliver record

No. Delivered department Deliver date Deliver media
E HNA X-Platform Electronic
Security Supervise and
1 Management Bureau of Hard copy
Tianjin
2
3
4
Vice-president & executive
5 Hard copy
vice-president
General Manager of Flight
6 Hard copy
Department
7 Chief Pilot Hard copy
Manager
8 of aircraft fleet and the chief Hard copy
pilot of that type of aircraft
Flight Standard Office of
9 Flight Standard & Training Hard copy
Center
10 Safety & Supervision Hard copy
Department
11
12
13
14
15
Note: Deliver media refers to paper version, digital version etc.

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0.7 List of Effective Pages
*- Status symbols: N-new、R-revised、A-added、D-deleted
Page Chapter * Date Page Chapter * Date
Cover Approval
0-1-1 Chap.0 N 13/07/09 0-1-2 Chap.0 N 13/07/09

0-2-1 Chap.0 N 13/07/09 0-2-2 Chap.0 N 13/07/09
0-2-3 Chap.0 N 13/07/09 0-2-4 Chap.0 N 13/07/09
0-2-5 Chap.0 N 13/07/09 0-2-6 Chap.0 N 13/07/09
0-2-7 Chap.0 N 13/07/09 0-2-8 Chap.0 N 13/07/09
0-3-1 Chap.0 N 13/07/09 0-3-2 Chap.0 N 13/07/09
0-4-1 Chap.0 N 13/07/09 0-4-2 Chap.0 N 13/07/09
0-4-3 Chap.0 N 13/07/09 0-4-4 Chap.0 N 13/07/09
0-5-1 Chap.0 R 13/12/31 0-5-2 Chap.0 R 14/03/17
0-5-3 Chap.0 R 14/03/17 0-5-4 Chap.0 R 14/03/17
0-6-1 Chap.0 N 13/07/09 0-6-2 Chap.0 N 13/07/09
0-7-1 Chap.0 R 14/03/17 0-7-2 Chap.0 R 13/09/24
0-7-3 Chap.0 R 13/08/28 0-7-4 Chap.0 R 14/03/17
0-7-5 Chap.0 N 13/11/29 0-7-6 Chap.0 R 13/12/31
0-7-7 Chap.0 R 13/08/15 0-7-8 Chap.0 R 14/02/14
0-7-9 Chap.0 R 14/03/17 0-7-10 Chap.0 R 14/02/14
0-7-11 Chap.0 R 13/09/24 0-7-12 Chap.0 N 13/07/09
0-7-13 Chap.0 N 13/07/09 0-7-14 Chap.0 N 13/07/09
0-8-1 Chap.0 N 13/07/09 0-8-2 Chap.0 N 13/07/09
0-8-3 Chap.0 N 13/07/09 0-8-4 Chap.0 N 13/07/09
0-8-5 Chap.0 N 13/07/09 0-8-6 Chap.0 N 13/07/09
0-8-7 Chap.0 N 13/07/09 0-8-8 Chap.0 N 13/07/09
0-8-9 Chap.0 N 13/07/09 0-8-10 Chap.0 N 13/07/09
0-8-11 Chap.0 N 13/07/09 0-8-12 Chap.0 N 13/07/09
0-8-13 Chap.0 N 13/07/09 0-8-14 Chap.0 N 13/07/09
0-8-15 Chap.0 N 13/07/09 0-8-16 Chap.0 N 13/07/09
0-8-17 Chap.0 N 13/07/09 0-8-18 Chap.0 N 13/07/09
0-8-19 Chap.0 N 13/07/09 0-8-20 Chap.0 N 13/07/09
0-8-21 Chap.0 N 13/07/09 0-8-22 Chap.0 N 13/07/09
0-8-23 Chap.0 N 13/07/09 0-8-24 Chap.0 N 13/07/09

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0-8-25 Chap.0 N 13/07/09 0-8-26 Chap.0 N 13/07/09
1-0-1 Chap.1 N 13/07/09 1-0-2 Chap.1 N 13/07/09

1-1-1 Chap.1 N 13/07/09 1-1-2 Chap.1 N 13/07/09
1-1-3 Chap.1 N 13/07/09 1-1-4 Chap.1 N 13/07/09
1-1-5 Chap.1 N 13/07/09 1-1-6 Chap.1 N 13/07/09
1-1-7 Chap.1 N 13/07/09 1-1-8 Chap.1 N 13/07/09
1-2-1 Chap.1 R 13/09/24 1-2-2 Chap.1 N 13/07/09
1-2-3 Chap.1 N 13/07/09 1-2-4 Chap.1 N 13/07/09
1-2-5 Chap.1 N 13/07/09 1-2-6 Chap.1 N 13/07/09
1-2-7 Chap.1 N 13/07/09 1-2-8 Chap.1 N 13/07/09
1-2-9 Chap.1 N 13/07/09 1-2-10 Chap.1 N 13/07/09
1-2-11 Chap.1 N 13/07/09 1-2-12 Chap.1 N 13/07/09
1-2-13 Chap.1 N 13/07/09 1-2-14 Chap.1 N 13/07/09
1-3-1 Chap.1 N 13/07/09 1-3-2 Chap.1 N 13/07/09
1-4-1 Chap.1 N 13/07/09 1-4-2 Chap.1 N 13/07/09
1-4-3 Chap.1 N 13/07/09 1-4-4 Chap.1 N 13/07/09
1-5-1 Chap.1 N 13/07/09 1-5-2 Chap.1 N 13/07/09
2-0-1 Chap.2 N 13/07/09 2-0-2 Chap.2 N 13/07/09

2-1-1 Chap.2 N 13/07/09 2-1-2 Chap.2 N 13/07/09
2-1-3 Chap.2 N 13/07/09 2-1-4 Chap.2 N 13/07/09
2-1-5 Chap.2 N 13/07/09 2-1-6 Chap.2 N 13/07/09
2-2-1 Chap.2 N 13/07/09 2-2-2 Chap.2 N 13/07/09
2-3-1 Chap.2 N 13/07/09 2-3-2 Chap.2 N 13/07/09
3-0-1 Chap.3 N 13/07/09 3-0-2 Chap.3 N 13/07/09

3-1-1 Chap.3 N 13/07/09 3-1-2 Chap.3 N 13/07/09
3-2-1 Chap.3 N 13/07/09 3-2-2 Chap.3 N 13/07/09
3-2-3 Chap.3 N 13/07/09 3-2-4 Chap.3 N 13/07/09
3-2-5 Chap.3 N 13/07/09 3-2-6 Chap.3 N 13/07/09

No.：TJA-OP1
Rev.：130828
3-2-7 Chap.3 N 13/07/09 3-2-8 Chap.3 N 13/07/09
3-2-9 Chap.3 N 13/07/09 3-2-10 Chap.3 N 13/07/09
3-3-1 Chap.3 N 13/07/09 3-3-2 Chap.3 N 13/07/09
4-0-1 Chap.4 N 13/07/09 4-0-2 Chap.4 N 13/07/09

4-1-1 Chap.4 R 13/08/28 4-1-2 Chap.4 R 13/08/28
4-1-3 Chap.4 N 13/07/09 4-1-4 Chap.4 N 13/07/09
4-2-1 Chap.4 N 13/07/09 4-2-2 Chap.4 N 13/07/09
4-3-1 Chap.4 N 13/07/09 4-3-2 Chap.4 N 13/07/09
4-4-1 Chap.4 N 13/07/09 4-4-2 Chap.4 N 13/07/09
4-5-1 Chap.4 N 13/07/09 4-5-2 Chap.4 N 13/07/09
5-0-1 Chap.5 N 13/07/09 5-0-2 Chap.5 N 13/07/09

5-1-1 Chap.5 N 13/07/09 5-1-2 Chap.5 N 13/07/09
5-2-1 Chap.5 N 13/07/09 5-2-2 Chap.5 N 13/07/09
5-3-1 Chap.5 N 13/07/09 5-3-2 Chap.5 N 13/07/09
5-4-1 Chap.5 N 13/07/09 5-4-2 Chap.5 N 13/07/09
5-5-1 Chap.5 N 13/07/09 5-5-2 Chap.5 N 13/07/09
5-6-1 Chap.5 N 13/07/09 5-6-2 Chap.5 N 13/07/09
6-0-1 Chap.6 N 13/07/09 6-0-2 Chap.6 N 13/07/09

6-0-3 Chap.6 N 13/07/09 6-0-4 Chap.6 N 13/07/09
6-1-1 Chap.6 N 13/07/09 6-1-2 Chap.6 N 13/07/09
6-2-1 Chap.6 N 13/07/09 6-2-2 Chap.6 N 13/07/09
6-3-1 Chap.6 N 13/07/09 6-3-2 Chap.6 N 13/07/09
6-4-1 Chap.6 N 13/07/09 6-4-2 Chap.6 N 13/07/09
6-5-1 Chap.6 N 13/07/09 6-5-2 Chap.6 N 13/07/09
6-6-1 Chap.6 N 13/07/09 6-6-2 Chap.6 N 13/07/09
6-7-1 Chap.6 N 13/07/09 6-7-2 Chap.6 N 13/07/09
6-8-1 Chap.6 N 13/07/09 6-8-2 Chap.6 N 13/07/09
6-9-1 Chap.6 N 13/07/09 6-9-2 Chap.6 N 13/07/09
6-10-1 Chap.6 N 13/07/09 6-10-2 Chap.6 N 13/07/09
6-10-3 Chap.6 N 13/07/09 6-10-4 Chap.6 N 13/07/09
6-11-1 Chap.6 N 13/07/09 6-11-2 Chap.6 N 13/07/09
6-12-1 Chap.6 N 13/07/09 6-12-2 Chap.6 N 13/07/09

No.：TJA-OP1
Rev.：140317
6-13-1 Chap.6 N 13/07/09 6-13-2 Chap.6 N 13/07/09
6-14-1 Chap.6 N 13/07/09 6-14-2 Chap.6 N 13/07/09
6-15-1 Chap.6 R 14/03/17 6-15-2 Chap.6 N 13/07/09
6-16-1 Chap.6 R 14/03/17 6-16-2 Chap.6 R 14/03/17
6-16-3 Chap.6 N 13/07/09 6-16-4 Chap.6 N 13/07/09
6-17-1 Chap.6 N 13/07/09 6-17-2 Chap.6 N 13/07/09
6-18-1 Chap.6 N 13/07/09 6-18-2 Chap.6 N 13/07/09
6-19-1 Chap.6 N 13/07/09 6-19-2 Chap.6 N 13/07/09
6-20-1 Chap.6 N 13/07/09 6-20-2 Chap.6 N 13/07/09
6-21-1 Chap.6 N 13/07/09 6-21-2 Chap.6 N 13/07/09
6-21-3 Chap.6 N 13/07/09 6-21-4 Chap.6 N 13/07/09
6-22-1 Chap.6 N 13/07/09 6-22-2 Chap.6 N 13/07/09
6-23-1 Chap.6 N 13/07/09 6-23-2 Chap.6 N 13/07/09
6-24-1 Chap.6 N 13/07/09 6-24-2 Chap.6 N 13/07/09
6-25-1 Chap.6 N 13/07/09 6-25-2 Chap.6 N 13/07/09
6-26-1 Chap.6 N 13/07/09 6-26-2 Chap.6 N 13/07/09
6-27-1 Chap.6 N 13/07/09 6-27-2 Chap.6 N 13/07/09
6-28-1 Chap.6 N 13/07/09 6-28-2 Chap.6 N 13/07/09
6-29-1 Chap.6 N 13/07/09 6-29-2 Chap.6 N 13/07/09
6-30-1 Chap.6 N 13/07/09 6-30-2 Chap.6 N 13/07/09
6-31-1 Chap.6 N 13/07/09 6-31-2 Chap.6 N 13/07/09
6-32-1 Chap.6 N 13/07/09 6-32-2 Chap.6 N 13/07/09
6-33-1 Chap.6 N 13/07/09 6-33-2 Chap.6 N 13/07/09
6-34-1 Chap.6 N 13/07/09 6-34-2 Chap.6 N 13/07/09
6-35-1 Chap.6 N 13/07/09 6-35-2 Chap.6 N 13/07/09
6-36-1 Chap.6 N 13/07/09 6-36-2 Chap.6 N 13/07/09
6-37-1 Chap.6 N 13/07/09 6-37-2 Chap.6 N 13/07/09
6-38-1 Chap.6 N 13/07/09 6-38-2 Chap.6 N 13/07/09
6-39-1 Chap.6 N 13/07/09 6-39-2 Chap.6 N 13/07/09
7-0-1 Chap.7 N 13/07/09 7-0-2 Chap.7 N 13/07/09

7-1-1 Chap.7 N 13/07/09 7-1-2 Chap.7 N 13/07/09
7-2-1 Chap.7 R 13/08/15 7-2-2 Chap.7 R 13/09/24
7-2-3 Chap.7 R 13/09/24 7-2-4 Chap.7 R 13/09/24
7-2-5 Chap.7 N 13/07/09 7-2-6 Chap.7 N 13/07/09

No.：TJA-OP1
Rev.：131129
7-3-1 Chap.7 N 13/07/09 7-4-1 Chap.7 N 13/07/09
7-5-1 Chap.7 N 13/07/09 7-5-2 Chap.7 N 13/07/09
7-5-3 Chap.7 N 13/07/09 7-5-4 Chap.7 N 13/07/09
7-6-1 Chap.7 N 13/07/09 7-6-2 Chap.7 N 13/07/09
7-6-3 Chap.7 N 13/07/09 7-6-4 Chap.7 N 13/07/09
8-0-1 Chap.8 N 13/07/09 8-0-2 Chap.8 N 13/07/09

8-1-1 Chap.8 N 13/07/09 8-1-2 Chap.8 N 13/07/09
8-1-3 Chap.8 N 13/07/09 8-1-4 Chap.8 N 13/07/09
8-2-1 Chap.8 R 13/11/29 8-2-2 Chap.8 N 13/07/09
8-2-3 Chap.8 N 13/07/09 8-2-4 Chap.8 N 13/07/09
8-3-1 Chap.8 N 13/07/09 8-3-2 Chap.8 N 13/07/09
8-4-1 Chap.8 N 13/07/09 8-4-2 Chap.8 N 13/07/09
8-4-3 Chap.8 N 13/07/09 8-4-4 Chap.8 N 13/07/09
8-4-5 Chap.8 N 13/07/09 8-4-6 Chap.8 N 13/07/09
8-4-7 Chap.8 N 13/07/09 8-4-8 Chap.8 N 13/07/09
8-5-1 Chap.8 N 13/07/09 8-5-2 Chap.8 N 13/07/09
8-6-1 Chap.8 N 13/07/09 8-6-2 Chap.8 N 13/07/09
8-7-1 Chap.8 N 13/07/09 8-7-2 Chap.8 N 13/07/09
8-8-1 Chap.8 N 13/07/09 8-8-2 Chap.8 N 13/07/09
9-0-1 Chap.9 N 13/07/09 9-0-2 Chap.9 N 13/07/09

9-0-3 Chap.9 N 13/07/09 9-0-4 Chap.9 N 13/07/09
9-1-1 Chap.9 N 13/07/09 9-1-2 Chap.9 N 13/07/09
9-1-3 Chap.9 N 13/07/09 9-1-4 Chap.9 N 13/07/09
9-1-5 Chap.9 N 13/07/09 9-1-6 Chap.9 N 13/07/09
9-1-7 Chap.9 N 13/07/09 9-1-8 Chap.9 N 13/07/09
9-1-9 Chap.9 N 13/07/09 9-1-10 Chap.9 N 13/07/09
9-1-11 Chap.9 N 13/07/09 9-1-12 Chap.9 N 13/07/09
9-1-13 Chap.9 N 13/07/09 9-1-14 Chap.9 N 13/07/09

No.：TJA-OP1
Rev.：131231
9-1-15 Chap.9 N 13/07/09 9-1-16 Chap.9 N 13/07/09

9-1-17 Chap.9 N 13/07/09 9-1-18 Chap.9 N 13/07/09
9-1-19 Chap.9 N 13/07/09 9-1-20 Chap.9 N 13/07/09
9-1-21 Chap.9 N 13/07/09 9-1-22 Chap.9 N 13/07/09
9-1-23 Chap.9 N 13/07/09 9-1-24 Chap.9 N 13/07/09
9-1-25 Chap.9 N 13/07/09 9-1-26 Chap.9 N 13/07/09
9-1-27 Chap.9 N 13/07/09 9-1-28 Chap.9 R 13/12/31
9-1-29 Chap.9 N 13/07/09 9-1-30 Chap.9 R 13/12/31
9-1-31 Chap.9 N 13/07/09 9-1-32 Chap.9 N 13/07/09
9-1-33 Chap.9 N 13/07/09 9-1-34 Chap.9 N 13/07/09
9-1-35 Chap.9 N 13/07/09 9-1-36 Chap.9 N 13/07/09
9-1-37 Chap.9 N 13/07/09 9-1-38 Chap.9 N 13/07/09
9-1-39 Chap.9 N 13/07/09 9-1-40 Chap.9 N 13/07/09
9-1-41 Chap.9 N 13/07/09 9-1-42 Chap.9 N 13/07/09
9-1-43 Chap.9 N 13/07/09 9-1-44 Chap.9 N 13/07/09
9-1-45 Chap.9 N 13/07/09 9-1-46 Chap.9 N 13/07/09
9-1-47 Chap.9 N 13/07/09 9-1-48 Chap.9 N 13/07/09
9-1-49 Chap.9 N 13/07/09 9-1-50 Chap.9 N 13/07/09
9-1-51 Chap.9 N 13/07/09 9-1-52 Chap.9 N 13/07/09
9-1-53 Chap.9 N 13/07/09 9-1-54 Chap.9 N 13/07/09
9-1-55 Chap.9 N 13/07/09 9-1-56 Chap.9 N 13/07/09
9-1-57 Chap.9 N 13/07/09 9-1-58 Chap.9 N 13/07/09
9-1-59 Chap.9 N 13/07/09 9-1-60 Chap.9 N 13/07/09
9-1-61 Chap.9 N 13/07/09 9-1-62 Chap.9 N 13/07/09
9-1-63 Chap.9 N 13/07/09 9-1-64 Chap.9 N 13/07/09
9-1-65 Chap.9 N 13/07/09 9-1-66 Chap.9 N 13/07/09
9-1-67 Chap.9 N 13/07/09 9-1-68 Chap.9 N 13/07/09
9-2-1 Chap.9 N 13/07/09 9-2-2 Chap.9 N 13/07/09
9-2-3 Chap.9 N 13/07/09 9-2-4 Chap.9 N 13/07/09
9-2-5 Chap.9 N 13/07/09 9-2-6 Chap.9 N 13/07/09
9-2-7 Chap.9 N 13/07/09 9-2-6 Chap.9 N 13/07/09
9-3-1 Chap.9 N 13/07/09 9-3-2 Chap.9 R 13/08/15
9-3-3 Chap.9 R 13/08/15 9-3-4 Chap.9 R 13/08/15

No.：TJA-OP1
Rev.：130815
9-3-5 Chap.9 R 13/08/15 9-3-6 Chap.9 R 13/08/15
9-3-7 Chap.9 N 13/07/09 9-3-8 Chap.9 N 13/07/09
9-3-9 Chap.9 N 13/07/09 9-3-10 Chap.9 N 13/07/09
9-3-11 Chap.9 N 13/07/09 9-3-12 Chap.9 N 13/07/09
9-3-13 Chap.9 N 13/07/09 9-3-14 Chap.9 N 13/07/09
9-3-15 Chap.9 N 13/07/09 9-3-16 Chap.9 N 13/07/09
9-3-17 Chap.9 N 13/07/09 9-3-18 Chap.9 N 13/07/09
9-3-19 Chap.9 N 13/07/09 9-3-20 Chap.9 N 13/07/09
9-3-21 Chap.9 N 13/07/09 9-3-22 Chap.9 N 13/07/09
9-3-23 Chap.9 N 13/07/09 9-3-24 Chap.9 N 13/07/09
9-3-25 Chap.9 N 13/07/09 9-3-26 Chap.9 N 13/07/09
9-3-27 Chap.9 N 13/07/09 9-3-28 Chap.9 N 13/07/09
9-4-1 Chap.9 N 13/07/09 9-4-2 Chap.9 N 13/07/09
9-4-3 Chap.9 N 13/07/09 9-4-4 Chap.9 N 13/07/09
9-5-1 Chap.9 N 13/07/09 9-5-2 Chap.9 N 13/07/09
9-5-3 Chap.9 N 13/07/09 9-5-4 Chap.9 N 13/07/09
9-5-5 Chap.9 N 13/07/09 9-5-6 Chap.9 N 13/07/09
9-6-1 Chap.9 N 13/07/09 9-6-2 Chap.9 N 13/07/09
9-7-1 Chap.9 N 13/07/09 9-7-2 Chap.9 N 13/07/09
9-8-1 Chap.9 N 13/07/09 9-8-2 Chap.9 N 13/07/09
9-8-3 Chap.9 N 13/07/09 9-8-4 Chap.9 N 13/07/09
9-9-1 Chap.9 N 13/07/09 9-9-2 Chap.9 N 13/07/09
9-9-3 Chap.9 N 13/07/09 9-9-4 Chap.9 N 13/07/09
9-10-1 Chap.9 N 13/07/09 9-10-2 Chap.9 N 13/07/09
9-10-3 Chap.9 N 13/07/09 9-10-4 Chap.9 N 13/07/09
9-10-5 Chap.9 N 13/07/09 9-10-6 Chap.9 N 13/07/09
9-10-7 Chap.9 N 13/07/09 9-10-8 Chap.9 N 13/07/09
9-10-9 Chap.9 N 13/07/09 9-10-10 Chap.9 N 13/07/09
9-10-11 Chap.9 N 13/07/09 9-10-12 Chap.9 N 13/07/09
9-10-13 Chap.9 N 13/07/09 9-10-14 Chap.9 N 13/07/09
9-10-15 Chap.9 N 13/07/09 9-10-16 Chap.9 N 13/07/09
9-10-17 Chap.9 N 13/07/09 9-10-18 Chap.9 N 13/07/09
9-10-19 Chap.9 N 13/07/09 9-10-20 Chap.9 N 13/07/09
9-11-1 Chap.9 N 13/07/09 9-11-2 Chap.9 N 13/07/09

No.：TJA-OP1
Rev.：140214
9-12-1 Chap.9 N 13/07/09 9-12-2 Chap.9 N 13/07/09
9-12-3 Chap.9 R 14/02/14 9-12-4 Chap.9 R 14/02/14
9-13-1 Chap.9 N 13/07/09 9-13-2 Chap.9 N 13/07/09
9-13-3 Chap.9 N 13/07/09 9-13-4 Chap.9 R 13/12/31
9-13-5 Chap.9 N 13/07/09 9-13-6 Chap.9 N 13/07/09
9-13-7 Chap.9 N 13/07/09 9-13-8 Chap.9 N 13/07/09
9-13-9 Chap.9 N 13/07/09 9-13-10 Chap.9 N 13/07/09
9-13-11 Chap.9 N 13/07/09 9-13-12 Chap.9 N 13/07/09
9-13-13 Chap.9 N 13/07/09 9-13-14 Chap.9 R 14/02/14
9-13-15 Chap.9 N 13/07/09 9-13-16 Chap.9 N 13/07/09
9-13-17 Chap.9 N 13/07/09 9-13-18 Chap.9 R 14/02/14
9-13-19 Chap.9 R 13/11/29 9-13-20 Chap.9 N 13/07/09
9-13-21 Chap.9 N 13/07/09 9-13-22 Chap.9 N 13/07/09
9-13-23 Chap.9 R 14/02/14 9-13-24 Chap.9 N 13/07/09
9-13-25 Chap.9 R 13/12/31 9-13-26 Chap.9 N 13/07/09
9-14-1 Chap.9 N 13/07/09 9-14-2 Chap.9 N 13/07/09
9-15-1 Chap.9 N 13/07/09 9-15-2 Chap.9 N 13/07/09
9-15-3 Chap.9 N 13/07/09 9-15-4 Chap.9 N 13/07/09
9-15-5 Chap.9 N 13/07/09 9-15-6 Chap.9 N 13/07/09
9-16-1 Chap.9 N 13/07/09 9-16-2 Chap.9 N 13/07/09
9-16-3 Chap.9 N 13/07/09 9-16-4 Chap.9 N 13/07/09
9-16-5 Chap.9 N 13/07/09 9-16-6 Chap.9 N 13/07/09
9-16-7 Chap.9 N 13/07/09 9-16-8 Chap.9 N 13/07/09
9-16-9 Chap.9 N 13/07/09 9-16-10 Chap.9 N 13/07/09
9-16-11 Chap.9 N 13/07/09 9-16-12 Chap.9 N 13/07/09
9-16-13 Chap.9 N 13/07/09 9-16-14 Chap.9 R 13/11/29
9-16-15 Chap.9 N 13/07/09 9-16-16 Chap.9 N 13/07/09
9-17-1 Chap.9 N 13/07/09 9-17-2 Chap.9 N 13/07/09

No.：TJA-OP1
Rev.：140317
10-0-1 Chap.10 N 13/07/09 10-0-2 Chap.10 N 13/07/09

10-0-3 Chap.10 N 13/07/09 10-0-4 Chap.10 N 13/07/09
10-1-1 Chap.10 N 13/07/09 10-1-2 Chap.10 N 13/07/09
10-2-1 Chap.10 N 13/07/09 10-2-2 Chap.10 N 13/07/09
10-2-3 Chap.10 N 13/07/09 10-2-4 Chap.10 N 13/07/09
10-3-1 Chap.10 N 13/07/09 10-3-2 Chap.10 N 13/07/09
10-4-1 Chap.10 N 13/07/09 10-4-2 Chap.10 N 13/07/09
10-5-1 Chap.10 R 14/03/17 10-5-2 Chap.10 N 13/07/09
10-6-1 Chap.10 N 13/07/09 10-6-2 Chap.10 N 13/07/09
10-6-3 Chap.10 N 13/07/09 10-6-4 Chap.10 N 13/07/09
10-7-1 Chap.10 N 13/07/09 10-7-2 Chap.10 N 13/07/09
10-8-1 Chap.10 N 13/07/09 10-8-2 Chap.10 N 13/07/09
10-9-1 Chap.10 N 13/07/09 10-9-2 Chap.10 N 13/07/09
10-10-1 Chap.10 N 13/07/09 10-10-2 Chap.10 N 13/07/09
10-11-1 Chap.10 N 13/07/09 10-11-2 Chap.10 N 13/07/09
10-11-3 Chap.10 N 13/07/09 10-11-4 Chap.10 N 13/07/09
10-12-1 Chap.10 N 13/07/09 10-12-2 Chap.10 N 13/07/09
10-13-1 Chap.10 N 13/07/09 10-13-2 Chap.10 N 13/07/09
10-14-1 Chap.10 N 13/07/09 10-14-2 Chap.10 N 13/07/09
10-14-3 Chap.10 N 13/07/09 10-14-4 Chap.10 N 13/07/09
10-15-1 Chap.10 N 13/07/09 10-15-2 Chap.10 N 13/07/09
10-15-3 Chap.10 N 13/07/09 10-15-4 Chap.10 N 13/07/09
10-15-5 Chap.10 N 13/07/09 10-15-6 Chap.10 N 13/07/09
10-16-1 Chap.10 N 13/07/09 10-16-2 Chap.10 N 13/07/09
10-17-1 Chap.10 N 13/07/09 10-17-2 Chap.10 N 13/07/09
10-18-1 Chap.10 N 13/07/09 10-18-2 Chap.10 N 13/07/09
11-0-1 Chap.11 N 13/07/09 11-0-2 Chap.11 N 13/07/09

11-0-3 Chap.11 N 13/07/09 11-0-4 Chap.11 N 13/07/09
11-0-5 Chap.11 N 13/07/09 11-0-6 Chap.11 N 13/07/09
11-1-1 Chap.11 R 13/12/31 11-1-2 Chap.11 N 13/07/09
11-1-3 Chap.11 N 13/07/09 11-1-4 Chap.11 N 13/07/09
11-1-5 Chap.11 N 13/07/09 11-1-6 Chap.11 N 13/07/09

No.：TJA-OP1
Rev.：140214
11-1-7 Chap.11 N 13/07/09 11-1-8 Chap.11 N 13/07/09
11-1-9 Chap.11 R 14/02/14 11-1-10 Chap.11 R 14/02/14
11-1-11 Chap.11 N 13/07/09 11-1-12 Chap.11 N 13/07/09
11-1-13 Chap.11 R 14/02/14 11-1-14 Chap.11 N 13/07/09
11-1-15 Chap.11 R 14/02/14 11-1-16 Chap.11 N 13/07/09
11-1-17 Chap.11 N 13/07/09 11-1-18 Chap.11 N 13/07/09
11-1-19 Chap.11 N 13/07/09 11-1-20 Chap.11 N 13/07/09
11-1-21 Chap.11 N 13/07/09 11-1-22 Chap.11 N 13/07/09
11-2-1 Chap.11 N 13/07/09 11-2-2 Chap.11 N 13/07/09
11-2-3 Chap.11 N 13/07/09 11-2-4 Chap.11 N 13/07/09
11-2-5 Chap.11 N 13/07/09 11-2-6 Chap.11 N 13/07/09
11-3-1 Chap.11 R 13/11/29 11-3-2 Chap.11 R 13/11/29
11-3-3 Chap.11 R 13/11/29 11-3-4 Chap.11 N 13/07/09
11-3-5 Chap.11 N 13/07/09 11-3-6 Chap.11 N 13/07/09
11-3-7 Chap.11 N 13/07/09 11-3-8 Chap.11 N 13/07/09
11-3-9 Chap.11 R 13/11/29 11-3-10 Chap.11 N 13/07/09
11-4-1 Chap.11 N 13/07/09 11-4-2 Chap.11 R 13/12/31
11-4-3 Chap.11 N 13/07/09 11-4-4 Chap.11 N 13/07/09
11-5-1 Chap.11 N 13/07/09 11-5-2 Chap.11 N 13/07/09
11-5-3 Chap.11 N 13/07/09 11-5-4 Chap.11 N 13/07/09
11-5-5 Chap.11 N 13/07/09 11-5-6 Chap.11 N 13/07/09
11-5-7 Chap.11 N 13/07/09 11-5-8 Chap.11 N 13/07/09
11-5-9 Chap.11 R 14/02/14 11-5-10 Chap.11 R 14/02/14
11-5-11 Chap.11 R 14/02/14 11-5-12 Chap.11 R 14/02/14
11-5-13 Chap.11 R 14/02/14 11-5-14 Chap.11 R 14/02/14
11-5-15 Chap.11 R 14/02/14 11-5-16 Chap.11 R 14/02/14
11-5-17 Chap.11 R 14/02/14 11-5-18 Chap.11 N 13/07/09
11-5-19 Chap.11 N 13/07/09 11-5-20 Chap.11 N 13/07/09
11-5-21 Chap.11 N 13/07/09 11-5-22 Chap.11 N 13/07/09
11-5-23 Chap.11 N 13/07/09 11-5-24 Chap.11 N 13/07/09
11-5-25 Chap.11 R 13/11/29 11-5-26 Chap.11 R 13/11/29
11-5-27 Chap.11 R 13/11/29 11-5-28 Chap.11 N 13/07/09
11-5-29 Chap.11 N 13/07/09 11-5-30 Chap.11 N 13/07/09
11-5-31 Chap.11 N 13/07/09 11-5-32 Chap.11 N 13/07/09

No.：TJA-OP1
Rev.：130924
11-5-33 Chap.11 N 13/07/09 11-5-34 Chap.11 N 13/07/09
11-5-35 Chap.11 N 13/07/09 11-5-36 Chap.11 N 13/07/09
11-5-37 Chap.11 N 13/07/09 11-5-38 Chap.11 N 13/07/09
11-5-39 Chap.11 N 13/07/09 11-5-40 Chap.11 N 13/07/09
11-5-41 Chap.11 N 13/07/09 11-5-42 Chap.11 N 13/07/09
11-6-1 Chap.11 N 13/07/09 11-6-2 Chap.11 N 13/07/09
11-6-3 Chap.11 N 13/07/09 11-6-4 Chap.11 N 13/07/09
11-6-5 Chap.11 N 13/07/09 11-6-6 Chap.11 N 13/07/09
11-7-1 Chap.11 N 13/07/09 11-7-2 Chap.11 N 13/07/09
11-7-3 Chap.11 N 13/07/09 11-7-4 Chap.11 N 13/07/09
11-8-1 Chap.11 N 13/07/09 11-8-2 Chap.11 N 13/07/09
11-8-3 Chap.11 N 13/07/09 11-8-4 Chap.11 N 13/07/09
11-8-5 Chap.11 N 13/07/09 11-8-6 Chap.11 N 13/07/09
11-9-1 Chap.11 N 13/07/09 11-9-2 Chap.11 N 13/07/09
11-9-3 Chap.11 N 13/07/09 11-9-4 Chap.11 N 13/07/09
11-10-1 Chap.11 N 13/07/09 11-10-2 Chap.11 N 13/07/09
11-10-3 Chap.11 N 13/07/09 11-10-4 Chap.11 N 13/07/09
11-11-1 Chap.11 R 13/09/24 11-11-2 Chap.11 N 13/07/09
11-11-3 Chap.11 N 13/07/09 11-11-4 Chap.11 N 13/07/09
11-11-5 Chap.11 N 13/07/09 11-11-6 Chap.11 N 13/07/09
11-11-7 Chap.11 N 13/07/09 11-11-8 Chap.11 N 13/07/09
11-12-1 Chap.11 N 13/07/09 11-12-2 Chap.11 N 13/07/09
11-13-1 Chap.11 N 13/07/09 11-13-2 Chap.11 N 13/07/09
11-13-3 Chap.11 N 13/07/09 11-13-4 Chap.11 N 13/07/09
11-13-5 Chap.11 N 13/07/09 11-13-6 Chap.11 N 13/07/09
11-14-1 Chap.11 N 13/07/09 11-14-2 Chap.11 N 13/07/09
11-14-3 Chap.11 N 13/07/09 11-14-4 Chap.11 N 13/07/09
11-14-5 Chap.11 N 13/07/09 11-14-6 Chap.11 N 13/07/09
11-14-7 Chap.11 N 13/07/09 11-14-8 Chap.11 N 13/07/09
11-14-9 Chap.11 N 13/07/09 11-14-10 Chap.11 N 13/07/09
11-15-1 Chap.11 N 13/07/09 11-15-2 Chap.11 N 13/07/09
11-15-3 Chap.11 N 13/07/09 11-15-4 Chap.11 N 13/07/09
11-15-5 Chap.11 N 13/07/09 11-15-6 Chap.11 N 13/07/09
11-15-7 Chap.11 N 13/07/09 11-15-8 Chap.11 N 13/07/09

No.：TJA-OP1
Rev.：130709
11-15-9 Chap.11 N 13/07/09 11-15-10 Chap.11 N 13/07/09
11-15-11 Chap.11 N 13/07/09 11-15-12 Chap.11 N 13/07/09
11-15-13 Chap.11 N 13/07/09 11-15-14 Chap.11 N 13/07/09
11-15-15 Chap.11 N 13/07/09 11-15-16 Chap.11 N 13/07/09
11-15-17 Chap.11 N 13/07/09 11-15-18 Chap.11 N 13/07/09
11-16-1 Chap.11 N 13/07/09 11-16-2 Chap.11 N 13/07/09
11-16-3 Chap.11 N 13/07/09 11-16-4 Chap.11 N 13/07/09
11-16-5 Chap.11 N 13/07/09 11-16-6 Chap.11 N 13/07/09
11-16-7 Chap.11 N 13/07/09 11-16-8 Chap.11 N 13/07/09
11-16-9 Chap.11 N 13/07/09 11-16-10 Chap.11 N 13/07/09
11-16-11 Chap.11 N 13/07/09 11-16-12 Chap.11 N 13/07/09
11-16-13 Chap.11 N 13/07/09 11-16-14 Chap.11 N 13/07/09
11-16-15 Chap.11 N 13/07/09 11-16-16 Chap.11 N 13/07/09
11-17-1 Chap.11 N 13/07/09 11-17-2 Chap.11 N 13/07/09
11-17-3 Chap.11 N 13/07/09 11-17-4 Chap.11 N 13/07/09
11-17-5 Chap.11 N 13/07/09 11-17-6 Chap.11 N 13/07/09
11-17-7 Chap.11 N 13/07/09 11-17-8 Chap.11 N 13/07/09
11-17-9 Chap.11 N 13/07/09 11-17-10 Chap.11 N 13/07/09
11-17-11 Chap.11 N 13/07/09 11-17-12 Chap.11 N 13/07/09
11-18-1 Chap.11 N 13/07/09 11-18-2 Chap.11 N 13/07/09
11-18-3 Chap.11 N 13/07/09 11-18-4 Chap.11 N 13/07/09
11-19-1 Chap.11 N 13/07/09 11-19-2 Chap.11 N 13/07/09
11-19-3 Chap.11 N 13/07/09 11-19-4 Chap.11 N 13/07/09
11-20-1 Chap.11 N 13/07/09 11-20-2 Chap.11 N 13/07/09
11-21-1 Chap.11 N 13/07/09 11-21-2 Chap.11 N 13/07/09
11-21-3 Chap.11 N 13/07/09 11-21-4 Chap.11 N 13/07/09
11-22-1 Chap.11 N 13/07/09 11-22-2 Chap.11 N 13/07/09
12-0-1 Chap.12 N 13/07/09 12-0-2 Chap.12 N 13/07/09

12-1-1 Chap.12 N 13/07/09 12-1-2 Chap.12 N 13/07/09
12-2-1 Chap.12 N 13/07/09 12-2-2 Chap.12 N 13/07/09
12-3-1 Chap.12 N 13/07/09 12-3-2 Chap.12 N 13/07/09

No.：TJA-OP1
Rev.：130709
12-3-3 Chap.12 N 13/07/09 12-3-4 Chap.12 N 13/07/09
12-4-1 Chap.12 N 13/07/09 12-4-2 Chap.12 N 13/07/09
12-5-1 Chap.12 N 13/07/09 12-5-2 Chap.12 N 13/07/09
12-5-3 Chap.12 N 13/07/09 12-5-4 Chap.12 N 13/07/09
12-6-1 Chap.12 N 13/07/09 12-6-2 Chap.12 N 13/07/09
12-7-1 Chap.12 N 13/07/09 12-7-2 Chap.12 N 13/07/09
12-7-3 Chap.12 N 13/07/09 12-7-4 Chap.12 N 13/07/09
12-7-5 Chap.12 N 13/07/09 12-7-6 Chap.12 N 13/07/09
12-8-1 Chap.12 N 13/07/09 12-8-2 Chap.12 N 13/07/09
13-0-1 Chap.13 N 13/07/09 13-0-2 Chap.13 N 13/07/09

13-1-1 Chap.13 N 13/07/09 13-1-2 Chap.13 N 13/07/09
13-2-1 Chap.13 N 13/07/09 13-2-2 Chap.13 N 13/07/09
13-3-1 Chap.13 N 13/07/09 13-3-2 Chap.13 N 13/07/09
13-3-3 Chap.13 N 13/07/09 13-3-4 Chap.13 N 13/07/09
13-3-5 Chap.13 N 13/07/09 13-3-6 Chap.13 N 13/07/09
13-4-1 Chap.13 N 13/07/09 13-4-2 Chap.13 N 13/07/09
13-4-3 Chap.13 N 13/07/09 13-4-4 Chap.13 N 13/07/09
13-5-1 Chap.13 N 13/07/09 13-5-2 Chap.13 N 13/07/09
13-5-3 Chap.13 N 13/07/09 13-5-4 Chap.13 N 13/07/09
13-5-5 Chap.13 N 13/07/09 13-5-6 Chap.13 N 13/07/09
13-6-1 Chap.13 N 13/07/09 13-6-2 Chap.13 N 13/07/09
14-0-1 Chap.14 N 13/07/09 14-0-2 Chap.14 N 13/07/09

14-1-1 Chap.14 N 13/07/09 14-1-2 Chap.14 N 13/07/09
14-2-1 Chap.14 N 13/07/09 14-2-2 Chap.14 N 13/07/09
14-3-1 Chap.14 N 13/07/09 14-3-2 Chap.14 N 13/07/09
14-4-1 Chap.14 N 13/07/09 14-4-2 Chap.14 N 13/07/09
14-4-3 Chap.14 N 13/07/09 14-4-4 Chap.14 N 13/07/09
14-4-5 Chap.14 N 13/07/09 14-4-6 Chap.14 N 13/07/09
14-5-1 Chap.14 N 13/07/09 14-5-2 Chap.14 N 13/07/09
14-6-1 Chap.14 N 13/07/09 14-6-2 Chap.14 N 13/07/09
14-7-1 Chap.14 N 13/07/09 14-7-2 Chap.14 N 13/07/09
14-8-1 Chap.14 N 13/07/09 14-8-2 Chap.14 N 13/07/09

No.：TJA-OP1
Rev.：130709
14-8-3 Chap.14 N 13/07/09 14-8-4 Chap.14 N 13/07/09
14-8-5 Chap.14 N 13/07/09 14-8-6 Chap.14 N 13/07/09
14-8-7 Chap.14 N 13/07/09 14-8-8 Chap.14 N 13/07/09
15-0-1 Chap.15 N 13/07/09 15-0-2 Chap.15 N 13/07/09

15-0-3 Chap.15 N 13/07/09 15-0-4 Chap.15 N 13/07/09
15-1-1 Chap.15 N 13/07/09 15-1-2 Chap.15 N 13/07/09
15-2-1 Chap.15 N 13/07/09 15-2-2 Chap.15 N 13/07/09
15-2-3 Chap.15 N 13/07/09 15-2-4 Chap.15 N 13/07/09
15-3-1 Chap.15 N 13/07/09 15-3-2 Chap.15 N 13/07/09
15-4-1 Chap.15 N 13/07/09 15-4-2 Chap.15 N 13/07/09
15-4-3 Chap.15 N 13/07/09 15-4-4 Chap.15 N 13/07/09
15-5-1 Chap.15 N 13/07/09 15-5-2 Chap.15 N 13/07/09
15-6-1 Chap.15 N 13/07/09 15-6-2 Chap.15 N 13/07/09
15-6-3 Chap.15 N 13/07/09 15-6-4 Chap.15 N 13/07/09
15-6-5 Chap.15 N 13/07/09 15-6-6 Chap.15 N 13/07/09
15-6-7 Chap.15 N 13/07/09 15-6-8 Chap.15 N 13/07/09
15-7-1 Chap.15 N 13/07/09 15-7-2 Chap.15 N 13/07/09
15-8-1 Chap.15 N 13/07/09 15-8-2 Chap.15 N 13/07/09
15-8-3 Chap.15 N 13/07/09 15-8-4 Chap.15 N 13/07/09
15-9-1 Chap.15 N 13/07/09 15-9-2 Chap.15 N 13/07/09
15-9-3 Chap.15 N 13/07/09 15-9-4 Chap.15 N 13/07/09
F1-1 Annex N 13/07/09 F1-2 Annex N 13/07/09

F2-1 Annex N 13/07/09 F3-1 Annex N 13/07/09
F4-1 Annex N 13/07/09 F5-1 Annex N 13/07/09
F6-1 Annex N 13/07/09 F6-2 Annex N 13/07/09
F7-1 Annex N 13/07/09 F7-2 Annex N 13/07/09
F8-1 Annex N 13/07/09 F8-2 Annex N 13/07/09
F8-3 Annex N 13/07/09 F8-1 Annex N 13/07/09
F8-5 Annex N 13/07/09 F8-6 Annex N 13/07/09
F8-7 Annex N 13/07/09 F8-8 Annex N 13/07/09

No.：TJA-OP1
Rev.：130709
0.8 Compliance List

Provision of Other
Chapter of Manual
CCAR-121 Description
121.51Use of the （a）Comply. FOM clearly indicates
certification the one and only company name.
holder’s name Refer to FOM Section 1.1.2.
（b）Comply. FOM ensures that the
company name and other
identifications required by the
authority should be clearly marked
on the aircraft operated by the
company.
Refer to FOM Section 1.1.2, and
Section 9.16.2.1
121.99 Weather For Item（a）（b）（c）and（d）,
service refer to Flight Dispatch Manual 5.1,
5.2 and 5.3, as well as FOM Section
9.10.
121.101 Route Comply with item（a）（b）.
navigation Refer to FOM Section 9.1
facilities
121.121 Route Refer to FOM Section 9.1
navigation
facilities
121.133 General Comply. FOM and the volumes cover
requirements for all requirements in this provision.
the manual
contents Comply with item（a）
For item （ 1 ） , refer to General
Operation Manual 2.6, 2.7 and 2.8;
Flight Dispatch Manual Chapter 1;
FOM Section 1.1
Comply with item（2）
Refer to Flight Dispatch Manual
Chapter 1

No.：TJA-OP1
Rev.：130709
3.13.5, 3.7; FOM Section 8.6, 11.9.
Refer to Cabin Attendant Manual 3.6.2,
FOM Section 5.3, 5.2, 5.4
Refer to FOM Section 14.3.3, MEL

Refer to Flight Dispatch Manual 3.3.6,
FOM Section 9.1.2.6 Item 2), 3)
Refer to Flight Dispatch Manual 6.3,
FOM Section 8.1.4,8.1.7
Refer to FOM Section 9.1.1.2,9.1.1.3，
Flight Dispatch Manual 3.3.5.4
3.3.5.3，FOM Section 9.1.2
Refer to FOM Section 9.2.11, Cabin
Attendant Manual 3.6.4
Refer to General Operation Manual
Chapter 13, Maintenance &
Engineering Management Manual 5.4,
Terminal Operation Manual
(Maintenance Volume) Chapter 12,
Maintenance Engineer Training
Syllabus Chapter 3, Flight Dispatcher
Training Syllabus, Terminal Operation
Manual (Ground Service Volume),
Cargo Transpiration Manual (Domestic
Volume)

No.：TJA-OP1
Rev.：130709
Refer to FOM Section 11.1.6

Refer to FOM Section 2.1.2.5

Refer to Flight Dispatch Manual Annex
0.1, FOM Section 9.1.3,9.1.4
Refer to FOM Section 9.14

FOM Section 9.1.5.1 Item 2)
Refer to Flight Dispatch
Manual3.3.3.4, General Operation
Manual 10.1, FOM Section 9.3.3
6.3.4，FOM 9.1.6.3
SOP of each type of aircraft

Refer to FOM 6.14
（21）backup
Refer to Flight Dispatch Manual 7.3.4
Item （ 4 ） , SOP of each type of
aircraft
Refer to FOM 9.6

No.：TJA-OP1
Rev.：130709
Refer to FOM 6.9,SOP of each type of
aircraft
Refer to FOM 8.2

Refer to FOM 9.13.2.2,9.13.5，SOP of
each type of aircraft
Refer to FOM 3.2.4（Category C is
deleted from FOM）
SOP of each type of aircraft,FOM
9.13.6
Landing technique in SOP of each type
of aircraft
Refer to FOM 9.1.2.2 Item 1）

Refer to FOM 9.13.6.9,9.13.6.10 ，
SOP of each type of aircraft
Refer to FOM 9.13.6.6 Item 6),
9.13.6.7, 9.13.6.8,SOP of each type
of aircraft
Refer to SOP of each type of aircraft,
Pilot Training Syllabus of each type
of aircraft，FOM 9.7
Refer to FOM 9.8,SOP of each type of
aircraft

No.：TJA-OP1
Rev.：130709
Refer to FOM 11.8.3
（35）not applicable

Safety Management Manual

Dangerous Goods Transportation
Manual，FOM 11.5
Comply with item （ 38 ） Security
Program
Comply with item （ 39 ） Security
Program

Aviation Health Manual ， FOM
Chapter 4，Cabin Attendant Manual
3.6.26
Comply with item （ b ） . For item
（1）, refer to Flight Dispatch Manual
3.3.2, AOM of each type of aircraft
Comply with item（2）. Refer to FOM
6.14，SOP of each type of aircraft，
QRH,AOM of each type of aircraft
AOM of each type of aircraft

Refer to Flight Dispatch Manual 7.3

No.：TJA-OP1
Rev.：130709
Refer to FOM Section 7.2

FOM Section 9.1.5
Refer to Flight Dispatch Manual 7.5

QRH, AFM, AOM of each type of
aircraft
MEL,CDL of each type of aircraft

Refer to FOM 11.14, 11.15, 11.16，
Cabin Attendant Manual 3.5.2, 13.1
Refer to FOM 11.17，SOP of each
type of aircraft, AOM ， Cabin
Attendant Manual 5.3
Cabin Attendant Manual 3.5.1, 3.5.2

Maintenance & Engineering
Management Manual 5.5, Preflight
Maintenance worksheet of each type of
aircraft, Cabin Attendant Manual 3.5.1,
3.5.2, E145 SOP 5.0, 5.1, 5.3, E190
SOP 5.2, 5.4, 5.5
Refer to FOM Item 11.18.4

No.：TJA-OP1
Rev.：130709
Comply with item（c）（1）
1.2,3.2,3.3，FOM Item 9.13.1
3.4.3，FOM Item 9.13.1
3.3.3，FOM Item 9.13.1
3.3.4，FOM 9.13.1
Airport Analysis Manual
Comply with item（d）
Refer to Flight Dispatcher Training
Syllabus, Cabin Attendant Training
Syllabus, Pilot Training Syllabus of
each type of aircraft.
121.137Aircraft Comply with item（a）
flight manual Refer to General Operation Manual
4.3, Item 4.5.16, FOM Item 9.13.1,
9.16.2, 9.16.3, Flight Dispatch Manual
9.2
121.151 Basic Comply with item（a）
requirements for Refer to General Operation Manual
aircraft 4.5.16, FOM 9.16.1.2, Maintenance &
Engineering Management Manual 7.9
Comply with item（c）
Refer to General Operation Manual
10.2, FOM 9.16.1.2
121.153 Refer to General Operation Manual
Requirements for 5.3.3, FOM 9.16.1.1
aircraft

No.：TJA-OP1
Rev.：130709
certification and
equipment
121.155 Single- Refer to General Operation Manual

engine aircraft is 5.3.3, FOM 9.16.1
prohibited to use
121.159 Aircraft For Item（a）（b）（c）（d）, refer
operational test to FOM 12.5
flight
121.161 For Item （ a ）（ b ）（ c ）（ d ）
Emergency （e）, refer to FOM 11.17, 11.18 and
evacuation Cabin Attendant Manual 5.3.5
demonstration
121.171Terms For Item（a）, refer to FOM 9.1.1.1
and definitions 6）
For item（b）, refer to FOM 9.1.1.1
5）
121.173 General Comply with item（c）
Refer to FOM 7.6, Flight Dispatch
Manual 7.3, 7.4, 7.5
121.189 Takeoff For item a）（b）（c）（d）（e）
limitation for （f）, refer to FOM 7.6.2, 9.1.1.2
turbine engine item 2）, Flight Dispatch Manual 7.3,
driven aircraft 3.3.2, Airport Analysis Manual, Flight
Crew Operation Manual, and Flight
Plan and Performance Manual
121.191 Route For item（a）（b）, refer to FOM
limitation for 7.6.3, 11.10, 9.13.10 item 2）, Flight
turbine engine Dispatch Manual 7.4
aircraft --- one
engine
inoperative
121.195 Landing For item （ a ）（ b ）（ c ）（ d ）
limitation for （ e ） , refer to FOM 7.6.4, Flight
turbine engine
aircraft-- Dispatch Manual 7.3.5

No.：TJA-OP1
Rev.：130709
destination
121.197 Landing Refer to FOM 7.6.5, Flight Dispatch

limitation for Manual 7.3.5
turbine engine
driven aircraft ---
alternate airport
121.215 Loading Refer to FOM 10.15.6
in cabin
121.311 Seat, Refer to FOM 6.5, Cabin Attendant

safety belt and Manual 3.6.9, 3.6.11, 3.6.21
shoulder strap
device
121.315 Cockpit For item（a）, the checklist of Flight
checklist Crew Operation Manual is approved by
the authority to be used as onboard
document.
For item（b）（c）, refer to FOM
6.14
121.320 Altitude Refer to FOM 9.6
maintaining and
warning system
121.333 Refer to FOM 9.14
Requirements for
supplementary
oxygen used for
first aid and
emergency
descent of
turbine engine
aircraft with
pressurized cabin
121.337 Refer to FOM 11.5.2.3
Respiratory
protection device

No.：TJA-OP1
Rev.：130709
121.341 Refer to FOM 9.3.7
Equipment
operated under
icing condition
121.343 Flight Refer to FOM 6.35
recorder
121.349 Radio Refer to FOM 9.4.11

set used for IFR
operation or
VFR operation
on route with
non-landmark
navigation
121.356 Traffic Refer to FOM 9.8, Flight Crew
Collision Operation Manual
Avoidance
System
(TCAS）
121.357 Refer to FOM 9.10.1.4 ， Flight
Requirements for Dispatch Manual 3.3.2, MEL/CDL
airborne weather
radar
121.359 Cockpit FOM 6.35
Voice Recorder
121.360 Ground FOM 9.7, Flight Crew Operation

Proximity Manual
Warning /Glide
Slope Deviation
Warning System
121.381 For item（a）, refer to FOM 2.1.2.1,
Requirements Cabin Attendant Manual 3.3.1, 3.2.1,
and limitations Flight Dispatch Manual 1.7.3
for airman For item（b）, refer to FOM 2.1.2.1,
3.1.1, Cabin Attendant Manual 3.3.1,
Flight Dispatch Manual 1.7.3
For item（c）, refer to FOM 2.1.2.1

No.：TJA-OP1
Rev.：130709
121.383 For item（a）, refer to FOM 2.1.2
Composition of
flight crew For item（b）, refer to FOM 2.1.2
For item（c）, refer to FOM 2.1.2, 2.2
121.393 For item（a）, refer to FOM 6.29,

Requirements for Cabin Attendant Manual 3.6.25
flight crew when
passengers not For item（b）, refer to FOM 6.29,
disembarking at Cabin Attendant Manual 3.6.25
transit airport
121.397 For item（a）, refer to FOM 11.1.2,
Responsibilities Cabin Attendant Manual 5.3
in case of
emergency and For item（b）, refer to FOM 11.1.2,
emergency Operation Specification, Cabin
evacuation Attendant Manual Chapter 5
121.401 Basic Comply with item（a）
requirements for General Operation Manual 1.3.5.4,
training FOM 1.5.4, Pilot Training Syllabus,
Flight Dispatcher Training Syllabus
Chapter 3, Cabin Attendant Manual
3.2, Cabin Attendant Training Syllabus
Comply with（b）
Refer to FOM 1.5.4, Pilot Training
Syllabus, Flight Dispatcher Training
Syllabus Chapter 3, Cabin Attendant
Training Syllabus 1.9
Comply with item（c）
Refer to FOM 1.5.4,Pilot Training
Syllabus Chapter 3 and Annex, Cabin
Attendant Manual 3.2, Cabin Attendant
Training Syllabus 10.6.2

No.：TJA-OP1
Rev.：130709
Comply with item（d）
Refer to FOM 1.5.1 item 6), Cabin
Attendant Manual 3.2.1 item 5
Comply with item（e）. Training is
carried out as per training syllabus.
Training hours cannot be reduced.
Refer to FOM 1.5.1 item7)
121.402 Special Refer to FOM 1.5.12
rules for carrying
out training
121.403 For item（a）（b）（c）, refer to
Requirements for FOM 1.5.1, Pilot Training Syllabus,
formulating Flight Dispatcher Training Syllabus
training syllabus Chapter 3, Cabin Attendant Manual
3.2, Cabin Attendant Training Syllabus
4.1
121.405 For item （ a ）（ b ）（ c ）（ d ）
Approval of （ e ） , refer to FOM 1.5.1, Pilot
training Training Syllabus, Flight Dispatcher
syllabus and its Training Syllabus Chapter 3, Cabin
revision Attendant Training Syllabus 0.4
121.407 Comply with item（a）（b）（c）,
Approval of refer to FOM 1.5.9, Cabin Attendant
flight simulator Training Syllabus 0.4, Pilot Training
and other Syllabus
training
facilities
121.409 Training For item（a）（b）（c）, refer to
courses of using FOM 1.5.9, 1.5.10, Pilot Training
flight simulator Syllabus
and other
training facilities
121.411 For item（a）（b）, refer to FOM
Qualification of 3.3.1, Pilot Training Syllabus, Cabin
flight examiner Attendant Training Syllabus10.4 ，
and instructor Flight Dispatcher Training

No.：TJA-OP1
Rev.：130709
Syllabus1.5.1.5, 1.5.4.3
121.413 Training For item（a）（b）（c）（d）, refer

for flight to FOM 3.3.1, Pilot Training Syllabus,
examiner and Cabin Attendant Training Syllabus 6.3,
instructor 6.4 ， Flight Dispatcher Training
Syllabus 1.5.1.8, 1.5.4.4
121.415 Training For item（a）（b）（c）（d）（e）
requirements for （ f ）（ g ） , refer to FOM 3.2.1.2,
flight crew and Pilot Training Syllabus, Flight
flight dispatchers Dispatcher Training Syllabus Chapter
3, Cabin Attendant Training Syllabus
Chapter 2
Emergency FOM 3.2.6, Pilot Training Syllabus,
survival Cabin Attendant Training Syllabus
training for 1.10, Chapter 5, 2.2。
flight crew For item（d）, refer to FOM 11.4,
Pilot Training Syllabus, Cabin
Attendant Training Syllabus 2.2.4
Differential 3.2.1.2, Pilot Training Syllabus Chapter
training of flight 10, Flight Dispatcher Training Syllabus
crew and flight 3.4, Cabin Attendant Training Syllabus
dispatcher 4.2
121.423 Initial For item（a）（b）, refer to FOM
and conversion 3.2.1.2, Pilot Training Syllabus
ground training
for pilot and
flight
mechanic, as
well as the
upgrade ground
training for
pilot

No.：TJA-OP1
Rev.：130709
121.433 Initial, For item（a）（b）（c）（d）, refer
conversion and to FOM 3.2.1.2, Pilot Training Syllabus
upgrade flight
training for pilot
121.439 Regular For item（a）（b）（c）（d）, refer
recurrent training to FOM 3.2.1.2, Pilot Training
Syllabus Chapter 3, Cabin Attendant
Training Syllabus Chapter 5
121.451 General For item（a）, refer to FOM 3.2.2.4
rules
For item（b）, refer to FOM 3.2.1.4,
Cabin Attendant Training Syllabus
3.2.4
For item（c）, refer to FOM 2.1.1 item
2)
Requirements for 3.2.1.1
pilot’s license
121.455 For item（a）, refer to FOM 3.2.1.2,
Necessary Pilot Training Syllabus, Cabin
training Attendant Training Syllabus Chapter
1
121.457 Flight For item（a）（b）（e）, refer to
experience FOM Chapter 3, Pilot Training
requirements for Syllabus, Cabin Attendant Manual
pilot flying a 3.2.1
new type of For item（c）（d）（f）, refer to
aircraft and with FOM Chapter 3, Pilot Training
a new technical Syllabus
level
Limitation on FOM 2.1.2.3, 6.8
allocating flight
crew and
arrangement

No.：TJA-OP1
Rev.：130709
principles
121.461 For item（a）（b）（c）（d）, refer

Requirements for to FOM 3.2.2, Pilot Training Syllabus
pilot’s recent
flight experience
121.463 Route For item（a）（b）, refer to FOM
check 3.2.1.4, Pilot Training Syllabus
121.465 For item （ a ）（ b ）（ c ）（ d ）

Proficiency （ e ） , refer to FOM 3.2.1.3, Pilot
check Training Syllabus
121.467 For item（a）（b）, refer to Flight
Captain’s Dispatch Manual 1.2, 3.2, 3.3, FOM
qualification 3.2.4
for area, route
and airport
Captain’s FOM 3.2.4, 9.1.2.7, Pilot Training
qualification for Syllabus
special area,
route and
airport
121.481 General For item （ a ） , refer to FOM 5.1,
rules Cabin Attendant Manual 3.6.2
For item （ b ） , refer to FOM 5.2,

Cabin Attendant Manual 3.6.2
For item（c）, refer to FOM 5.2

Limitation on to FOM 5.3
pilot’s duty
period and

No.：TJA-OP1
Rev.：130709
flight hour, as
well as
requirement for
rest
121.487 Flight For item（a）（b）（c）, refer to
hour limitation FOM 5.3
of flight crew as
per week, month
and year
Additional to FOM 5.4
limitation on
flight crew’s
duty period and
flight hours
121.495 Comply with item（a）, refer to FOM
Additional 5.4, Cabin Attendant Manual 3.6.2
requirements
for flight Comply with item（b）, refer to FOM
crew’s rest 5.4, Cabin Attendant Manual 3.6.2
hours
Comply with item（c）, refer to FOM
5.4
Comply with item（d）, refer to FOM

5.4, Cabin Attendant Manual 3.6.2
Comply with item（e）, refer to FOM

Comply with item（f）, refer to FOM

5.4
Comply with item（g）, refer to FOM


No.：TJA-OP1
Rev.：130709
Comply with item（h）, refer to FOM
5.4, Cabin Attendant Manual 3.6.2。
121.531 Comply with item （ d ） , refer to

Operational General Operation Manual 5.3.2.3 item
control 2）, FOM 1.1.5.1
responsibility for
domestic and
international
regular Comply with item （ e ） , refer to
passenger flight General Operation Manual 5.3.2.3 item
1）, FOM 1.1.5.1
121.535 Refer to FOM 9.13.1.2, Flight Dispatch
Operation Manual 3.3, 3.6, 3.7, 3.12, chapter 8
circular
121.539 On-duty For item（a）（b）（c）, refer to
requirement for FOM 6.4
flight crew
members
121.541 Flight For item（a）（b）, refer to FOM
crew member 6.5.1, 6.26
in the control
position
Operation of FOM 6.6
flight control
Limitations on 6.16, Cabin Attendant Manual 3.6.12
personnel
entering the
cockpit
121.547 CAAC Refer to FOM 6.16.3, Cabin Attendant
supervisor’s Manual 3.6.12
right to enter the
cockpit
121.549 Flight For item （ a ） , refer to General
outfit Operation Manual 4.5.16, FOM 6.24

No.：TJA-OP1
Rev.：130709
For item（b）, refer to FOM 6.24,
Cabin Attendant Manual 3.3.2
121.550 Airport Refer to Flight Dispatch Manual
operational 3.3.3.1, FOM 9.1.2.1。
minima
Declaration of 9.9.6, 11.1.8
minimum fuel
121.556 For item（a）, refer to FOM 11.1.13,
Emergencies 11.1.14
during domestic
and international For item（b）, refer to FOM 11.1.13,
regular 11.1.14
passenger flight Comply with item（c）
operation Refer to FOM 11.1.14.2
For item（a）（b）（c）, refer to
FOM 11.12.2
121.557 Report For item（a）（b）, refer to FOM
in case of 6.25.1, 11.1.10, 11.1.12, Flight
dangerous Dispatch Manual 3.12
weather or
abnormal
ground
facilities and
navaids
121.558 Comply. Refer to FOM 11.12.3, Flight
Supplementary Dispatch Manual 3.12
emergencies
during operation
121.559 Report Refer to FOM 6.25, 9.13.8.7
of mechanical
malfunction
121.561 Landing For item（a）（c）（d）, refer to
and report in FOM 9.13.10, 11.10
case of engine （b）is not applicable
inoperative

No.：TJA-OP1
Rev.：130709
121.563 Refer to FOM 9.1.2.2, 9.1.2.5
Instrument
approach
procedure and
landing minima
under IFR
Passenger FOM 10.4, 11.13, Cabin Attendant
address before Manual 3.5.9
takeoff
Limitation on 10.5, Cabin Attendant Manual 3.6.18
using portable For item（c）, refer to FOM 10.5,
electronic Cabin Attendant Manual 3.6.18
devices
121.575 Refer to FOM 4.1.2.5, 10.9, Cabin
Limitation on Attendant Manual 3.6.13
drinking
alcoholic
beverages
onboard
121.576 Comply with（a）（1）
Aviation health Refer to Aviation Health Manual
support 2.1.1，FOM 4.1.2.2
Comply with（4）
Refer to FOM 4.5 item 6）
Comply with item（c）（1）
Refer to FOM 4.1.2, Cabin Attendant
Manual3.6.26
Comply with item（c）（2）（3）
Refer to FOM 9.13.1.3, Cabin
Attendant Manual 3.6.26
121.577 Refer to Aviation Health Manual 2.8.1,
Prohibition on FOM 4.1.2.6, Cabin Attendant Manual
using or 3.6.14 item 2 ） , Flight Dispatch
carrying drugs, Manual 1.2.7, 1.7.1
anesthetic and
psychotropic
substances

No.：TJA-OP1
Rev.：130709
Limitations on to Aviation Health Manual 2.9,FOM
being on duty 4.1.2.5, Cabin Attendant Manual 3.6.14
after drinking item 1 ） , Flight Dispatch Manual
alcoholic 1.7.5。
beverages
121.581 Secure Refer to FOM 6.30, Cabin Attendant
large items both Manual 3.5.10
in cabin and
cockpit
121.583 Secure For item（a）, refer to FOM 10.10,
food, beverages Cabin Attendant Manual 3.5.10, 3.5.11,
and other 3.5.14
passenger For item（b）, refer to FOM 10.10,
service facilities Cabin Attendant Manual 3.5.10
during ground
movement,
takeoff and
landing of the
aircraft
121.585 Cabin For item （ a ）（ b ）（ c ）（ d ）
ozone density （e）, refer to FOM 6.31, 6.32
Minimum to FOM 6.9.2
altitude when
using autopilot
121.589 Refer to FOM 9.16.4 item1
Observer’s seat
for on-route
inspection
121.591 Refer to FOM 10.13
Passengers not
necessary to
comply with the
passenger
requirements
121.593 Exit seat For item （ a ） , refer to Cabin
arrangement Attendant Manual 3.6.15, Ground
Service Manual 5.1.8, 5.6, FOM
11.13.4

No.：TJA-OP1
Rev.：130709
For item （ b ） , refer to Cabin
Attendant Manual 3.6.15, Ground
Service Manual 5.1.8 and Chapter 7,
FOM 11.13.4
For item （ c ） , refer to Cabin
Service Manual 5.1.8, FOM 11.13.4
For item （ e ） , refer to Cabin
Service Manual 5.1.8, FOM 10.2.8,
11.13.4
121.595 The For item（b）, refer to Ground Service
right of Manual 5.1.2 and chapter 7, FOM
transportation 10.14
refusal
121.605 Close For item（a）（b）, refer to FOM
and lock cockpit 6.15, Cabin Attendant Manual 3.5.7
door
121.607 Carry- For item（a）（b）（c）（d）（e）
on baggage （ f ） , refer to FOM 10.15, Cabin
Service Manual 8.1, 8.2
121.627 Aircraft Refer to General Operation Manual
equipment 5.3.3, FOM 9.13.1.6, 9.13.1.7, 9.13.1.8,
9.16.6, Flight Dispatch Manual 3.3.2
121.629 For item（a）（b）, refer to FOM 8.1,
Communication Flight Dispatch Manual 3.2, 3.3, 3.6,
and navigation 6.1
facilities
Alternate airport FOM 9.1.2.6, Flight Dispatch Manual
after takeoff 3.3.6
Destination 9.1.2.6,Flight Dispatch Manual 3.3.6
alternate airport
for domestic

No.：TJA-OP1
Rev.：130709
regular
passenger flight
under IFR
Destination 15.4.3, Flight Dispatch Manual 3.3.6
alternate airport
for international
regular
passenger flight
121.642 Refer to FOM 9.1.2.6.3, Flight
Destination Dispatch Manual 3.3.6
alternate of
supplementary
operation under
IFR
121.643 Weather For item（a）（b）, refer to FOM
minima at 9.1.2.6.4, Flight Dispatch Manual
alternate airport 3.3.6.3
Continuous 11.12, Flight Dispatch Manual 3.12
flight under
unsafe condition
Instrument or FOM 9.15, Flight Dispatch Manual
equipment 3.3.2, MEL/CDL, Maintenance &
failure Engineering Management Manual 4.3
Operation to General Operation Manual 10.1,
under icing FOM 9.3.4.2.1, Flight Dispatch Manual
condition 3.3.3.2, Maintenance & Engineering
Management Manual 5.32, Terminal
Operation Manual (Maintenance &
Engineering Volume) Section 9
121.651 Initial For（a）（b）（c）（d）, refer to
dispatch or FOM 9.13.4.7, 9.13.4.8, Flight
release, re- Dispatch Manual 3.7
dispatch or
release, and
changed dispatch
or release

No.：TJA-OP1
Rev.：130709
Domestic and 9.1.2.4 .6, Flight Dispatch Manual
international 3.3.7
regular
passenger flight
taking off from
alternate airport
or airports not
covered in
operation
specification
121.657 Fuel For item（a）, refer to FOM 9.1.4.1,
quantity Flight Dispatch Manual Annex 1. Item
requirement for （b） is not applicable
domestic regular
passenger flight
121.663 Factors For item（a）（b）, refer to FOM
taken into 9.1.4.2.11 ， Flight Dispatch Manual
consideration 3.4.4, and Annex 0.1
when calculating
required fuel
amount
121.665 Takeoff Refer to FOM 9.4, Flight Dispatch
and landing Manual 3.10.1
weather minima
for domestic
operation under
VFR
121.667 Takeoff For item（a）, refer to FOM 9.4.4,
and landing Flight Dispatch Manual 3.10.2
minima under For item（b）（c）（d）（e）（f）,
IFR
refer to FOM 9.1.2
121.669 Landing For item（a）（b）, refer to FOM
weather minima 9.1.2.5
for new captain
under IFR
121.671 Refer to FOM 9.1.2
Applicable of
report under
weather minima

No.：TJA-OP1
Rev.：130709
121.673 Flight For item（a）（b）（c）, refer to
altitude rules FOM 9.1.2.2
121.675 Initial Refer to FOM 9.13.6.12
approach altitude
121.677 Refer to FOM 9.13.1.4 item 2）, Flight
Dispatch Dispatch Manual 3.1.2
responsibility for
domestic and
international
regular
passenger flight
121.679 Refer to FOM 9.13.1.8, Flight Dispatch
Formulating Manual
weight and
balance load
sheet
121.691 Records For item（a）（b）（c）, refer to
of flight crew FOM 5.5, 1.5.3, Pilot Training
and flight Syllabus, Cabin Attendant Manual 3.4,
dispatchers Flight Dispatcher Training Syllabus
2.4.2, 2.4, Flight Dispatch Manual 10.1
121.697 Weight For item （ a ）（ b ）（ c ）（ d ）
and balance load （e）, refer to FOM 9.13.1.8, Flight
sheet Dispatch Manual 4.1, 4.3
121.699 For item（a）（b）, refer to General
Disposal of Operation Manual 5.1.5, FOM 9.13.8.6,
domestic and Flight Dispatch Manual 10.1
international
loading sheet,
dispatch sheet
and flight plan
121.700 Refer to General Operation Manual
Disposal of 5.1.5, FOM 9.17.3, Flight Dispatch
supplementary Manual 10.1
weight and
balance list,
flight dispatch
sheet and flight
plan

No.：TJA-OP1
Rev.：130709
121.701 Flight For (a)(b)(c)(d)(e), refer to
logbook of the Maintenance & Engineering
aircraft Management Manual 5.2, FOM
9.13.8.7, 9.16.8
121.703 Refer to FOM 8.7, Flight Dispatch
Communication Manual 10.1
report
121.705 Report For （ a ）（ b ） , refer to FOM
of emergency 11.11.2,11.11.3,11.11.4, Cabin
medical Attendant Manual 3.6.28
incident in
flight
121.708 Report For (a)(b)(c)(d), refer to Maintenance
of operational & Engineering Management Manual
difficulties 1.8, FOM 9.15.4
(structure)
121.710 Report Refer to FOM 9.13.9, Maintenance &
of human Engineering Management Manual 7.8
error during
operation
121.743 Refer to Aviation Health Manual
Emergency Chapter 4, Cabin Attendant Manual
medical 11.8, FOM 11.20.1。
equipment
121.745 Training Refer to Aviation Health Manual
of flight crew 5.3,5.4, Pilot Training Syllabus 10.2,
on handling Cabin Attendant Training Syllabus
medical
incident during
flight

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No.：TJA-OP1
Flight Operation Manual Ver.：1303-0
Rev.：130709

1.1 Organization and Responsibility of Flight 1-1-1
Department
1.1.1 General 1-1-1
1.1.2 Organization Diagram 1-1-1
1.1.3 Responsibilities of Flight Dept. 1-1-2
1.1.4 Responsibilities of the Main Leaders 1-1-3
1.1.5 Rights and Responsibilities of Flight Crew 1-1-6
1.2 Quality Management System 1-2-1
1.2.1 Quality policy and objective 1-2-1
1.2.2 The Process of the Achievement of the Quality 1-2-1
Management
1.2.3 Quality System Diagram 1-2-2
1.2.4 Responsibility of the Quality Management 1-2-2
Organization
1.2.5 Documents of Quality System 1-2-5
1.2.6 Internal Quality Audit Control Procedure for Flight 1-2-12
Dept
1.3 Resource Supporting 1-3-1
1.4 Training Management System 1-4-1
1.4.1 General Principle 1-4-1
1.4.2 Additional Training Time 1-4-1
1.4.3 The Record of Training 1-4-1
1.4.4 The Classification of Training 1-4-2
1.4.5 The related content of training 1-4-2
1.4.6 Training Plan 1-4-2
1.4.7 The Execution of Training 1-4-2
1.4.8 Ground Training 1-4-3
1.4.9 The Approval of the Flight Simulate and Other 1-4-3
Training Equipment
1.4.10 The Courses of the Flight Simulator and other 1-4-3
Training Equipment
1.4.11 The Special Regulations in the Execution of the 1-4-3
Training
1.4.12 The Organization Form and Related Requirement of 1-4-4
the Training
1.5 Flight Technical Management System 1-5-1
1.5.1 System structure 1-5-1
1.5.2 System Operation Procedure 1-5-1
Chap.1 Organization and Management page: 1-0-1

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Intentionally Blank

No.：TJA-OP1
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1 Organization and Management

1.1 Organization and responsibility of Flight Department
1.1.1 General
TJA appoints VP Operation to be in charge of flight operation in
accordance with the Operations Specification approved by the authority.
Flight Department, as the main operational department, is responsible for
conducting professional management to flight crew members according
to CCAR-121 requirements, relevant national and CAAC regulations, and
flight operation manual of TJA. Flight Department is also in charge of
pilot technical standard and training management through specialized
administrative organization and company security system so as to ensure
a group of pilots with high technical skills and excellent working style.
Meanwhile, Flight Department also realizes the unified allocation of
flight crew resource to guarantee flight safety and security, and
fulfillment of flight missions. Flight operation is ensured in terms of
company regulations, relevant laws, regulations and standards prescribed
by CAAC.

No.：TJA-OP1
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1.1.2 Organization Diagram
Chief pilot GM of Flight Dept
AC type CP Deputy GM Deputy GM
Flight Crew Resources Flight Std. Foreign and
Comprehensive Service
Student Pilot Ctr.
Quality & Trn Ctr Taiwanese
Ctr Pilot Service
Ctr
Fleets
Ctr.
Office
Crew Flight
Foreign and
Flt. Ops. Resources Training Taiwanese
Supervision Mag. Office Office Pilot Service
Office Office
Flight Std
Office Foreign and
Flt. Quality Crew Taiwanese
Office Adjustment Pilot
Theory Recruitment
Office
Teachin Office.
g Office
Figure 1-1 Organization Diagram
1.1.3Responsibilities of Flight Dept.

1) Responsible for the organization of company flight resources to
guarantee the operation;
2) Responsible for flight resources planning and analyzing to direct
company marketing and training program.
3) Responsible for the fleet management and advance the development of
fleet professionalization.
4) Responsible for fleet safety management.
5) Responsible for logistics support of foreign pilots.
6) Responsible for the management and execution of various flight
training.

No.：TJA-OP1
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7) Responsible for flight technique management.
8) Responsible for the establishment of flight standard and archives
management.
9) Responsible for flight resources recruitment.
10) Responsible for other jobs assigned by higher levels.
1.1.4 Responsibilities of the Main Leaders
1.1.4.1 Responsibility for General Manager of Flight Department
1) Authorized by the Company fulfills flight and operation management
responsibilities, reports the work to Operation Vice-President;
2) Be responsible for comprehensive management of the Flight Dept.;
3) Conducts the department administration system construction, implements
coordination with other Airlines within the Sector, human resources development and
the management of the department, the foreign human affairs coordination. Acquires
the pilot exterior resources, coordinates resources appropriation in interior Group;
4) Be responsible to examine and approve "Flight Operation Manual" and other
flight and operation procedure related to the department service, guarantees it is
updated and contains all essential contents to satisfy the requirements of the related
rules and regulations and the Company standard and so on.
5) Be responsible for managing and supervising all flight operation activities;
6) Be responsible for safety and security during flight operation;
7) Ensures that flight operation is conducted in terms of provisions and limitations in
AOC and observes relevant rules and standards prescribed by operator and CAAC.
8) Be responsible for contacting with CAAC, equipment manufacturer and other
external units relevant to operation to ensure the consistent conformity of regulations,
organizational standards and other applicable rules and regulations.
1.1.4.2 Responsibility for Chief Pilot
1) Be responsible to instruct and the supervise the technique and the standards
management related to Airplane Type Chief Pilots;
2) Be in charge of the Flight Quality Center and the Flight Standard & Training
Center work, is responsible to establish and maintain safety and quality assurance
system of internal department, organizes quality examining and verifying,
management evaluation and so on; through adopting the prevention and the
improvement measures guarantee flight and operation safety to improves the
management quality; Be responsible to establish the flight technique management
system, examines and verifies, and approves the relevant technique standards,
operation data and the procedure category documents, such as Chief Pilot Notice,
the newly opened route, the performance data and so on;
3) Be responsible for training and the technical management of the company pilots,
ensures applying sufficient training to the pilot, to achieve and maintain the
technical standards as required by safety operation;
4) Organizes to formulate pilot training Syllabus, the training program, the technique
check plan, organize implementing the training and the technique check, manages
the company flight technique inspectors;
5) Be in charge of preservation and supervision of all kinds of pilot technical

No.：TJA-OP1
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records.
6) Be responsible to establish the working procedure of the Company Flight
Technique Review Committee and organizes to complete the routine work.
1.1.4.3 Flight Dept. Deputy General Manager Responsibilities 1) Assists the
General Manager to develop the safe production and operation management, to
organize completing the annual production task, draw up annual work planning, to
accomplish the annual work summary;
2) Be in charge of the Comprehensive Service Office and the Foreign and Taiwanese
Pilots Service Center, responsible for the construction of administration personnel
management system, the human resources development and management of the
department, as well as acquiring pilot resources.
3) Assists the Chief Pilot to implement the pilot theory education for all-around
development;
4) Fulfills the responsibilities of the General Manager when he is absent;
5) Completes the other tasks assigned by the General Manager.
1.1.4.4 Fleet Manager Concurrent Airplane Type Chief Pilot
1) Be responsible for this aircraft training and the technical standard management,
reports to the Chief Pilot;
2) Be responsible for training and the technical management of this aircraft type pilots,
ensures applying sufficient training to the pilot, to achieve and maintain the
technical standards as required by safety operation;
3) Organizes to formulate pilot training Syllabus, the training program, the technique
check plan, organize implementing the training and the technique check, manages
the company flight technique inspectors;
4) Be responsible to organize translation, compilation and examination of materials
this aircraft type such as "Airplane Flight Manual", "Flight crew Use Manual",
"Pilot Training Syllabus", "Fast Check list" and so on, and guarantees its integrity
and effectiveness, and the implementation;
5) Be in charge of preservation and supervision of pilot technical records of this
aircraft type.
6) Be responsible to coordinate related airplane flight issues concerned with aircraft
manufacturer of this aircraft type; Collects, analyses, processes and issues all kinds
of relevant technique information which comes from the manufacturer and the
Authorities;
7) Be responsible for the Flight Technique Group Meeting working procedure and
organizing executing the routine work;
8) Be responsible for all kinds of work of this aircraft Fleet, is responsible to draw up
working system, the working procedure and the work plan this aircraft Fleet;
9) Be responsible to organize implementing aircrew production operation;
10) Be responsible for pilot administration of this aircraft Fleet;
11) Be responsible for pilot education for all-around development and the
professionalism construction this aircraft Fleet;
12) Completes the other tasks assigned by the leaders.
1.1.4.5 Flight Quality Center Manager Responsibilities
No.：TJA-OP1
Rev.：130709
1) Be responsible for all work of Flight Quality Center, is responsible to draw up
working system, the working procedure and the work plan of this central;
2) Specifically takes charge of routine business of Flight Quality Center;
3) Instructs the formulation Flight Dept. safe operation plan, supervises overall flight
and operation quality of the Flight Dept.;
4) Instructs QAR follow-up analysis and utilization;
1.1.4.6 Crew Resources Center Manager Responsibilities
1) Be responsible to organize implementing aircrew's production operation;
2) Be responsible for other productive work the support and adjustment;
3) Be responsible for completing annual flight crew resources capability analysis;
4) As function of the flight production schedule arranges and the adjusts flight crew
resources;
5) Be responsible to supervise the arrangement and issuing of the flight schedule;
6) Be responsible for the temporary adjustment of flight schedule.
1.1.4.7 Flight Standard & Training Center Manager
1) Be responsible for overall work of the Flight Standard & Training Center,
responsible to draw up working system, the working procedure and the work plan
of this center;
2) Specifically takes charge of routine business of pilot training;
3) Carries out the annual training plan;
4) Supervises the management and implementation of the training;
5) Controls the training records, the technical archives;
6) Formulates and the maintains the related Flight Dept. manual;
7) Supervises all accredited representative of flight check;
8) Organizes to implement examining the flight instructors, the accredited
representatives of flight check;
9) Organizes pilot's technique check and the inspection;
1.1.4.8 Foreign and Taiwanese Pilots Service Center Manager
1) Be responsible for the construction of team, administration and business and
comprehensive administration of the Foreign and Taiwanese Pilots Service Center;
2) Be responsible for organizing business communication, cooperation and procedure
construction with Flight Standard and Training Center, Comprehensive Service Office
and other related centers;
3) Be responsible for supervising and guiding the talent training promotion of the
Foreign and Taiwanese Pilots Service Center;
4)Be responsible for the innovation of system, working principle and method of the
Foreign and Taiwanese Pilots Service Center;
5) Be responsible for reporting working progress to superior, accept supervision,
monitor and guide the work of the Foreign and Taiwanese Pilots Service Center;

No.：TJA-OP1
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1.1.4.9 When the responsible person is absent, an appropriate person must be
confirmed to perform the duties.
1.1.5Rights and Responsibilities of Flight Crew
1.1.5.1 Captain’s responsibility（CCAR-121.531(d)/ (f)）
For each flight crew, a pilot who has the captain qualification shall be appointed as
captain-in-command by company. Captain is responsible for pilot flight quality of
each flight. During flight operation, captain should require crew members to comply
with standard operation procedures, ensure checklist is carried out for each action.
Captain’s decision shall abide by all regulations specified in TJA operation manual
and all rules specified for flight safety.
1) Captain of civil aviation transport aircraft (hereinafter referred to as
captain) is the pilot who has obtained Airline Transport Pilot License
(ATPL) according to the regulations of CAAC, and is appointed as
captain by air carrier. Captain should possess good professional
ethics, high spiritual responsibility, strong sense of safety, firm
perception about regulation, proficient operating skills, elaborate
work style, strict organizational discipline and a healthy body.
2) The captain, as the person in charge of the aircraft on duty, is
responsible for the activities of the aircraft.
3) The captain is responsible for managing the flight crew on duty. Any
order given by the captain within his/her range of authority should
be carried out by all people on board.
4) The captain should set an example and urge crew members to abide
by and implement the laws, regulations, rules, standards, and
approved or acceded international conventions.
5) Before flight, captain should carry out necessary inspection to the
aircraft. Takeoff is not allowed without inspection. During flight,
captain has the final decision to dispose the aircraft under special
circumstances so as to ensure the safety of people and property on
board. In each flight phase and emergency situation, captain should
strictly follow checklists and the procedures in operational manuals.
6) If the captain finds any crew member not suitable for conducting
flight task, he has the right to make adjustment so as to ensure flight
safety. If the captain finds the aircraft, or airport meteorological
condition not qualified to ensure flight safety, he has the right to
reject takeoff.
7) During flight, the captain may request other crewmembers to assist
in controlling the suspect or authorizing any passenger as
appropriate to do so to prevent any behavior of damaging the aircraft,
disturbing the internal order of aircraft, imperiling the passengers
and flight crew’s personal and property safety with the prerequisite
of assuring the flight safety.
8) After flight, the captain is responsible for report all known or
suspected aircraft failures to the operator.
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9) The captain is responsible for flight log including the flight crew’s
name list and the duty assignment, departure and arrival airport,
departure and arrival time, flight hour, flight nature, signature of
person in charge, etc.
10) If the aircraft is in distress, the captain has the right to take any
measures as necessary and command other crewmember and
occupants to take emergency actions. If an evacuation is necessary,
passengers should be evacuated first. All crewmembers should not
leave the aircraft without the captain’s approval or with any
passenger remaining on the aircraft. Captain should be the last
person to leave the aircraft.
11) If an accident or a serious unsafe incident occurs, the captain should
report to relevant departments strictly according to the facts in the
most effective way available at that time.
12) When cabin doors are closed, captain is responsible for the safety of
all crew members, passengers and/or onboard goods.
13) During flight operation, the aircraft and flight safety shall be ensured
from the moment when aircraft is ready to take off and starts to
move to the moment when flight is completed, engine shuts down
and aircraft finally stops moving.
1.1.5.2 Captain’s rights（CCAR-121.531(e)）
1) Captain has the final right for operation and takes the responsibility.
2) Captain has the right to refuse the flight when he believe that one of
the aircraft, weather, route, airport etc is not accord with the dispatch
requirement or lack of confidence to ensure the flight safety before
departure.
3) During flight, captain has the right to order flight crew to perform
his instructions and he shall be responsible for the leading result.
4) Captain has the right to deviate from any rules and has the final
decision in flight when emergency situation is required to be handled
immediately in order to ensure the safety of the aircraft and
passengers on board. A report shall be made after flight about the
deviation in written.
5) Captain has right to take appropriate actions when behaviour that
destroying aircraft deliberately, disturbing flight order, suspicious
personnel on board or property safety and other hard behaviour for
flight safety was discovered.
6) Captain has the right to adjust flight crew member when he believe
that the crew member is not proper to perform the flight duty.
7) Flight crew member shall not leave cockpit without permission of
the captain at anytime.
8) Captain has the right to ask for the repair for the equipment onboard
and failed equipment that affects cabin service.
9) Captain is further entitled to be responsible for the followings:
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(1)Commanding of TJA aircraft and flight crew member during
operation；
(2)Commanding flight crew member except beyond the main operation
base and flight crew member is out of duty during operation.
(3)Responsible for the management for flight crew member during
prepare outside main operation base；
(4)Approval or refusal of aircraft starting up, aborting or loft operation;
(5)Any regulation in this manual will not limit and reduce the captain’s
rights mentioned above.
1.1.5.3 Responsibility of experienced first officer（CCAR-121.451(a)）
Experienced first officer shall assist captain to perform the duty as the
second responsible personnel and shall be responsible for his duties.
Unless specified additionally, experienced first officer shall assist captain
to complete flight mission during flight. In flight, experienced first officer
shall sit on the left side in order to take over control in cruising or in case
of captain’s incapability.
1.1.5.4 Rights of experienced first officer
1) Experienced first officer has the right to remind captain of the
procedure mistake and operation mistakes in flight.
2) In flight, in case of captain’s incapacity, take over control
immediately, performing captain’s responsibilities and report ATC.
1.1.5.5 First officer’s responsibility
In addition to complete the assigned duty in first officer’s area, monitor
and remind captain’s duty and take over control and perform captain’s
responsibilities in special situations, he shall:
1) Assist captain or experienced first officer to complete assigned flight
duty；
2) Ensuring all required documents are onboard and report to captain；
3) Reporting captain when receiving weight and balance data and
providing weight and balance data when confirm weight and balance
sheet as necessary；
4) Checking fuel quantity, oil and other fuel is according with
requirements；
5) Checking fuel consumption and remaining fuel；

6) Checking and confirming the document necessary to be onboard are
complete；
7) Checking onboard instruments and equipments according to flight
operation manual provided onboard；
8) Signing all necessary papers；
9) Performing other duties assigned by captain.
1.1.5.6 On board working personnel
Following captain’s instructions abides by all regulations and carries out
duties without affecting passengers.
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1.2 Quality Management System
1.2.1 Quality policy and objective
1.2.1.1 Quality policy
TJA production and service shall be the first selection by the passengers
through the quality management and continuous improvement, and
promote TJA continuous, healthy and fast development.
1.2.1.2 Quality objective
1) Complete TJA planned mission and provide sufficient flight hours
for flight crew；
2) Providing sufficient pilots and necessary personnel for the new
aircrafts；
3) Eliminate flight accidents, ground accidents, hijacking, bombing
aircraft;
4) Eliminate incidents caused by human errors and ground incidents;
5) Serious errors per 10,000 hours for flight department should refer to
the annual company index;
6) Satisfying of the passenger≥87%.
7) Delay caused by flight department≤0.15%/month；
8) Valid complaining for hiring pilots≤5cases.
Note： The quality quota above(but not only the quota above) is based
on the TJA planned quota, Flight Department makes the quota
again, and to all supporting units.
1.2.2 The process of the achievement of the quality management
1) The process of the achievement of the flight operation includes(each
Fleet): fleet regular meeting, the pre flight preparation of the flight
crew, flight crew signing in, pre flight preparation meeting, flight
crew coordination, flight crew going to the aircraft and boarding,
aircraft checking, taxi, takeoff, cruising, landing, post flight briefing.
2) The process of the flight crew resource management includes (flight
crew resource management office): flight crew resource analysis,
flight schedule making, flight schedule adjustments in the process of
the operation, flight status monitoring.
3) The process of the flight training (flight training and standard center):
revising and managing flight operation manual, setting up and
improving flight technical management documents, establishing and
managing training program, ground school program, simulator plan,
examination question bank for various tests, translating the foreign
documents, making case analysis. Formulating technical standard
levels and checking technical type rating standard, conducting pilots’
licenses, managing pilots’ technical files. Setting up and organizing
all flight training plan, maintaining and improving《pilot training

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program》, constructing pilot ground school examination questions
bank.《pilot training program》is the training guidance plan, is the
base for the pilots to complete various training, is the teaching
program according to the pilot different posts, type levels to perform
various trainings and is formulated based on CAAC regulations
CCAR-121FS《Training program》and《the requirement of
qualified flight crew》. It includes：New comers’ training, initial
training, conversion training, type-rating training, flight instructor
training, recurrent training and proficient check, dangerous goods
training, special operation training, qualification recovery training.
1.2.3 Quality System Diagram
GM of Flight Department
Manager of Department Quality

（By Manager of Flight Quality Center）
Flight STD & Training
Flight Quality Center
Foreign and Taiwanese
Student Pilot Center

Pilot Service Center r
Comprehensive
Crew Resources
service Office
Each Fleets
Center
Center
Figure 1-2 Quality System Diagram
1.2.4 Responsibility of the quality management organization

1) Flight Department General Manager
(1) Responsible for the establishment and management of the quality
supporting system the related departments, setting up quality management
procedure, organizing the audition activities of quality checking,
management inspection, looking for the quality drawbacks in the
department duty affairs；
(2) Responsible for the actions for the precautions and improvements,
removing the factors caused by drawbacks, improving departments
operation quality；

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(3) Responsible for the audition and approval for the department quality
supporting procedures and monitoring the implementations.
2) Departments quality representatives ( post by flight training and standard
manager temporarily)
Responsible for quality inspection and audition plan setting up for the
departments, monitoring the operations and the related training program
that are managed by the related departments；
(1) Responsible for the organization and implementation of the departments
quality activities, and assessing its effectiveness
(2) Responsible for the department quality procedure and the related quality
records；
(3) Responsible for reporting the significant drawbacks that affect TJA safety
operation and quality to department general managers and TJA Safety
Supervision Dept..
(4) Responsible for reporting the impletion for the unqualified items and
precaution and correction measures to the Safety Supervision Dept..
(5) Organizing and implementing the quality audition and quality assessment
of Flight Department, cooperating TJA quality audition.
(6) Responsible for drawing up inspection program, organizing and
implementing flight operation and training quality check, improving flight
operation and training quality inspection and monitoring, setting up
scientific and effective flight operation and training quality managing
system.
3) Flight Quality Center
(1) Instructs laying down Flight Dept. safe operation plans, supervise Flight
Dept. overall flight and operation quality, is responsible to formulate the
department quality check, examine and verify plan, monitors operation
activity and the related training in the department control scope;
(2) Be responsible to organize implementing all quality activities of the
department, and carries out evaluating its validity;
(3) Carries out the safety instruction of the Safety Supervision Dept., accepts
the supervision and inspection of the Safety Supervision Dept.; Is
responsible for quality procedures of the Control section and the related
quality record;
(4) Reports to department general manager and the Safety Supervision Dept.
about the found significant flaws which influencing the operation security
and quality of the company;
(5) Instructs QAR follow-up analysis and utilization;
4) Crew Resources Center
(1) Be responsible for other productive work the support and adjustment;
(2) Be responsible for completing annual flight crew resources capability
analysis;
(3) As function of the flight production schedule arranges and the adjusts flight
crew resources;
(4) Be responsible to supervise the arrangement and issuing of the flight
schedule;

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(5) Be responsible for the temporary adjustment of flight schedule.
5) Flight Standard & Training Center
(1) Specifically takes charge of routine business of pilot training;
(2) Carries out the annual training plan;
(3) Supervises the management and implementation of the training;
(4) Controls the training records, the technical archives;
(5) Formulates and the maintains the related Flight Dept. manual;
(6) Supervises all accredited representative of flight check; organizes to
implement examining the flight instructors, the accredited representatives of flight
check;
(7) Organizes pilot's technique check and the inspection;
6) Foreign and Taiwanese Pilot Service Center
(1) According to the development strategic planning of both group and
company, research foreign pilot recruit pattern and make recruit planning,
construct and complete foreign pilot recruit management system;
(2) To make annual foreign pilot recruit program, prepare capital budget of
annual recruit, and the expenses of managing daily foreign pilot recruitment in
accordance with foreign pilot recruit planning approved by company leader;
(3) To develop foreign pilot recruit at each scheduled place, basis subjects
include; propaganda, interview, physical examination, coordination with local
related units, assist policies careful, report organization, ATPL, ICAO,
simulator check and so on (foreign pilot recruit);
(4) To write brief of foreign pilot recruit condition, regularly organize and hold
foreign pilot recruit planning, summary and topic conference;
(5) To establish good cooperative relationship with recruit organization, agency,
CAAC, medical team and other organizations, and construct good external
recruit environment;
(6) To carry out negotiation, approval, supervision, revision of recruit contract
and foreign pilot contract;
(7)To collect various suggestions and issues of foreign pilots, establish
understanding information feedback channel, service interview system and
foreign pilot service letter box, timely control work, life and thought of
foreign pilot, effectively dissolve problems and supervise each unit to finish
and feedback efficiently.
(8) To publicize management policies of the company, listen to related
suggestions of foreign pilots, and answer various policy advisory met by
foreign pilot.
7) Fleets
(1) Be responsible to organize implementing production operation of the flight
crew;
(2) Be responsible for administration of the flight crew;
(3) Be responsible for pilot education for all-around development and the
professionalism construction;

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1.2.5 Documents of Quality System
1.2.5.1 System Diagram of Flight Standard
General Operation Manual
Flight Operation Manual
Pilot Training Syllabus

Entroute Analysis Manual
Flight Procedure Manual
Airport Analysis Manual
FCOM
QRH
MEL
AFM
1.2.5.2 General Description of flight standard system

1) Flight Operation Manual is the most basic operation manual
provided for pilots using, this manual established and maintained by
flight department embodies flight operation policies, standards and
procedures of TJA. Flight department should also establish and
provide a series of guidance materials, for example Airplane Flight
Manual, Flight Crew Operation Manual, Quick Reference Handbook
and Pilot Training Syllabus of every type airplane etc. These
manuals as supporting ones for Flight Operation Manual together
with Flight Operation Manual constitute Operation Manual System
used by pilots.
2) The procedure and QRH for TJA is made and provided by
manufactory, including various AOM, AFM, QRH and related OB,
and the flow of modifying and QRH and procedure is established
that is strictly being crosschecked and audited to avoid manual
mistakes; the flight documents should be presented on the following
flow: procedure and QRH drawn up and provided by manufactory
→Flight Standard & Training Center→ A/C Type Chief Pilot→
Chief Pilot.

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3) Procedure Documents
(1) Pilot Training Syllabus
It is the implementation scenario of guidance training, the
foundation of completing training, and the teaching compendium
carried out according to the different posts and rates of the pilots. Flight
Standard & Training Center will cooperate with chief pilot to compile, maintain
and control this manual.
(2) Management manuals of flight department
These manuals prescribe every management regulation and procedure of flight
personnel work, which are the important foundations of carrying out pilot
administrative management in flight department, and also the supporting
documents of interior quality supervision and quality auditing. The
Comprehensive Service Office and the Quality Center are responsible for
compiling maintaining and controls these manuals.
(3) Flight Standard & Training Center Management Manual
This manual regulates the organizing, implementing and managing of the
technical and training supporting procedures for example flight standard
establishment, flight personnel training, flight technical management etc. Flight
Standard & Training Center is responsible for compiling, maintaining and
controlling this manual.
(4) Operation manual of each type airplane
This manual is audited by chief pilot and Flight Standard & Training Center is
responsible for maintenance and control.
(5) Temporary Documents
a) Notices, procedures, letters, conference summaries, circulars and
evaluation reports issued temporarily by related units of flight
department. The issue units are responsible for controlling them and
the receiving units are responsible for preserving them.
b) A routine publication, this kind of document is controlled by using
units.
c) External documents (regulations and other companies’ letters); this
kind of document is controlled by accepting units.
4) Documents Control
(1) Accepted or approved by relative personnel or authority before issuing the
documents to ensure the documents are sufficient and appropriate, and in
accordance with actual operation.
(2) The documents are audited during carrying out process, if necessary
revised and approved again, in order to ensure the validity and
maneuverability of them.
(3) Constitute the mark method of the documents and identify the current
version in order to ensure that the documents used by every supporting
unit are the exclusive valid version to prevent the misuse of the documents

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(4) Define the issuing method of the documents, and ensure the relative
version of the appropriate documents may be acquired at the using place
to ensure that the personnel and departments who need to carry out the
documents can get the valid version.
(5) Sign and number the relative documents of the quality management
system, and establish management procedures in order to ensure the
documents are clear and easy to be identified and indexed.
(6) Mark and number extra documents such as relative laws, regulations and
the standards in order that the extra documents are marked and control its
distribution.
(7) Control the cancelled documents, in order to prevent the unexpected use
of these documents. If the cancelled documents need to be retained due to
any reason, seal “cancelled” on these documents, keep them in the
archives and carry out management control strictly.
(8) Document number, edition number, and times of edition shall be identified
on manual cover and approval page.
(9) Manual content should cover legible and accurate information.
(10) The manual should be compiled in language which can be understood by
flight operational personnel.
(11) The manual should be compiled in format that meets requirement of flight
operational personnel.
(12) The design of manual, check list and relevant procedure must abide by
human factor rules, normally including:
a) Provide relevant information in unified and clear format for easy reading
and understanding.
b) Use valid and unified label, sign, color, term, abbreviation, format and data
to improve the readability of documents.
c) For users with specific assignment, ensure the availability and applicability
of information when necessary; and the information should be provided in
direct and usable form.
d) The operational procedures shall be designed following the principle of
simple, coherence, and convenience.
e) Make the operator understand current operation condition and conduct risk
assessment.
f) Reduce the operator’s requirement on special or unique skill, ability, tool
or characteristic.
g) Provide valid performance assessment for the operator.
(13) Revise the procedures and checklist provided by manufacturer according
to the practical operation condition.
5) Record Control
(1) Production of record
a) Record is timely produced by management personnel of each
department in terms of professional working requirement on
specified media (disk, CD, tape, table, worksheet, work card,
etc.)

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b) All kinds of written record (e.g. voyage report, pilot logbook,
flight logbook etc.) should be done with the tool that is hard to
discolor. The writing should be clear, and the original writing at
corrected place should be recognizable.
(2) Management of record
a) Each related ground supporting unit is responsible for binding
and filing records, and formulating procedures for the
convenience of record indexing.
b) Record administrative personnel of each unit are responsible for
record management, including labeling, storage, modification
and nullification.
(3) Label of record
Record should be coded and labeled by each unit as per a
certain rule.
(4) Storage of record
a) Record should be collected and filed regularly according to the
requirement on the frequency of collecting record list of each
unit. Record should be stored in an appropriate environment
where is moisterproof and fireproof. For all quality records,
storage life should be clearly prescribed to ensure that the
quality records meet requirement on flight operation and
training quality as well as provide proof for quality management
system.
b) When managing and controlling record by using electric system,
each administrative unit should formulate backup plan (backup
content, period, storage medium) to prevent data loss due to
electric system fault. Specified personnel should be assigned to
be responsible for record backup.
c) Storage life
Flight crew record
Document Person in charge of storage Storage life
Flight time, on-duty time CRM Division 15 months
and rest time
Licenses and certificates Copies are kept in Flight Valid period of the
Standard & Training Center license or certificate
Medical certificates Copies are kept in aviation 1 year
medical centre
Flight logbook Flight Standard & Training Long term
Center of Flight Dept.
Record for accident, Flight Standard & Training Long term
incident, reward and Center of Flight Dept.
punishment
Flight experience logbook Pilot Long term
Training, examination Flight Standard & Training Long term
record and certificate Center of Flight Dept.

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Recent experience CRM Division 15 months
Training and certificate for Flight Standard & Training Long term
specific operation Center of Flight Dept.
Measures for Flight Standard & Training 6 months
disqualification of health Center of Flight Dept.
and professional work
Training on dangerous Flight Training Center 3 years
goods transport
(5) Modification of record
Record cannot be randomly modified. If necessary, audit for modification is required
and person in charge of modification should be marked.
(6) Nullification of record
Storage life for record and nullification disposal should be clearly prescribed in
management manual of each unit.
(7) Confidentiality of record
In terms of confidential degree, record is classified into three categories: A. classified
B. confidential C. common.
(8) Lending of record
a)Applicant should file an application for borrowing the record. For record in
category A, approval from company leader is required. For record in
category B, approval from GM of department is required. For record in
category C, agreement from person concerned is required.
b) Person who borrows the record should return it within the appointed time.
(9) Quality record is a special document. Relevant units of Flight Department and
supporting units should formulate regulations on controlling quality record label,
storage, indexing, protection, storage life and disposal so as to provide valid
proofs for meeting requirements and ensuring effective operation of quality
management system. Control it according to the following ways:
a) The Flight Training Division is responsible for establishing technical files for the
certificates of pilot’s experience, technical position, promotion, training,
recurrent training, and formulating regulations on labeling, storage, indexing,
protection, storage life and disposal.
b)The Crew Resource Management Division is responsible for keeping the flight
time, duty time and rest time of pilots every month, and formulating regulations
on labeling, storage, indexing, protection, storage life and disposal.
c)Each unit stipulates relative record document bill of pilot’s personal file, social
relationship, individual attendance check record and working performance record
etc. by itself, according to the operational need, and the records need to be
audited by Human Resource and Administration Department, and controlled by
each branch according to requirement.
d)Flight Standard & Training Center is responsible for establishing the technical
check records of pilots, and formulating regulations on labeling, storage,
indexing, protection, storage life and disposal.

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6)Airborne manuals, certificates, documents, tables and lists.
Certificates
S/ Name Distributed by S/ Name Distributed by
N N
1 AIRWORTHINESS Maintenance & 2 Nationality registration Maintenance &
CERTIFICATE Engineering Dept. certificate Engineering
Dept.
3 Radio License Maintenance & 4 Noise Certificate Maintenance &
Engineering Dept. (international operation Engineering
as required) Dept.
5 Highlights of Ops Operational 6 A copy of Air Carrier Operational
Specs (International Control Dept. Certificate(International Control Dept.
flights) flights)
Manuals
Operation Manual Category Technical Manual Category
N N
1 Operation Operation 2 Aircraft flight Manual Operation
Specification Control Dept. Control Dept.
3 Flight Operation Operation 4 Aircrew Operation Operation
Manual Control Dept. Manual Airplane Control Dept.
Operations Manual
5 Cabin Attendant Operation 6 Quick Reference Operation
Manual Control Dept. Checklist Control Dept.
7 Security Program Operation 8 Airport Analysis Operation
Control Dept. Manual Control Dept.
9 MEL Operation 10 The route Operation
Control Dept. depressurization Control Dept.
emergency descent
contingent plan shows
the chart (if applicable)

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Documents
S/ N Name Administrati S/ Name Administrati
ve unit N ve unit
1 Simplified Checklist Operation 2 Documents on Operation
Control Dept. board Checklist Control Dept.
/Altitude
Conversion Table
3 Takeoff, Landing Operation 4 DD Logbook Maintenance
Data Card Control Dept. (Fault List, Flaw &
List) Engineering
Dept.
5 Cargo Manifest and Freight Dept. 6 Flight Logbook Maintenance
Detailed Declaration &
Form Engineering
Dept.
7 Cabin Logbook Maintenance 8 Supplemental Operation
& material Control Dept.
Engineering
Dept.
7) Manual list for foreign pilots

Name Type
Flight Operation Manual FOM Electronic

Electronic
Airplane Flight Manual AFM
Hard copy
Quick Reference Handbook QRH
Airplane Operation Manual AOM/Flight

Electronic
Crew Operation Manual FCOM
Standard Operation Procedure SOP Electronic

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1.2.6 Internal Quality Audit procedure for Flight Department
1.2.6.1 Objective
Quality inspection should be conducted periodically or unperiodically for
all functional units in Flight Department, looking for the drawbacks in the
duty jobs, finding the possible potential hazard for flight safety and
should be corrected timely, to ensure flight safety. And report the quality
examining and verifying procedures and results to the Safety Supervision
Dept.
1.2.6.2 Scope
This procedure is suitable to the interior quality inspection procedure by
flight department quality representative and the appointed personnel.
1.2.6.3 Management Post
Flight department quality representative is responsible for this procedure.
1.2.6.4 Quoted documents
None
1.2.6.5 Definition
None
1.2.6.6 Duty procedure
1) Periodical inspection
(1) Setting up the periodical inspection plan ： Department quality
representative should formulate the quality inspection plan in every
January for the whole year, the special inspection plan for the related
functional units shall be included when plan is formulated and
should be examined and approved by department manager.
(2) Checklist for formulation and inspection：The checklist should be
drawn up based on inspection schedule according to the rules,
regulation, standards and the duty manual of the functional units that
will be inspected, the contents to be checked and the way of
checking must be clear and definite.
(3) Notifying of the units being checked：The unit that is going to be
checked should be notified one week before check, to ensure the
related personnel being on duty, and inspection may be performed
normally.
(4) Implementation of the inspection：Carrying out the inspection for
the checked units according to the contents of the checklist.
(5) Compiling the summary of the result of the inspection：When
inspection is finished, the problems found in the inspection should
be summarized and putting forward the related recommended
measures.
(6) Communicating with the related responsible personnel about the
inspection result: When the specific inspection is finished, the
communication with the related responsible personnel about the
inspection result and recommended measures should be conducted.
(7) Compiling inspection report: Summarizing the inspection result and
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completing the inspection report, putting forward the recommended
measures and sending the unqualified items.
(8) Tracing the implementation of the recommended measures: The
recommended measures mentioned in the report should be traced to
ensure the actions taken by the related units and problems have been
solved proficiently.
(9) Closure of the inspected report: The measures have been fixed and
problems have been solved, inspected report has been kept on file.
(10) Follow up handling: The flow process may not be closed until the
problems during the inspection have been solved and inspected
report has been kept on file.
2) Non-periodical Inspection (Specific inspection)
(1) At least one of the following conditions should be satisfied and
authorized by department manager:
a) The significant organization changes of the department；
b) Over 50% departments have the quality system documents
revision；
c) There are lots of mistakes of duties within one month or the
continuous complain seriously for the certain connections from
passengers, and causing side effects；
d) Managers’ requirements
(2) Non-periodical inspection procedure
a) When the conditions mentioned above occur, department
manager may request department quality representative to
perform the specific inspection; it may be inspected specially
after being put forward by department quality representative
and may be performed with approval of department manager；
b) The department quality representative may draw up the specific
inspection checklist for the specific items according to rules,
regulations, standard and the duty manual of the departments to
be checked；
Refer to1.3.6 1）（3）-（10）for follow up procedure.

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Diagram of internal quality audit procedure
Authorized by Manager
Drawing auditing plan
Close of audition report

Drawing up auditing list
Following up the
Performing inspection implementation
Drawing up audition report

Notifying the
department to be audited
Communicate with the related

Drawing up audition manager about the result
summary
Figure 1-4 Diagram of internal quality audit procedure

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1.3 Resource Supporting
1）Flight Department should provide the necessary resources (including
human being resource, material resource) for the implementation
and maintaining the effective safety operation, quality management
system.
(1) Establish branches or flight operational base in Tianjin, Xi’an,
Nanning, etc. Provide equipments and facilities such as briefing
room, computers, network, and so on.
(2) Provide aviation doctors, dispatchers, vehicle supporting
personnel in each operational base.
2）The related procedures should be established by Flight Department
to ensure all personnel at the every post may have the ability to take
responsibility of the related duties, these abilities are indicated by
education, experience, qualification certification and skills.
3）Flight Quality Center, Flight Standard & Training Center, Fleets,
Crew Resource Centre, Foreign and Taiwanese Pilot Service Center,
preserve the records accordingly for education, training,
qualification certification for the related personnel and the records
for the personnel whose jobs have affected flight safety(and/or
quality).
4）Flight Department should set up the related policy to ensure the duty
associated with safety should be taken by the personnel who are
capable for it.

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1.4 Training Management System
1.4.1 General principle（CCAR-121.405）
1）TJA pilot training syllabus is the basis for training.
2）Every type of training syllabus is formulated according to the
promulgated type of airplane flight training syllabus minimum
standard and combined with specific situation of TJA.
3）The establishment or modification of every type of airplane syllabus
can be executed after the approval of the bureau.
4）Any air duty personnel who get the authorization of any type of
airplane post or the operation of any equipment must get
corresponding airplane training, pass the inspection and get the record
confirmation.
5）The flight crew who carry out the recurrent training, flight check or
qualification check, the check has been carried out or training has
been completed before or after the calendar month required to carry
out the training or check, it is confirmed that he has been completed
the required check or training in that calendar month.
6）The training subject which is suitable for more than one airplane
type or flight crew members，they do not need to trained again in
the subject in the later training if it was completed in certain type of
airplane or certain flight crew member except in recurrent
training.。
7）The flight training planned hours can be suitably reduced if the pilot
make progress rapidly and pass through the related flight check of
the examiner or the bureau，but 20% of recommended personnel is
not qualified in the previous 6 months training period of this
training center discovered by bureau, this item is not suitable until
the bureau discover that flight training effect has been improved.
8）Pilots upgrade training should be carried out according to CCAR-
121. Appendix F Civil Airplane Training Classification in proper
sequence from small to large. The pilots who enter into initial,
transition and upgrade training, should also meet the relative
experience requirements of this manual.
1.4.2 Additional training time
1）Additional training time is the additional time to reach certain
purpose of training but does not meet the training quality.
2）The regulation of additional training time refers to pilot syllabus.
1.4.3 The record of training
The training record of the pilots is basis of reasonable collocation of
scheduled flight crew members and constitution of the training syllabus.
Therefore, all the training should be recorded normatively, the content
of which is :
1）The individual flight log, Flight skill check form and all the training
record should signed by the instructor；
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2）The training recording forms constituted by the Flight Standard &
Training Center should be filled faithfully by the flight instructor；
3）The training record and all the other records of Flight Standard &
Training Center of flight department which signed the contract with the
company should be clear, complete and real;
4）The Flight Standard & Training Center of flight department is
responsible for the training record, the conservation of the forms and
management.
1.4.4 The classification of airplane used training（CCAR-121.app. A）
Categories of airplane: for the convenience of the training management
of flight crew members, airplane can be divided into two categories
according to the difference of power plant:
Category I: Airplane driven by propeller, including airplane with piston
engine and airplane with turbo-propeller engine;
Category II: Airplane driven by turbojet engine. For different training
demands, category II airplane can be further divided into two grades
according to the maximum takeoff weight: 1) airplane with maximum
total takeoff weight of 5,7000 kg to 136,000 kg; 2) airplane with
maximum total takeoff weight of more than 136,000 kg (not including
136,000 kg).
1.4.5 The related content of training
Refer to CAAC approved pilot syllabus.
1.4.6 Training plan
1）The training plan is constituted according to training category or
stage by Flight Standard & Training Center and executed by the
approval of the general manager, chief pilot and operation vice
president. The admission condition of every training, refers to pilot
syllabus.
2）Once the training plan is issued, it must be followed and executed.
Any unit or individual has no right to modify without the agreement
of the chief pilot.
1.4.7 The execution of training
The Flight Standard & Training Center of flight department should
organize and execute the training according to the training plan, the
content should including the following aspects：
1）The pilots are required to prepare before training；
2 ） The pilots are required to bring necessary documents and
appliance；
3）Make the time table of training；
4）The liaison of training；
5）The inspection of training；
6）The requirement of training：Complete the related training hours
and times according to the CCAR-121, CCAR61R2, CCAR-63FS
and the training syllabus regulation and record the training well
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according to1.5.3 clause requirement.
1.4.8 Ground training （CCAR-121.411/413）
1）The place of the training：The training organization training center
has the qualification of ground training. Training can also be carried
out in TJA after the recognition of the CAAC.
2）The content of the training：The content of the ground training
refers to the related content of different types of airplane.
1.4.9 The approval of the flight simulator, cabin simulator and other
training equipment (CCAR-121.407/409)
1 ） The training place of flight simulator ： The flight training
organization gets the flight simulate training qualification. If TJA
has established the flight simulate training center, it must be
approved by the CAAC.
2）The recognition of the flight simulator
（1）The flight training organization pursued the pilots training must
be approved or acknowledged by CAAC；
（2）Flight simulator, cabin simulator and flight training device used
for pilot’s training should be approved and acknowledged by
CCAC；
（3）Use the flight simulator, cabin simulator or flight training device
which are not accredited，the bureau should not acknowledge；
（4）The simulates provided to flight crew of TJA should reach the
following standard：
a）Flight simulator: above C grade standard(including)；
b) Flight training equipment: above 4 grade standard (including)
1.4.10 The courses of the flight simulator, cabin simulator and other
training equipment（CCAR-121.409）
The flight simulator training course can replace the proficiency check
prescribed in CCAR-121.465；
1) Each flight simulate or training equipment course is 5 and a half
hours, that is：
（1）Briefing 1 hour before flight；
（2）Flight simulator or flight training equipment training is 4 hours；
（3）Debriefing 30 minutes.
（4）The training course content of every type of airplane refers to
Pilot
2) Training Syllabus of every type of airplane.
1.4.11 The special regulations in the execution of the training
（CCAR-121.402）
1) Besides the TJA own training, we can also sign the contract or
agreement with the Flight Standard & Training Center which gets the
CCAR-142 flight training certificate and entrust the training center or
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the appointed serve company to train, test or check the flight crew
member, and the training center should ：
（1）Obtain operation regulation promulgated by CCAR-142 ；
（2）The suitable and training establishment, equipment and course
complied with CCAR-142 requirements；
（3）The courses, course sections and course parts which are approved
and suitable for this chapter requirement and suitable for
training teaching；
（4）Enough instructors and examiners can be obtained in training,
examination and inspection；
2) Through the approval of the training syllabus by the bureau, TJA can
sign contracts or agreements with other companies or training
organizations to entrust it to train, examine and check the personnel
beyond the TJA flight crew member.
1.4.12 The organization form and related requirement of the training
The training can be provided by domestic or international training
organization approved by

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1.5 Flight Technology Management System
1.5.1 System structure
The chief pilot is fully charge of the flight technology management
system.
Set up the flight technical inspection committee whose director is the
chief pilot and commissioners are the GM of the Flight Department, the
vice general manager of the flight department in charge of training,
Manager of the Flight Standard & Training Center, Manager of the
Flight Standard Office and CAAC authorized representative examiners.
Carry out the instructor, examiner (including flight examination
accredited director (bureau examiner for short) and TJA proficiency
examiner) responsibility system and vice chief pilot responsibility
system of the type of the airplane in the daily flight of the pilot; The
chief pilot is fully charge of the flight techniques.
1.5.2 System Operation Procedure
1.5.2.1 The function 、 operation procedure 、 update technology
standard management procedure of the flight technology examination
committee refer to Flight Standard & Training Center Operation Manual.
1.5.2.2 The collection management of daily flight technology
Flight department take multi channel to collect the pilot flight
technology including QRH monitor 、 department person on duty
selective examination、fight department selective examination, Flight
Quality Center selective examination, Flight Standard & Training
Center selective examination, bureau supervision several training
examination. Assorted evaluation should be carried out to the
discovered problems, confirm whether it is factitious or regulation
reasons, training or standard reasons. Do the safety trend analysis to the
discovered problems and realize the ponderance of the discovered
problems as early as possible. Allow full play to the technology
advantage of instructors, examiners and technology group in the
training of the pilots for the factitious reasons. Modify and consummate
the related regulation manual with the function units in time for the
regulation, training and standard reasons.
In order to make sure that the related operation information could be
effectively communicated, information transfer and feedback smoothly,
establish the related procedure. The main communication methods are:
HNA-NET, Flight NET, 01 regular meeting, safety conference, other
operation meetings, management audit, telephone, mail, fax, service
notification, chief pilot notification, and SMS report, etc.
Refer to each sub-units operation manuals of flight department for
specific procedures;

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2.1 Method for determining crew composition 2-1-1
2.1.1 General 2-1-1
2.1.2 Aircrew 2-1-2
2.1.3 Observer 2-1-5
2.1.4 Cabin Crew 2-1-6
2.1.5 Additional Crew Member 2-1-6
2.2 Designation of the Pilot-in-Command 2-2-1
2.3 Transition of command power among flight 2-3-1
crewmembers
2.3.1 Transition of command power in case of Pilot-in- 2-3-1
Command incapacitation
2.3.2 Temporarily transferring of PIC’s command power 2-3-1
Chapter 2 Crew Composition page: 2-0-1

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2 Crew Composition
2.1 Method for determining crew composition
2.1.1General
1) Crew members are those who carry out tasks on the aircraft in flight,
usually includes pilots and flight attendants (pilots and flight attendants
must be included for an aircraft carrying passengers). The number of
crew members shall not be less than that defined in the Aircraft
Airworthiness License, Aircraft Flight Manuel or other relevant
documents. The following factors should be taken into consideration
when determining the composition of the aircrew：：
 Aircraft type
 Licenses/certification
 Specific qualifications (LVP, RVSM)
 Equipment qualifications (TCAS/ACAS, GPWS/EGPWS)
 Recency-of-experience
 Medical status, including Medical Certificate
 Initial training and checking/line check/proficiency check/recurrent
training and checking results
 Right seat Qualification
 Type(s) qualification
 Airport and route competence
 Instructor/Evaluator/line check airman qualification
 CRM/Human Factors training
 Dangerous goods training
 Security training
 Flight and non-flight
 Flight phases
 Minimum crew allocation and on-duty period
 Accrued flight time, duty time, duty periods and completed rest
periods for the purposes of fatigue management and compliance with
operator or State flight and/or duty time limitations.
2) Except for the pilot line check, the trainee or the pilot to be checked
should not be considered as a flight crew member. (CCAR-121.451 (c))

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2.1.2 Flight crew
2.1.2.1 The required number of flight crewmembers （ CCAR-
121.383/381(c)）
1) In the flight operation of the company, the number of flight crew
members shall be no less than those regulated in the Airworthiness
License of this aircraft or Aircraft Flight Manual of such type of
aircraft, as well as the minimum number of the aircrew members
required in CCAR-121 when engaging in the operation of such kind
and type of aircraft.
2) The designed crewmember of the various aircraft（at least one
captain）is 2 pilots.
3) The observer’s seat can be occupied by one person who may be an
instructor, engineer, examiner or translator except for the fixed flight
crew members.
4) All the above mentioned flight crew members (including instructors
and inspectors) should hold a valid license, grade, qualification and
medical certificate issued by CAAC appropriate for the type of
aircraft and operation.
5) No person may serve as a pilot on an airplane operated by TJA if
that person has reached his 60th birthday .
2.1.2.2 Composition of Flight Crew in TJA
1) Pilot
2) Copilot
3) Observer
4) Other supernumeraries
5) Air navigator, radio operator, cruise interchangeable crew and air
mechanic are not used in TJA for the time being.
2.1.2.3 General Principles of Crewmember Assignment
1) Captain who has the qualification of examiner of instructor could
operate with pilots of any grade.
2) Upgrading captains who are establishing left-seat experience can
control the aircraft for takeoff and landing only when they are flying
with a line check airman or an instructor, and can only execute first
officer’s function in the right seat when flying with a captain.
3) Under the supervision of a flight instructor, a first officer of Level 3
(or above) may control the aircraft for takeoff and landing during the
whole flight or cooperate in the right seat with a flight instructor.
4) Senior first officers, upgrading captains or first officers can only
cooperate in the right seat when flying with a captain.
5) First officers of Level 1 and level 2 can only fly with flight
instructors in the right seat. Under the supervision of a flight
instructor, these first officers may control the aircraft for takeoff and
landing if they have 100 hours or more in the right seat and passed
the line check.
6) A new flight instructor may perform instructions for first officers of
Level 3 or above if he has less than 100 hours of flight time on the
type, and for first officers of Level 1 and 2 who satisfy the
requirements of 2.1.2.3.5 and may participate in the control if he has

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more than 100 hours of flight time on the type.
7) When the flight time of a new captain has not reached 100 hours, the
flight must be arranged in dual-captain and both are seated at the
same time. The left-seat pilot controls the aircraft for takeoff and
landing in this case.
8) The captain should control the aircraft for takeoff and landing when
flying a special flight, for important tasks or under marginal weather
conditions.
9) If the check airman is the Pilot-in-Command during line checks, he
must be in-seat to perform the checks, otherwise, he may perform
the checks as an obersver.
10) Student pilots observing the flights may practice the radio
communication when agreed by the Pilot-in-Command during the
cruise.
11) Assignment of flight crew members for special airport operation and
international flights.
A. Domestic flights
(1) Three flight crew members for special airport operation.
(2) Flying policy: the pilot-in-command must control the aircraft in
the left seat during takeoff and landing (according to the
regulations) and make sure that the most competent crew
members are on the front seats.
(3) Assignment principle:
For Category I special airports: instructor + solo captain + first
officer of level 3 and above ;
For Category II special airports: solo captain + solo captain +
first officer of level 3 and above ;
For Category III special airports: solo captain + first officer of
level 3 and above + first officer
B. International flights
(1) Three flight crew members
(2) Flying policy: the pilot-in-command must control the aircraft
on the left seat during takeoff and landing and make sure that
the most competent crew members are on the front seats.
(3) Assignment principle: solo captain + first officer of level 3 and
above + first officer;
(4) For operations at special airports, refer to the appropriate
regulations on special airports.
2.1.2.4 Flight Crew Members with Less Experience (CCAR-121.459)
1) For flight crew members just completed type-rating or captain’s
course and line training under supervision are considered as
inexperienced flight crew members until they get the following
experiences on the type of aircraft:
(1) 100 flight hours /10 flight legs in the consecutive 120 days; or
(2) 150 flight hours/ 100 flight legs
2) The above inexperienced flight crew members can not be arranged
together for flight, and when arranged with a captain other than a

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flight inspector or flight instructor, all takeoffs and landings should
be performed by the captain in the following conditions:
(1) Special Airports defined by CAAC and TJA
(2) When the visibility is equal to or less than 1200m or RVR equal
to or less than 1200m according to the latest airport weather
report;
(3) When the runway is covered with water, snow, slush or other
situations that would severely affect aircraft performance.
(4) Braking actions of the runway used is reported below “good” .
(5) Crosswind component of the runway used exceeds 7m/s
(15nm/h)
(6) Windshear is reported in the vicinity of the airport;
(7) Any other situations under which the captain considers to be
cautious to use captain’s power.
3) In the following conditions, the Company may arrange flight crew
members according to CCAR-121.459(b) (a minimum of one pilot
with 100 hours of line flight experience on the type), or apply for a
reduction of the flight hour or leg from CAAC according to the
regulations.
(1) When a new type of aircraft is introduced for the first time;
(2) No pilot under employment meets the minimum requirements
of this Article, when using certain type of aircraft during
operation.
(3) When pilots appointed to a new base need to be qualified for
the type of aircraft operating in that base.
2.1.2.5 Replacement of Flight Crew Members (CCAR-
121.451(a)/133(a)(13))
The flying responsibility of a certain flight crew member during flight
may be transferred to another qualified flight crew member.
1) Replacement of the Captain (CCAR-121.451(a))
The captain can transfer the command power of the aircraft to :
(1) Another qualified captain ;
(2) During on route cruise flight, transfer it to the senior first
officer who has the following qualification；（refer to 3.2.2
Qualification Requirement）
a) Hold a valid Airline Transport Pilot License
b) Completed the transition training and check（including
type-rating）
c) Completed all periodical recurrent training and check
d) Route Competence Qualification
2) Replacement of the First Officer
First officer can be substituted by the following personnel：
(1) Another qualified pilot,
A pilot who has the following qualifications when enroute:
a) Hold a valid Commercial Pilot License with instrument
rating.

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b) Completed Transition training and checks, including type-
rating without the requirements of takeoff and landing
training.
c) All periodical recurrent training and check without the
requirements of takeoff and landing training.
d) Without the requirements of Latest experience, but should
complete flight simulator fresh experience training and
updating flight technique training which can go along with
recurrent training within the interval of 90 days
2.1.3 Observer
2.1.3.1 General
1) Report to the captain any cases that may affect airworthiness
or endanger the flight safety, including emergency system
fault, fail or defect;
2) Report any incidents that has threatened or may endanger the
flight safety;
3) Communicate with the captain to use company safety incident
report form to inform company security department
4) Assist the captain in checking the load within the safety
requirement. Inform the captain if it disagrees with the
Weight and Balance Sheet.
5) Check aircraft status and refuel before flight.
2.1.3.2 Usage of headset
It is the company policy that observers must wear headsets
during climb and descent, in order to monitor and verify the radio
communication. Observers should also assist in monitoring aircraft status
and engine parameters. No paper work during these phases.
2.1.3.3 Loading
Assist the captain in checking the load within the safety
requirement. Inform the captain if it disagrees with the Weight and
Balance Sheet.
2.1.3.4 TCAS
When deviating from the TCAS indicated vertical path, all
observers onboard should visually check for any intruder and crosscheck
with other available traffic information to ensure the responses to any RA
is correct.
2.1.3.5 Observer’s duty during the approach
1) Remind approach data changes to RSP/LSP when appropriate;
2) Verify that PF or PM reads back ATC clearances correctly;
3) Help LSP and RSP looking for the runway in bad weather;
4) Get familiar with the approach briefing and go-around
procedure; monitor the aircraft status and confirm go-around
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actions during the go-around.
2.1.3.6 General fire procedure
In case of any kind of fire, the cabin crew should inform the
cockpit immediately. A flight attendant should work with the observer to
form a two-person team where one is responsible for fire fighting and the
other for communication and assistance.
2.1.4 Cabin Crew
2.1.5 Supernumeraries
Supernumeraries are also trained properly to carry out tasks when
necessary but are not considered as the indispensible flight crew or cabin
crew members.

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2.2 Designation of the Pilot-in-Command
The Crew Resources Centre should nominate a Pilot-in-Command for
each flight according to the Company Operations Manual and civil
aviation regulations.
Only pilots with captain qualifications and required recency-of-
experience and knowledge, completed the appropriate training and
confident in being a Pilot-in-Command can accept the assignment as a
Pilot-in-Command.
The Pilot-in-Command：
1) Must be a qualified captain and a member of the flight crew.
2) May transfer the command power to another substitute captain, while
still being the Pilot-in-Command.
3) May transfer control to the first officer (pilot flying)
4) May nominate another qualified captain as the Pilot-in-Command for
the remaining flight in case of special conditions, (such as
incapacitation). In this case, the AOC and ATC must be notified as
soon as possible.

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2.3 Transition of command power among flight crewmembers
(CCAR-121.133(13))
2.3.1The transition of the command power in case of the incapacitation of
the Pilot-in-Command:
2.3.1.1 Two-pilots crew
Before the reestablishment of the command chain, the other pilot in seat
takes over the command power.
2.3.1.2 Flight Crew with two pilots or more
1) Before the reestablishment of the command chain, the other pilot in
seat takes over the command power until another senior pilot takes
over the command power after he is informed and is aware of the
whole situation. The priority sequence of taking over the command
power is Captain, senior first officer, F3 and above, F2 and below.
2) If the original Pilot-in-Command cannot continue to command the
flight, the aircraft cannot take off; if the Pilot-in-Command is
incapacitated during the flight, the aircraft cannot perform another
takeoff once it lands until another captain qualified for the type joins
the flight crew.
2.3.2 Temporary transfer of captain command
1) When a flight crew contains three crewmembers or more, the senior
first officer or the first officer should take over control when the Pilot-in-
Command is away from his seat.
2) When the Pilot-in-Command is back to his seat, the senior F/O who
is in lieu of captain command shall report the flight operation, the
modification of flight planning and risk of affecting flight safety to
the Pilot-in-Command.

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3.1 General 3-1-1
3.1.1 License/Qualification/Competence 3-1-1
3.1.2 Recurrent training and check 3-1-1
3.1.3 Transition Course Syllabus 3-1-1
3.2 Flight Crew 3-2-1
3.2.1 General 3-2-1
3.2.2 Qualification 3-2-2
3.2.3 Other Qualifications 3-2-4
3.2.4 Airport and Route Competent 3-2-4
3.2.5 Crew Resource Management（CRM） 3-2-7
3.2.6 Emergency training 3-2-7
3.2.7 Dangerous Goods 3-2-8
3.2.8 Security Training 3-2-8
3.2.9 Recurrent Training and Check 3-2-8
3.2.10 Policy on requalification after interrupted flight 3-2-9
3.3 Trainer, check airman and supervisor 3-3-1
3.3.1 Flight Crew 3-3-1
Chapter 3 Flight Crew Qualification Requirements page: 3-0-1

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3 Flight Crew Qualification Requirements
3.1 General
3.1.1License/Qualification/Competence (CCAR-121.381(b))
All flight crewmembers must have records of training for the type of
aircraft and passed the examination before he can be authorized to a
position on the type or operate any equipment on the type of aircraft. The
following things should also be checked and evaluated: technical
qualification and skills, aviation experience, interpersonal skills, medical
status, security background and fluency in daily communication (no
speech impediment). Refer to the training syllabus for the license, grade,
qualification/competence, training and inspection.
All flight crew members must hold the current effective pilot license,
medical certificate and crew boarding pass issued by the CAAC, to carry
out the flying task. All certificates carried should be presented when
required by the CAAC inspector.
TJA is responsible for the validity of its license/qualification and
should make every effort to keep them effective. The flight crew should
notify TJA to take measures before expiration day of its
license/qualification.
The flight crew is forbidden to operate the aircraft under the
condition that they don’t have duty qualification.
The company should ensure that the flight crew is endowed with part of
flight operation certificate approval knowledge which includes:
 CAAC approved approach;
 Takeoff, approach and landing limitations and minimum
visibility;
 Ground inoperative items margin;
 Wind limits (crosswind, tailwind and headwind)
3.1.2 Recurrent training and checking (CCAR-121.455(a(6))/465)
The operator should ensure that each flight crew member have
completed recurrent training and checking according to the requirements of
CAAC
For Recurrent training and checking, refer to 3.2.9
3.1.3 Transition Course Syllabus（CCAR-121.455.(a(3))）
Flight crew have completed transition course in the following situations
before line flying without supervision.
1) Transfer to Another Type of Aircraft；
2) When Operator Changes
Training for other type of aircraft may be carried out according to
the training syllabus approved by CAAC, Refer to the training syllabus
for the training course.
The duration for transition course may vary according to the pilot’s
previous training and experience.

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3.2 Flight Crew
3.2.1General
3.2.1.1 License (CCAR-121.453)
Each flight crewmember should hold a CAAC recognized valid
license, and be competent for the associated duties and responsibilities.
License and rating holders should never carry out the rights beyond
the scope endowed by their licenses or ratings.
The validity of the license is determined by that of the type of
license and medical certificate.
Flight crew must hold related licenses, as follows:
1) Captain: airline transport pilot license (ATPL); and hold an ATPL to
enter the upgrading training
2) First Officer: commercial pilot license (CPL).
3.2.1.2 Necessary Training (CCAR-121.417/455（a）)
No person may serve as a required crewmember on an airplane unless
that person has satisfactorily completed, in an approved training
program, following training for that type airplane and for the
particular crewmember position:
1) New hire training. New employees must satisfactorily complete
basic ground training of the training program for new employees,
and appropriate training in (2) through (7), in accordance with their
previous experiences and positions they are going to hold.
2) Initial training. For the pilot who has not approved to be qualified as
the same technical position or has not flown different aircraft of the
same category, initial training should be successfully completed.
3) Transition training. Crewmembers who have qualified and served as
a crewmember on another type airplane of the same group may serve
in the same crewmember capacity upon completion of transition
training.
4) Upgrade training. Crewmembers who have qualified and served as
co-pilot on a particular type airplane may serve as pilot in command,
upon completion of upgrade training for that airplane type.
5) Differences training. Crewmembers who have qualified and served
as a crewmember on a particular type airplane may serve on another
same type airplane with differences upon completion of difference
training.
6) Recurrent training. No person may act as a required crewmember on
an airplane unless within the preceding 12 calendar months, he has
satisfactorily completed specified recurrent ground and flight
training.
7) Requalification training. Those crewmembers who have lost their
qualifications due to not complying with requirements of recent
experiences, not completing flight checks within specified time
limits or not passing flight checks, must complete appropriate
requalification training.
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Note: There is limitation for the number of the type rating held by a pilot
in a period but the requirement for operation is very strict to the various
aircraft types.
3.2.1.3 Proficiency check (CCAR-121.465(a)(b)(c))
Any required flight crewmember must complete a proficiency check
within the preceding 6 calendar months.
Proficiency checks may be performed in regular recurrent training.
One in each two proficiency checks may be substituted by simulator
training course. Type rating tests completed in line with CAAR-61FS can
replace proficiency checks.
Proficiency checks may be conducted CAAC inspectors, CAAC
designated representatives or check airman from TJA.
A person giving a proficiency check may, in his discretion, waive
any of the maneuvers or procedures for which a specific waiver authority
is set forth in appendix F of CAAR Part 121:
1) CAAC has not published any special directives requiring the particular
maneuver or procedure to be completed;
2) The pilot being checked has got an experience of more than one year
safety operation on the type airplane as a flight crewmember.
If the pilot being checked fails any of the required maneuvers, the
person giving the proficiency training may give additional training to the
pilot during the course of the proficiency check. In addition to repeating
the maneuvers failed, the person giving the proficiency check may require
the pilot being checked to repeat any other maneuvers he finds are
necessary to determine the pilot's proficiency. If the pilot being checked
is unable to demonstrate satisfactory performance to the person
conducting the check, the certificate holder may not use him nor may he
serve in operations under this part until he has satisfactorily completed a
proficiency check.
3.2.1.4 Line Checks (CCAR-121.463(a)(b))
1) All the flight crew members must finish the airline check on the
aircraft in order to show their ability to operate the normal airline
flight stipulated in the operation handbook.
2) No person may serve as pilot in command of an airplane unless,
within the preceding 12 calendar months, that person has passed a
line check in which he satisfactorily performs the duties and
responsibilities of a pilot in command in one of the types of
airplanes he is to fly.
3) A pilot-in-command line check must be given by a pilot check
airman who is qualified on both route and the airplane, and must
consist of at least one check flight over a typical route of the
certificate holder.
4) According to the Company policy, no flight check or training other
than pilot Line check, cabin crew training and qualification check
can be performed on flights.
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3.2.2Qualification
3.2.2.1 Captain
1) Must have valid CAAC airline transport pilot license；
2) Must have valid medical certificate;
3) Must put across captain course（refer to the training syllabus）.
4) Recent experience requirements (CCAR-121.461(a)(b)):
As a required pilot crewmember , the pilot must have made at least
three takeoffs and three landings in the type airplane (or approved
simulator) in which he/she is to serve within the preceding 90 days. Any
person who fails to make the three required takeoffs and three landings
within any consecutive 90-day period must reestablish recency of
experience.
3.2.2.2 Senior First Officer（F8）
In the operation arranged three (including) and more pilots, if one Senior
First Officer is arranged to substitute the Captain’s work during the
cruising phase, except not required for the operation experience regulated
in FS 121.457 of CCAR-121, this F/O must be completely qualified in
holding the post of the Captain in this operation.
3.2.2.3 First Officer (except for senior FOs)
1) Hold a valid CAAC commercial pilot license or above;
2) Hold a valid medical certificate
3) Recent experience requirements (CCAR-121.461(a)(b)):
As a required pilot crewmember , the pilot must have made at least
three takeoffs and three landings in the type airplane (or approved
simulator) in which he/she is to serve within the preceding 90 days. Any
person who fails to make the three required takeoffs and three landings
within any consecutive 90-day period must reestablish recency of
experience.
3.2.2.4 Substitute pilot
Qualification: captain or copilot according to substitute
responsibility.
Recent experience: The requirement for the substitute pilot who is to
replace the pilot in command during the cruise is the same as the pilot in
command; there is no recent experience requirement for the substitute
pilot who is to replace the first officer during the cruise. (CCAR-
121.451(a))
3.2.2.5 Qualifications of the pilot who operates in any pilot seat. A
pilot must complete associated training and checks as specified in the
Training Program with a minimum of the following items before
he/she can be assigned to any pilot position (left/right seat):
1) One Engine Inoperative during Takeoff；
2) Approach and go-around with one engine inoperative；

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3) Landing with one engine inoperative
Actions for engine failure are conducted by simulation.
The training for flying in any of the pilot seats may be combined with the
proficiency check.
3.2.2.6 Pilots in command and first officers do not satisfy with the recent
experience requirement must reestablish recency of experience as follows:
Under the supervision of a check airman, make at least three take-offs and
landings in the type airplane in which the person is to serve, or in an approved
simulator; The three take-offs and landings mentioned above must include at least
one takeoff with a simulated failure of the most critical powerplant, at least one
landing from an ILS approach to the lowest ILS minimum authorized for the
certificate holder and at least one landing to a full stop. When using a simulator
to accomplish the establishment of recent experience, each required flight
crewmember position must be occupied by an appropriately qualified person, and
the simulator must be operated as if in a normal in-flight environment without use
of the repositioning features of the simulator.
A check airman shall certify that the person being observed is proficient and
qualified to perform flight duty in operations under this part, and may require any
additional maneuvers that are deemed as necessary to make this certifying
statement.
3.2.2.7 Operational management policy, procedure and requirement for non-
precision approaches
1) Management policy: Each operating flight crew should have the operation
experience for non-precision approach at least once every 3 calendar month.
This experience can be obtained during flight operation, or in a full flight
simulator of Grade D or above, or during local training.
2) Management procedure and requirement: The non-precision approach
training conducted in simulators of Grade D or above or during base
training, or the operation experience of non-precision approach performed
by pilot every 3 calendar month should be filled in the Pilot Logbook,
where the implementation date, airport (clear indication is required if it is a
non-precision approach training in a simulator), mode of non-precision
approach (NDB/DME, VOR/DME, visual, etc.) and the signatures of
flight/training crew members must be clearly marked.
3) The non-precision approach operational experience of each pilot should be
monitored by the pilot himself/herself who is responsible for advising the
fleet if it is not satisfactory. The fleet will then notify the Flight Standard &
Training Center and the Crew Resources Management Center. The Flight
Standards & Training Center will arrange non-precision approach related
training for this pilot and notify his fleet and the Crew Resources
Management Center when completed.
3.2.3Other Qualifications
3.2.3.1 TCAS
TCAS course is the theory knowledge, which should be included in the type
rating course.
3.2.3.2 English Requirement on Flight Crewmembers（CCAR-121.479）

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TJA provides flight crewmembers with professional English training with
the aim for them to conduct ground/air radio communication in English during
their flight, to read various kinds of English flight manual and documentation, to
be free from the help of interpreter in flight training and sessions, to fill in
various kinds of flight files in English and communicate in English.
1) From March 5, 2008, unless approved by CAAC, pilots who failed to
achieve English Level 4 or above during the evaluation organized or recognized
by CAAC and failed to have an endorsement of English Level 4 on their licenses,
are not allowed to act as a pilot or radio operator on any flight that requires
English as the language for communication.
2) Pilots who are born no earlier than January 1, 1960 and who failed to
have an endorsement of English Level 3 or above on their licenses, are denied to
take initial or upgrading training for Category II aircraft.
Pilots having been endorsed for English Level 4 should be reevaluated every
three years; pilots having been endorsed for English Level 5 should be
reevaluated every six year; pilots having been endorsed for English Level 6 are
free from reevaluation.
3.2.4 Route and Airport Competence (CCAR-121.133(a)(26))
The operator must ensure that, before a pilot is assigned to be a pilot in command
or the pilot in command assigning any pilot to fly, the flight qualifications for
destination airport, estimated landing area and route are obtained, as well as
enough knowledge about the equipments and procedures of airports they will use
(including alternate airports).
3.2.4.1 Route qualification training (CCAR-121.467(a)(b)/469(c))
1) Route qualification training should include the following information:
(1) Terrain and the minimum safe altitude；
(2) Weather characteristics appropriate to the season；
(3) Weather, Communication, Air Traffic Provisions, Service and
Procedures；
(4) Searching and Rescue Procedures；
(5) Relevant Navigation Devices along the route and procedures
(6) Procedures applicable for flying over densely populated area and
traffic flow zone at high altitude.
(7) Airport obstacles, natural distribution, lighting, approach facilities and
procedures for arrival, departure, holding and instrument approach, as
well as the minimum operational standards.
(8) NOTAMS
2) Adopt the following methods according to the evaluation on the
complication of the routes.
(1) For not complicated routes, learn the files of routes by self-education
or learn the established instructions in order to be familiar with the routes.
(2) For the routes rather complicated, the first officer, observer or the
person having the identity of a captain under supervision may be employed
in order to be familiar with the routes, or use the approved simulator in order
to be familiar with routes. This simulator should use the data base suitable to
the relevant routes.

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(3) No person shall act as pilot in command between terminals over a
route or area that requires a special type of navigation qualification
unless, within the preceding 12 calendar months, that person has
demonstrated qualification on the applicable navigation system in a
manner acceptable to the Minister, by one of the following methods:
a) By flying over a route or area as pilot in command using the
applicable special type of navigation system.
b) By flying over a route or area as pilot in command under the
supervision of a check airman using the special type of navigation
system.
3.2.4.2 Airport Qualification Training (CCAR-121.469(a)(b))
Special airports are classified by the Company Technical Auditing
Committee according to CAAC regulations.
Airport qualification training should include the following
information:
1) Obstacles, overall terrain, approach navaid facilities and MSA.
2) Arrival, departure, holding and instrument approaches, and any other
procedure suitable to the flight plan over densely populated regions.
3) No pilot should serve as pilot in command to or from an airport
determined to require special airport qualifications unless, within the
preceding 12 calendar months, that person has made an entry to that
airport (including a takeoff and landing) while serving as a pilot flight
crewmember; or he has qualified by using pictorial means or flying
simulators acceptable to the Minister for that airport. However, this
requirement does not apply to an entry to that airport (including a
takeoff or a landing) if the ceiling at that airport is at least 300 meters
(1,000 feet) above the lowest MEA or MOCA, or initial approach
altitude prescribed for the instrument approach procedure for that airport,
and the visibility at that airport is at least 4800 meters (3 miles).
4) If the pilot in command has not flown any instrument approach at the
destination airport, the first officer or observer must have this airport
flight qualification except for the following situations:
(1) The airport approach terrain is not complicated, instrument approach
procedure and available aid navigation equipment is similar to those
familiar one to the pilot in command, and normal operation minimum
standard has increased the national acknowledged or acceptable safe
margins through adjustment, or it is reasonable to believe that the
approach and landing can be conducted under VMC, or
(2) Descent from initial approach altitude to landing at the airport could
be finished under day visual meteorological conditions or there is another
airport near this airport that the captain has the landing qualification to
land.
5) Qualifications of crew members operating at high elevation airports
High elevation airport can be classified into general high elevation
airports and very high elevation airports.
General high elevation airport: an airport with an elevation of 1500
m (4922ft) and above but below 2438 m (8000ft).
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Very high elevation airport: an airport with an elevation of 2438 m
(8000ft) and above.
(1) In principle, a person who has reached his 55th birthday should
not act as the pilot in command on flights to or from a very high elevation
airport unless approved by CAAC.
(2) Pilots can operate in high elevation airports of certain
categories only after receiving theoretical training for general and very
high elevation airports correspondingly. As for very high elevation
airports category D simulator with high- altitude high elevation category
airport vision is needed for training, stressing on takeoff one engine
failure emergency procedure.
(3) Pilots who have flight experience time of 1200 hours or more,
including flight experience time of 100 hours or more for this model can
serve as first officers in very high elevation airports operation. Pilots who
have qualifications in very high elevation airports will not be limited by
this article
(4) Pilots who satisfy the following requirements can serve as
captains in high elevation airport operation:
A Pilots who have flight experience time of 200 hours or more in
general high elevation airports or flight experience time of 300 hours or
more as pilot in command can serve as pilot in command in general high
elevation airports operation after evaluation.
B Pilots who have pilot in command experience time of 500
hours or more and have conducted takeoff and landing for eight times or
more(not including simulator takeoff and landing) can serve as pilot in
command in very high elevation airports after evaluation. Pilots who have
acquired qualifications for very high elevation airports and have kept
recent experiences are not subject to this article.
6) Training and related requirements of operating crew members
in high elevation airports
(1) Pilots from airlines who are operating in high elevation
airports should complete training according to the approved Training
Program.
(2) Recent experiences of captains operating in very high elevation
airports should be conducted according to CCAR-121.469.
3.2.5 Crew Resources Management（CRM）(CCAR-121.423(a)(ix))
Crew Resource Management is the effective use of all available
resources (for example, flight crew member, aircraft system and support
facilities), in order to attain secure and effective operation.
The objective of CRM is to improve communication and
management skills of related flight crewmembers in which the
importance is the expression of the flight crew in the aspect of non-
technology. Flight crew should reasonably apply the principle of crew
resource management during flight operation.
All flight crew members have to pass the training and evaluation on
CRM, including the following:

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(1) Statistical information and examples of the accidents related to
human factors.
(2) Human perception and the Course of Learning；
(3) Situational awareness；
(4) Management of working burden, fatigue and alert, namely the
management of various pressure
(5) Operator’s standard operating procedures；
(6) Characteristics, task assignment, leadership and effective skills
of communication；
(7) Various junction of crew resource management；
(8) The effective communication and coordination inside the flight
crew and among the flight crewmembers as well as other
operators；
(9) Illegal interference;
(10) Error chain and take measures to break it；
(11) The meaning of automatic in Crew Resource Management
(CRM)
CRM training is incorporated in the pilot initial, transition and
upgrading ground training. Recurrent training may be accomplished in
combination with the theory of recurrent training. CRM should also
include the joint drill with dispatchers. Refer to the Pilot Training
Program.
3.2.6 Emergency training (CCAR-121.419)
Each crewmember must complete the emergency training and
evaluation according to the airplane type to be operated, the layout and
each operation conducted. The emergency training should focus on the
coordination with the cabin crew and dual way communication between
the cockpit and the cabin:
(1) Instruction in emergency assignments and procedures,
including coordination among crewmembers；
(2) Individual instruction in the location, function, and operation of
emergency equipment；
(3) Instruction in the handling of emergency situations, including:
rapid decompression, fire an smoke control procedures,
ditching, etc.
(4) Review and discussion of previous aircraft accidents and
incidents pertaining to actual emergency situations.
The emergency training should be included in the initial ground
training and its recurrent training should take place once every calendar
year. The recurrent training should include subjects jointly completed by
pilots and cabin attendants. Refer to the Pilot Training Syllabus.
3.2.7 Dangerous Goods (CCAR-121.455(b))
Dangerous goods training carried out by the flight crew member
should include at least the following items；
1) General Principles；
2) Limitation of Dangerous Goods Transportation in flight；
3) Marking and labels；

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4) Classification and Specification of Dangerous Goods；
5) Loading, unloading and segregation；
6) NOTOC；
7) Dangerous Goods in Passengers’ Luggage；
8) Emergency Procedures。
The DG recurrent training should be conducted every other 24
calendar months.
3.2.8 Security Training
Flight crewmembers should be trained according to related
requirements of national security procedures. Refer to the Security
Program.
3.2.9 Recurrent Training and Checks (CCAR-121.439)
Flight crewmembers should complete the recurrent training and
evaluation on the type aircraft to be operated or transitioned. The
recurrent training should be arranged every other 12 calendar months as a
period, in order to ensure that each flight crew member will obtain the
full training on this aircraft type and the working positions of the flight
crew members and maintain recency of experience.
3.2.9.1 Recurrent Training
Recurrent training includes：
1) Ground Training；
2) Aircraft/Flight Simulator Training；
3) Emergency and Safety Equipment Training（Refer to 3.2.6）；
4) Flight Crew Resources Management Training (Refer to 3.2.5)。
3.2.9.2 Ground Training
Ground training includes：
(1) Aircraft System；
(2) Operating procedures and requirements, including ground
deice/anti-ice and pilot incapacitation；
(3) Accident/Incident and Event Review
(4) Training on specific operational knowledge
Ground training carried out in combination of the annual theory recurrent
training.
3.2.9.3 Aircraft/ Flight Simulator Training
The recurrent flight training shall be performed on the advanced
flight simulators that meet the requirements in appendix G to this part,
and the programmed hours of training must be no less than 8 hours every
12 calendar months. Without the flight simulator type as mentioned above,
the emergency maneuvers and procedures in the recurrent training can be
completed on that airplane type or appropriate training device on ground,
and at least 4 hours flight training on the airplane every 12 calendar
months is required.
Aircraft/flight simulator training may be combined with the
proficiency check.
3.2.9.4 Recurrent Training Check
Recurrent training check includes:

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1) Proficiency Check（Refer to 3.2.1.3）；
2) Emergency Training Check (Refer to 3.2.6)；
3) Line check (Refer to 3.2.1.4)；
Note: The purpose for line check, route and airport competence and recent
experiences is to ensure that the flight crew has the ability to operate
effectively under normal conditions. All other checks and emergency safety
devices training are for the flight crew to deal with abnormal and emergency
procedures. When the flight crew carries out proficiency check and line
check, the skill of CRM should also be evaluated.
3.2.10 Policy on requalification(CCAR-121.455.(a(7)))
Refer the Training Program for more information.

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3.3 Trainer, check airman and supervisor
For the responsibilities and qualifications possessed by trainer, check
airman and supervisor, refer to the Training Program.
3.3.1 Flight Crew (CCAR-121.411(a)(b))

 Ground School Instructor
 Flight Instructor
 Check Airman
The above mentioned personnel must hold the relevant certificate and type
rating, satisfactorily pass varies training related to the aircraft type
including recurrent training and also pass the relevant proficiency check
and qualification check.
1) The pilot should obtain the certificate for flight instructor in class a,
b and c issued and defined according to the item 61.221 in CCAR-61.
2) A person may not serve as a simulator instructor for a course of
training given in an flight simulator unless the person holds or held
an airline transport license and meets the following requirements:
(1) Has satisfactorily completed training for the operating methods
of flight simulator instructor station and other instructor’s
devices, and the flight simulator teaching method.
(2) Has been approved by CAAC on his appropriate type rating and
instruction mission.
(3) Instructors, who have no line qualification, shall attend a
observation flight on the appropriate airplane type semiannually
and CAAC will verify the qualifications of all instructors once
a year.

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4.1 General crew health requirements 4-1-1
4.1.1 Physiological and Psychological Health 4-1-1
4.1.2 Diet Regulations for Air crew 4-1-1
4.2 Flight crew Recuperation 4-2-1
4.2.1 Purpose of Recuperation 4-2-1
4.2.2 Qualification of Recuperation 4-2-1
4.2.3 Recuperation time and place 4-2-1
4.2.4 Healing Recuperation 4-2-1
4.2.5 The Requirements of Recuperation 4-2-1
4.2.6 Application Procedure 4-2-1
4.2.7 The Measure of Recuperation Management 4-2-1
4.3 Flight crew flight intervals requirements due to 4-3-1
health
4.4 Crew Medical certificate 4-4-1
4.4.1 Classification of Medical certificate 4-4-1
4.4.2 Applicability of Medical certificate 4-4-1
4.4.3 Validity of Medical certificate 4-4-2
4.5 Implement Active Health Report System 4-5-1
Chapter 4 Crew Health page: 4-0-1

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4 Crew Health
4.1 General crew health requirements
4.1.1Physiological and Psychological Health（CCAR121.576(1)）
1) Flight tasks should not be accepted if the pilot’s physiological and
psychological state (such as fatigue, illness, injury, surgery,
pregnancy of the female flight crew member, discomfort in the mind
and anxiety etc.) will influence the safety of operation. TJA should
not arrange these people to attend flight as required crewmembers.
Although it meets the requirements of duty time and rest time, they
should inform CRM center or aviation medical centre to make
adjustment if the flight crew feel tired. Within 8 hours before
carrying out tasks, flight crew should not engage in entertainment,
game, party and other activities which will affect normal rest, or they
can’t work in the status of severe fatigue.
2) All pilots are responsible for reporting any changes of their
psychological state to the leaders of their fleet. Pilots should not
accept flight task when their physiological and psychological states
will influence the safety of the flight.
3) All Flight crewmembers must meet the requirements for medical
examination and other restrictions, such as time for wearing glasses
while flying and maximum flying hours within a month.
4.1.2Diet Regulations for Air crew（CCAR-121.576）
4.1.2.1 Diet Regulations before flight
Flight crew members should not take Béarnaise, mustard, butter
sweetmeat or food with strong odor before flying for a long period of
time.
4.1.2.2 Diet regulations during flight
1) Pilot in command and first officer should not dine at the same time.
2) Pilot in command and first officer should be provided with different
kind of diet. Otherwise, there should be 1 hour interval between the
serve time of the pilot in command and the serve time of the first
officer.
3) The interior environment in the cabin and the standards for food
onboard shall observe the appropriate rules and regulations for
aviation health
4.1.2.3 Special Diet of Flight Crew
Flight crew members who have special diet requirements (due to
nationality or health) should contact Operation Control Centre before
flight, and their names should be listed in the special offer diet list.
4.1.2.4 Supply of the Cockpit Beverage during flight
Do not put any beverage on the central pedestal. Avoid the central

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pedestal area while passing beverages.
Note: Especial attention should be paid when taking drinks in the
cockpit, as liquid splashed or spilled will cause the failure of electric and
electrical equipments.
4.1.2.5 Regulations on alcoholic beverages and drugs （ CCAR-
121.575(a)、(b)、(c)、(d)/579(a)、(b)、(c)、(d)）
1) Alcoholic Beverages
(1) The Treatment of Overtaking Alcoholic beverages
Any flight crew member who can not control his overtaking
alcoholic beverages should report to aviation doctors, and accept
treatment.
(2) Regulations on taking alcoholic beverages
Strictly prohibit flight crew, flight dispatcher and any personnel who
are engaged in safety sensitive work from drinking any alcoholic
beverage. The flight crew wearing TJA uniforms should not drink
alcoholic beverage, or enter into or stay in cocktail cafe or the pub
which provide alcoholic beverage（except for restaurant）.
(3) The Announcement when Competence Decline
Flight crew members are responsible for helping their companions
keep well physical state, and encouraging them to talk frankly about
their declining in ability.
2) Alcoholic Test and Strictly Prohibit Overdrinking
(1) TJA prohibits any personnel who are engaged in safety
sensitive work to drink alcoholic beverage 12 hours before they
plan to execute task.
(2) For any personnel, the alcoholic density in the breath achieves
0.04g/210liters or more than that, or the alcoholic effect still
exists, he/she should not be on duty or remain in the position to
perform safety sensitive work. It is prohibited to allow such
kind of personnel to perform safety sensitive work.
(3) Any personnel who go against this rule should be ceased to
keep on executing tasks.
(4) TJA is entitled to give alcohol test to flight crew, flight
dispatcher and any personnel who are engaged in safety and
sensitive work。
The test is classified into 7 kinds:
a) Test before duty；
b) Test after accident；
c) Test at random；
d) Test for doubts；

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e) Test for returning to post；
f) Test for investigation；
g) Retest.
4.1.2.6 Drugs（CCAR-121.577）
1) It is strictly forbidden for the flight crew to use or carry opium,
heroin, methamphetamine(ice), morphine, cannabis, cocaine and
other anesthetic or psychic drugs which may lead dependence. It is
prohibited to arrange someone who is known to use or carry the
above mentioned drugs to perform safety sensitive work. That kind
of person cannot perform safety sensitive work for the company.
2) Flight crew cannot use such drugs which may lead a physical
unusual status or influence a normal duty performance,
excludes the treatment drugs approved by aviation doctor
without any influence to a normal duty performance. Many
kinds of medicines in common use may influence the flying
ability of air duty personnel, So it is very crucial for them to ask
the doctor whether the medicine prescribed will influence
flying ability or not.
3) As typical examples, taking the following kinds of medicines will
bring bad influence to the flying ability：
(1) Anodyne；
(2) Asthma medicament；
(3) Antibiotic(except ointment)；
(4) Antiacetylcholine(medicines for curing canker)；
(5) Anticoagulant；
(6) Vomiting medicament
(7) Diet pill
(8) Carsickness medicament
(9) Itch medicament (except ointment and frostlike dose )；
(10) Hyperkinesia medicament；
(11) Pentoxifylline (and all other hypnotic)；
(12) Rheum drug and cough drop；
(13) Cortisone and similar medicament (Except ointment and eye
drop)；
(14) Cardiotonic；
(15) Diuretic；
(16) Lowering blood presure medicament；
(17) Insulin；
(18) Muscle-relax medicament；
(19) Anaesthetic；
(20) Oral nasal cavity congestion medicament；
(21) Sulfanilamide（except the unabsorbable sulfanilamide）；
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(22) Tranquilizer；
(23) Vasodilator
4.1.2.7 Deprivation of Body Fluids
Deprivation of body fluids may be caused by absorbing deficient water
under hot weather, or diarrhea and vomit. In order to prevent it, flight
crew members should keep their eyes on the taking of water and the
complementary water to the body. Be careful to take black coffee for it is
the diuretic which will aggravate the effect of deprivation.。
4.1.2.8 Eyesight Rectification
1) The aircrew personnel, who must wear spectacles to achieve the
requirements of eyesight, must wear the spectacles and carry a
backup one with them, when using in the occasions authorized by
his license.。
2) Whether the spectacles which the flight crew members wear during
flight are rectified ones or anti-dizzy ones, they all should be
framework type, meet the standard and ensure the pilots have
maximum visual field of the surrounding.
3) During flight, flight crew members must wear lune spectacles or

centeral arch concave and convex lens spectacles.
4.1.2.9 Vaccination
1) In order to prevent disease, TJA’s aviation medical service center
will arrange vaccination. Due to the side effect of vaccination，
aviation medical service center should inform Flight Crew Resource
Management Division of the pilots’ name lists who can not take part
in flying immediately.
2) The side effects caused by the vaccine are different between
different people, so the pilots who suffer from it should not be taken
as indispensable flight crew member to attend duty.

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4.2 Flight crew Recuperation
4.2.1The Purpose of Recuperation
4.2.1.1 Healthy Recuperation
Is to eliminate flight fatigue of the air duty personnel, find and cure their
disease in the early time, improve the health of air duty personnel, enhance
their constitution, ensure flight safety and prolong their flight years.。
4.2.1.2 Healing Recuperation
Refer to the recovery or special treatment of the air duty personnel after
surgery.
4.2.2The Qualification of Recuperation
1) Healthy Recuperation
The pilots must attend TJA’s flight for more than one year.
2) Healing Recuperation
Should be put forward by civil aviation hospital, physical check
authentication institution or Aviation Medical Service center
4.2.3Recuperation time and place
1) Pilots
Have recuperation once a year, normally for one month. The pilots whose
flight time is more than 600 hours must go to the sanitaria or health
resorts approved by CAAC once a year.
4.2.4Healing Recuperation
Healing recuperation may always be carried out in civil aviation nursing
home. The recuperation time is 1 month normally, and must not exceed 3
months.。
4.2.5The Requirements of Recuperation
Aircrew personnel should comply with the regulations of nursing home
during recuperation, cooperate with the nursing home to carry out the
treatment of the disease, and take part in sports initiatively.
4.2.6Application Procedure
The qualified aircrew personnel should fill in the recuperation application
by themselves, gets the approval of the department (unit) they are in,
examined and approved by aviation medical service center, and draw
their physical check book and recuperation introduction relying on the
recuperation application, and then go to the nursing home for
recuperation. At the same time the nursing home makes the recuperation
record.
4.2.7The Measure of Recuperation Management
1) The Drawing up of Recuperation Schedule
The local department (unit) makes the recuperation qualification plan and
name list of the year according to the productive flight fixed number of
year in TJA and physical type of the air duty personnel, verified by
aviation medical service center and then feed back to local department

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(unit).
2) The Arrangement of Recuperation personnel
The sequence name list (captains enjoy priority) of the recuperation
personnel is determined by the local department (unit) according to the
plan and name list. The local department (unit) should supervise and urge
the air duty personnel to carry out recuperation of the year, and send the
sequence name list to aviation medical service centre for keeping in the
archives.

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4.3 Flight crew flight intervals requirements due to health
1) Any flight crew member who suffer from bad injury, surgery, long
time illness (90 days or more) or female flight crew members who
are pregnant should get Medical certificate from Aviation Medical
Service Center before their flights recovered.
2) Aviation medical service center is responsible for delivering a copy
of Medical certificate respectively to the general manager of flight
department, flight standard and training center of flight department
and Operation control centre.
3) Donating Blood
Aircrew personnel donating blood is not encouraged by TJA. There
should be an interval of 72 hours when they fly again. Due to the
donation of blood, the blood’s ability to carry oxygen will decline
temporarily.。
4) Diving
Flight crew members must not carry out diving exceeding 10 meters 48
hours before accepting flight task, and can only carry out flying 24 hours
after any instrument diving due to the possible dangers by using the
compressed air when carrying out instrument diving.
5) The Flight Quality Center of Flight Department evaluate the past flight
quality, and report the Flight Training Center; the Flight Standard and
Training Center should establish the training plan according to the report
from Flight Quality Center. After the training and check, the pilot could
recover the flight operation qualification.

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4.4 Air Crew Medical Certificate
4.4.1The Classification of Medical certificate（CCAR-67.19）
Medical certificate can be classified into the following four grades,
according to the relative regulations of CCAR67：
1) GradeⅠMedical certificate；
2) GradeⅡ Medical certificate；
3) Grade Ⅲ Medical certificate which includes Ⅲa andⅢb Medical
certificate；
4) Grade Ⅳ Medical certificate which includes Ⅳa and Ⅳb Medical
certificate.
4.4.2The Applicable Scope of Medical certificate（CCAR-67.21）
1) A line transport pilot license, aircraft and helicopter commercial
pilot license applicant or holder must hold a Grade I medical
certificate
2) An applicant for licenses of other aircraft pilot, navigator, flight
mechanics or flight communication operator, or such license holder
must obtain and hold a Grade II medical certificate.
3) Airport Tower Controller, Approach Controller，Area Controller,
Approach Radar Controller, Approach (Precision) Radar Controller,
Area Radar Controller must obtain and hold a Ⅲa medical certificate
4) Flight attendant must obtain and hold a Grade IVa medical
certificate.
5) Air Security Officer must obtain and hold a Grade IVb medical
certificate.
4.4.3 The Valid Period of Medical certificate（CCAR-67.33）
The medical certificate is valid from the date of its issuance and
expires on the date as per specified on the certificate.
1) The medical certificate is valid from the date of its issuance. The age
of the applicant is calculated according to the actual age when the
applicant is exmanined.
2) Grade Ⅰ medical certificate is usually valid for 12 months. For
holders aged 60 and above, and holders aged 40 and above and
participating in operations specified in the CCAR-121 Operations
Certification for Air Carriers, the Grade I medical certificate is valid
for 6 months.
3) Grade Ⅱ medical certificate is usually valid for 36 months. For
holders aged 40 and above, this certificate is valid for 24 months; for
holders aged 50 and above, this certificate is valid for 12 months.
4) According to license authority exercised by the medical certificate
holders during operation, Grade Ⅲ medical certificate is valid
for：
(1) Ⅲa medical certificate: 24 months. For holders aged 40 and
above, this certificate is valid for 12 months.
(2) Ⅲb medical certificate: 24 months.

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5) The medical certificate holder may apply for a renewal of the
medical certificate 30 days before the certificate expires in
accordance with the regualtions.

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4.5 Implement Active Health Report System
1) The health inquiry before pilots’ duty, health initiative report system
before pilots’ duty should be carried out. Before pilots implement
flight, should consider their own health conditions, report to the duty
aviation doctor if they feel any problems and the aviation doctor
should handle in reason. Any one can not conceal actual situation or
take medical treatment at one's own discretion;
2) Pilot should be responsible for his health condition before flight; If
he feels any uncomfortable, he should report to duty doctor timely,
any false, lying or untimely report will cause the accusation. Duty
doctor should monitor the health condition of the pilots; For those
who are not in good condition, detailed inquiry shall be conducted
and appropriated actions shall be taken; Risky pilots can not be
released for flight, otherwise, the responsibility shall be accused.
3) During the preflight preparation, the pilots who feel in good health
condition are not required to perform health inquiry, and showing
that the health is in good conditions and can fly normally.
Dispatchers can release directly.
4) During the preflight preparation, the pilots who feel not in good
health condition are required to perform health inquiry to duty
doctor, or call duty doctor if not possible to reach. When duty doctor
make decision of not applicable to fly, duty doctor should stop his
flight immediately and notify(telephone) and report in written
（mail） to Flight Scheduling Office, Dispatching Office to cancel
the pilot’s flight.
5) Duty doctor should monitor pilots’ health condition at the
preparation room timely and check and inquiry pilots’ health
randomly, to ensure the health condition before flight are true.
6) Flight crew should actively inform the fleet of any family upheaval
such as any accident that may prevent the pilot from flying safely.
7) Flight crew should timely report to the company and the authority if
the duty cannot be performed or unsafe incident is caused due to
physical problem.

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5.1 General 5-1-1
5.2 Terminology 5-2-1
5.3 Flight and duty time limitations and rest 5-3-1
requirements
5.3.1 Flight Crew Members 5-3-1
5.4 Appendix 5-4-1
5.5 Flight time statistics and control for flight crew 5-5-1
member
5.6 Flight crew duty period control 5-6-1
Chapter 5 Flight Time Limitations page: 5-0-1

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5 Flight Time Limitations

5.1 General（CCAR-121.481（a））
1) TJA must insure that every flight crew member meet the limitation
of duty time regulated in this chapter, when carrying out the process
of operation according to this principle. Any personnel who go
against the regulations in this chapter should not assume
indispensable member of the flight crew when operating under this
regulation.
2) TJA must insure that every flight crew member who is arranged to
perform flight duty does not violate the regulations of the flight time
limitation (including the operations of this chapter and other chapters,
for example test flight, training flight and ferry flight etc.)
3) Any flight crew member cannot accept the flight duty which is
against the requirements of the duty time, flight time limitation and
rest time regulated in this chapter.
4) For the flight crew fatigue management procedure, refer to Crew
Resources Center Operating Manual

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5.2 Terminology（CCAR-121.481（b）/（c）/133(a)(4)）
1) Flight Time
The time from the aircraft starts to move with its own power for takeoff
to the movement stops and flight completes.
2) Flight Experience Time
The time in which the required crew members carry out tasks in their duty
posts, namely in seat flight time.
3) Approved Sleeping Area
A place approved by CAAC and designated for crewmembers to have
good sleep.
4) Calendar Month
Refer to the period from zero hour of the month to the zero hour of the
next month according to the time divided by the world coordinate time or
the local time.
5) Calendar Day
A period of time defined by world coordination time or local time, lasting
24 hours from the 0' clock of the day to the 0' clock of the next day.
6) Duty Period
A consecutive period of time starting from the moment a crewmember
reports for duty upon receiving flight tasks assigned by the certificate
holder to the moment his duty is relieved. In the event of an operational
delay within a duty time, sleeping time is not calculated as duty time if
the crewmember can have a rest in a place where sleeping facility is
available.
7) Rest Period
A consecutive period of time starting from the moment a crewmember
arrives at the rest place to the moment he leaves rest place for the next
assignment. No certificate holder may arrange work for him or disturb his
rest during the rest time.
8) Operational Delay
A delay due to such objective factors as bad weather conditions, airplane
equipment malfunctions, ATC problems.
Note: In this chapter, the flying time of the flight crew is indicated to the
duty time during the flight of airplane, including seat flight time (flying
experienced time) and non-seat flight time.

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5.3 Flight and duty time limitations and rest requirements（CCAR-
121.P/133(a)(4)）
5.3.1 Flight Crew Members
5.3.1.1 In a two-pilot crew, each pilot must meet following
requirements for duty period, flight time and rest period:（CCAR-
121.483(a)）
1) Each pilot may be scheduled for a duty period of no more than 14
hours within which flight time may not exceed 8 hours. For a flight
with no more than 2 sectors, flight time can be extended to 9 hours.
Each pilot must be given a rest period of at least 10 consecutive
hours after duty period, and the rest period must occur between the
completion of the scheduled duty period and the commencement of
the subsequent duty period.
2) In the event of an operational delay, the rest period subsequent to the
duty period can be reduced to 9 hours if the actual duty time of the
pilot does not exceed the time limit of 14 hours.
3) In the event of an operational delay, the duty period of the pilot may
be extended to no more than 16 hours. In that case, the 10-hour
rest period subsequent to the duty period may not be reduced.
5.3.1.2 In a three-pilot crew including a senior first officer in
conformity with the conditions specified in (CCAR-121.451(a), each
pilot must meet following requirements for duty period, flight time
and rest period: (CCAR-121.483(b))
hours within which flight time may not exceed 10 hours. For a flight
with no stopover, flight time can be extended to 12 hours. Each pilot
must be given a rest period of at least 14 consecutive hours after
duty period, and the rest period must occur between the completion
of the scheduled duty period and the commencement of the
subsequent duty period.
5.3.1.3 In a three-pilot crew including a senior first officer in
conformity with the conditions specified in (CCAR-121.451(a), when
an approved sleeping area is provided for flight crew, each pilot must
meet following requirements for duty period, flight time and rest
period: (CCAR-121.483(b))
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hours within which flight time may not exceed 14 hours and each
pilot shall be provided with the chance to rest at the approved
sleeping area. Each pilot must also be given a rest period of at least
18 consecutive hours after duty period, and the rest period must
occur between the completion of the scheduled duty period and the
commencement of the subsequent duty period.
5.3.1.4 In a four-pilot crew including a senior first officer in
conformity with the conditions specified in (CCAR-121.451(a), each
pilot must meet following requirements for duty period, flight time
and rest period: (CCAR-121.483(d))
hours within which flight time may not exceed 17 hours and each
pilot shall be provided with the chance to rest at the approved
sleeping area. Each pilot must also be given a rest period of at least
22 consecutive hours after duty period, and the rest period must
occur between the completion of the scheduled duty period and the
commencement of the subsequent duty period.
5.3.1.5 Flight Crew Flight Time Limitation in Weeks (CCAR-121.487).
No more than 40 hours in any 7 consecutive calendar days.
5.3.1.6 Flight Crew Flight Time Limitation in Months （ CCAR-
121.487）
1) No more than 100 hours of total flight time in any calendar month.
2) No more than 270 hours of total flight time in any continuous 3
calendar months.
5.3.1.7 Flight Crew Flight Time Limitation in Years (CCAR-121.487)
No more than 1000 hours in any calendar year.

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5.4 Appendix（CCAR-121.489/495（d）/133(a)(4)）
1) With regard to all flight crew members, the sum of the duty period
and the flight time must meet the limitation of duty period and flight
time whether they serve for TJA or other company and carry out the
duty and the flight task no matter what kind of the operation is.
2) The rest time required in the regulation may be contained in the
other rest time.
3) The flight crew members who are assigned for the flight task for the
time being must meet the requirement for the time of rest time
specified in this chapter.
4) In the specified rest time, the flight crew members cannot be
assigned for any working task and the flight crew member cannot
accept any working task either.
5) Having arranged the other jobs before accepting the flight task, the
duty time shall be counted from the time the working begins.
6) When arrange the working task for the flight crew the time of the
working task may be or may not be taken down into the duty period.
When not take down into the duty period, the eight hour rest time
must be arranged for them before the follow-up duty period begins.
7) The waiting-for-command time caused by the delay for the flight
crew before takeoff should be added to the duty time.
8) The time spent on the way to the departure airport before conducting
a flight or back to home base after a flight (such as dead heading)
should not be considered as a part of the rest time, but must be
considered as flight duty time.
9) At least 36 consecutive hours of rest time must be arranged for the
flight crew members for whom the duty period arranged for once or
more than once in any successive 7 calendar days.
10) Only when the operation delay occurred, the time shortened rest is
allowed according to the stipulation, but the prearrangement is not
allowed.
11) When arrange the duty time and the flight time, duty period can be
terminated in the limit time under the normal condition, but, owing
to the operation delay, the flight arranged does not arrive at the
destination in the intended time (over the limit time of the duty
period), the flight crew shall not be considered to exceed the
limitation of the duty period when arrange the shift. But the
limitation of the flight crew matching specified in the regulation
must be obeyed. The duty period can not be prolonged by two hours
at most.
12) If the final place of the flight is not in the same time zone as that of
the base where the flight crew member stays (having six or more
than six hours time differentiate between them ), a forty-eight
successive hour rest time must be arranged when the flight crew
members return to the base. This rest time must be arranged before

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the flight crew members go to the next duty period.
13) With regard to the flight across the calendar day, if the time between
two flights cannot meet the regulation of the rest time, then the two
flights can be considered as one flight task and the time as the
successive duty time between the two flights shall be added to the
duty period to limit. But the rest time at the place in conformity with
the sleeping conditions should be rejected when operation delay
occurred and describe emphatically that the situation is in special
one which, in principle, cannot be used as the evidence to arrange
the normal flight task.
Note: the base mentioned in this article refers to the dwelling place
of the flight crew and the place where the flight crew accept
the flight task confirmed by TJA.

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5.5 Collect and control of crewmember flight time
The Crew Resources Management Office is in charge of flight time
statistics and control for the flight crew members.
1) The Crew Resources Management Office should arrange the flight
task reasonably. Do not arrange the planning task which exceeds the
scope of the regulation and limitation specified in this Handbook.
Based on：
(1) The requirement of the limitation on the duty period, flight time
and the rest for pilots；
(2) The requirement on the duty period and rest for the flight
crew；
(3) Statistics Book of The Flight Time
2) Every flight crew member should understand the situation about his
flight time in days, weeks, months and years and have the records,
too. If he finds out that the flight time of in a day, week, month or
year may be exceeded for the flight plan, the crew member should
actively remind the office in charge of the arrangement of the flight
plan by phone and the offices called by phone should note down
well what the phone called. The concrete process is。
Flows：
(1) The pilot should report to the local Scheduling office；
(2) The Crew Resources Management Office checks according to
the report and then readjust the flight plan.
(3) The Crew Resources Management Office informs the pilot of
the readjusted flight plan.
3) The Planning and Financial Department should copy and send the
statistic form of the flight time to the Scheduling office and Flight
Training Center before 10th of every month.
4) The Flight Training Center should report in written form to the local
Bureau about the flight time statistics of the flight crew member
according to the statistics form of the flight time provided by P & F
Department.
5) The chief pilot should inspect flight plans, flight operations and
flight time statistics frequently according to the rules and regulations
stipulated in the manual and correct the problem whenever appears.

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5.6 Flight crew duty period control（CCAR-121.133(a)(4)）
1) The Crew Resources Management Office and Scheduling Office are
in charge of the duty time control of all flight crew members.
2) If there is any abnormal situation, AOC is responsible for amending
the flight plan and informing the Scheduling Office in time of the
delay.
3) Waiting-for-command time before takeoff is a part of duty period.
So when the flight is not under the normal condition and when the
flight is delayed:
(1) If the flight delay takes place before the flight crew members on
duty enter the aircraft：
The flight delay caused by the airplane late arrival from over 30
minutes to 3 hours, the Operation Control Centre has the
responsibility to advise the flight crew in order to decrease the
duty time, ensuring the follow-up duty time reasonable.
(2) When flight delay takes place after the flight crew members on
duty enter the airport and estimate that the delay time shall be
over 3 or more than 3 hours: Scheduling office shall be
responsible to arrange the flight crew members to rest at a place
having the sleeping conditions in order to ensure the limitation
of the duty period.
(3) If the flight on the day delays over the limitation of the duty
period but not over 2 hours, go on the takeoff according to the
regulations specified.
4) A training flight (simulator, local training) should be considered as a
flight task. The limitations of the rest period, duty period must be
conformed to the regulations of the Manual, if the scheduled flights
are arranged after finishes the training flight.

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6.1 The Termination of Flight Crew Duties 6-1-1
6.1.1 General 6-1-1
6.1.2 Temporary Termination of Flight Crew Duties 6-1-1
6.1.3 Pilot Incapacitation 6-1-1
6.1.4 Examination and Training 6-1-2
6.2 Code of Conduct for Airmen 6-2-1
6.2.1 General 6-2-1
6.2.2 The Working Style of Airmen 6-2-1
6.2.3 Language Courtesy 6-2-1
6.2.4 Company Information Confidentiality 6-2-2
6.2.5 Rules on Smoking 6-2-2
6.2.6 Rules on Part-time Jobs 6-2-2
6.2.7 Management Staff Functions in Flight Operations 6-2-2
6.2.8 Apparel and Appearance 6-2-2
6.3 Accommodation and Transportation 6-3-1
6.3.1 Requirement 6-3-1
6.3.2 Normal Flight Accommodation 6-3-1
6.3.3 Abnormal Flight Accommodation 6-3-1
6.3.4 Transportation 6-3-1
6.3.5 The Flight Members` Responsibilities in the 6-3-1
Accommodation
6.4 Cockpit Management in the Critical Flight Phases 6-4-1
6.5 Use of Seat Belts/Shoulder Harness 6-5-1
6.5.1 Cockpit 6-5-1
6.5.2 Passenger Cabin 6-5-1
6.6 The Management of Flight Control 6-6-1
6.6.1 Pilot Flying 6-6-1
6.6.2 Flying Requirements 6-6-1
6.6.3 Flight Control Conversion 6-6-1
6.7 Manual Control 6-7-1
6.8 Use of flight crewmembers (In-seat flying) 6-8-1
Chapter 6 General Regulation during Flight Page: 6-0-1

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6.8.1 In the following situations, TJA may arrange the 6-8-1

flight crew members according to the requirements
of CCAR-121.459(b) or apply for a deviation
6.8.2 Flight Crew Arrangement Principles 6-8-1
6.9 Use of Autopilot and Autothrottle 6-9-1
6.9.1 Use of Autopilot and Autothrottle 6-9-1
6.9.2 Minimum Altitude for Autopilot Operation 6-9-1
6.10 Flight Monitoring 6-10-1
6.10.1 Pilot Monitoring 6-10-1
6.10.2 Take-over of the Monitoring Responsibility 6-10-1
6.10.3 Navigation Monitor 6-10-1
6.11 Surveillance 6-11-1
6.12 Standard Callouts 6-12-1
6.13 Cockpit Lights 6-13-1
6.14 Use of Checklists 6-14-1
6.15 Closing and Locking of the Cockpit Door 6-15-1
6.16 Rules on Entering the Cockpit 6-16-1
6.16.1 Admission to the Cockpit 6-16-1
6.16.2 Persons other than the crewmembers who are 6-16-1
authorized to enter the cockpit should occupy a seat
in the passenger cabin except for the following
conditions when there is a specific cockpit seat for
them
6.16.3 Requirement on Entering the cockpit 6-16-1
6.16.4 Additional Rules on Non-Crew Members Entering 6-16-2
the Cockpit
6.17 Use of Pilot Seat 6-17-1
6.18 Switching of the Pilot Seat 6-18-1
6.19 Use of Jump Seat 6-19-1
6.20 Switching of Flight Crew (Dual crew) 6-20-1
6.21 Fly as a Deadhead 6-21-1
6.21.1 Definition 6-21-1
6.21.2 Scopes and Conditions for the Deadheads 6-21-1
6.21.3 Application Procedures for Deadheads 6-21-2
6.21.4 Fly as a Deadhead without the Flight Task 6-21-2
Document
6.21.5 Temporarily change of boarding plan 6-21-2

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6.21.6 Boarding Principles 6-21-3

6.21.7 Notification to Chief purser 6-21-3
6.21.8 Baggage 6-21-3
6.21.9 Security Check before boarding 6-21-3
6.21.10 The principles and sequence of arranging seats for 6-21-3
Deadheads
6.21.11 PIC’s Duties and Power 6-21-4
6.21.12 Special requirements on airports 6-21-4
6.22 Cockpit Door Key 6-22-1
6.23 Articles Carried by Flight Crew Members 6-23-1
6.24 Flight Crew Documents Case 6-24-1
6.25 Flight Crew Report 6-25-1
6.25.1 Requirements 6-25-1
6.25.2 Examination Report 6-25-2
6.26 Pilot Post and Rest 6-26-1
6.27 Cockpit Documents Management 6-27-1
6.28 The Responsibilities of Pilot Flying and Pilot 6-28-1
Monitoring
6.30 Securing of Large Articles 6-30-1
6.31 Ozone Pollution 6-31-1
6.32 Passenger Cabin Ozone Density 6-32-1
6.33 Flight Task Documents 6-33-1
6.34 Flight Plan drawing up 6-34-1
6.35 CVR/FDR 6-35-1
6.36 Prohibited Flights 6-36-1
6.37 Use Cell Phone Short Messages to Convey the 6-37-1
Dispatch Fuel Quantity Information
6.38 Runway Incursion Prevention Procedure 6-38-1
6.39 Circuit Breaker reset 6-39-1

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6 General Flight Rules

6.1 The Termination of Flight Crew Responsibility
6.1.1 General
The flight task of the crew can be terminated by VP Flight Ops and
Safety, duty director of the Operation Control Centre, GM of the Flight
Department, Chief Pilot, CPs of each aircraft type, CAAC
representative examiners and GM of the Safety Supervision Dept., in
order to eliminate potential safety risks. The responsibilities of flight
crew will be cleared away along with it, if the following situations
occur:
1) When the VP Operation and Safety considers that terminating the
flight may contribute to the prevention of the event from
happening.
2) When the GM of the Flight Department, Chief Pilot, CPs of each
aircraft type, CAAC representative examiners consider that the
flight should be terminated so that they can check the flight crew.
3) When the fleet which the flight crew belongs to reports to the GM
of the Flight Department or Chief Pilot that this flight crew should
stop flying this flight.
4) When severe flight errors or worse than that have occurred due to
the flight crew’s fault, and the flight crew needs to be investigated.
5) During the duty period outside the main operation base, the pilot in
command is entitled to terminate the duty of any crewmember for
his improper behavior, neglect of duty, damage to the aircraft or
company interests. If the above events occur, the pilot in command
should notify the Operation Control Center who will report to the
Duty Director and the Chief Pilot.
6.1.2 Temporary Termination of Flight Crew Duties
If the flight safety abnormal event has been happened, Safety
Supervision Dept., and flight department should immediately call in the
flight crew to investigate and check the situation and can temporarily
terminate the flight task of the flight crew, and could take further
actions when needed.
6.1.3 Pilot Incapacitation
1) The incapacitation of flight crew include: Abrupt Death, unobviously
partial loss of consciousness or functions. This situation will occur
in all ages and in all flight phases.
2) Flight crew should strictly carry out the operation procedures of
Aircraft Flight Manual and Flight Crew Standard Operating
Procedures. Every flight crew member who can not react immediately
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and take actions to the reminding or call made by severely deviating

from the above operation procedures should be suspected to be
incapacitation or losing part of his capability.
3) If any flight crew member has no response to the second challenge,
other flight crew members can determine that he/she is in
incapacitation. After confirming his/her incapacitation, another pilot in
seat should take over control and use the automation system as much as
possible to fly the aircraft, notify ATC, declare an emergency and
request assistance from other crew members.
6.1.4 Examination and Training
When disqualifications occur during flight examination and training, the
representative examiner must write down the problem and make a
conclusion, and report to the GM of the Flight Department through the
Flight Standard Office who will report to the Chief Pilot. The issue will
be processed according to related regulations.

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6.2 Code of Conduct for Airmen

6.2.1 General
This chapter only provides the basic norms of behavior and does not
include all details and requirements. Therefore, other Company polices,
rules, result of group review and Division leader’s opinion should be
taken into consideration to evaluate a crewmember’s behavior.
6.2.2 The Working Style of Airmen
1) Obeying the command, coordinate, highly responsible, be practical,
keep the same to the person and to yourself, keep clear of public and
privacy, make perfect.
2) Airmen should coordinate closely with other operation related staff.
3) The operator prohibits the flight operation staff deliberately disobey
the flight operation standard, policy and procedure. All the flight
operation staff should conform to the career integrity. For the
deliberately disobey the above regulations pilot, the operator could
punish them after investigation.
6.2.3 Language Courtesy
1) Language civilization of the pilots represent the company’s
appearance, any one shall not diminish the company honors by being
affected by bad mood.
2) Be kind and patient to passengers. For any passenger concerned
reasonable question, a satisfied and appropriated answer should be
given politely in all cases and in a short moment. Any omission or
negligence should be avoided. An in time report may be need when
necessary.
3) Be sincere to passenger’s complains, recommendations or comments.
Quick feedback is required. If any passenger’s demand is not satisfied
because of legal restrictions, a gentle and smart explanation is
recommended. For any non-directly safety violence, the propitiation
must not be rough and arrogant.
4) Any diminishing words are forbidden. Any flight operation safety
subjects can not be discussed among passengers and other
non-relative staff.
5) To differentiate between passengers is not recommended. Talking to
the top management, company staff or other familiar people should
keep in an appropriate mode, and be within company rules to leaving
away passenger misunderstandings.
6) All flight crew members are required to communicate in Chinese or
English in the following situations:
(1) In the cockpit during line operation;
(2) Between the flight crew and cabin crew during line operation;

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(3) In the flight crew training and evaluation.

6.2.4 Company Information Confidentiality
Any airmen should not leak any company privacy to the nonrelated
person.
6.2.5 No Smoking
1) Smoking refers to smoke cigarettes or products of the same type.
2) Smoking is forbidden on the airplane at any time. “NO SMOKING”
sign should be on all the time.
6.2.6 Rules on Part-time Jobs
No airman should fly part-time at any other airline company, aircraft
manufacturer, aviation agent or other types of aviation organization
before this airman’s contract with TJA expires, unless it approved by TJA
and CAAC provided this airman has a valid license for the type of aircraft
he is to fly part-time.
6.2.7 Management Staff Functions in Flight Operation
Distribute the staff according to the company policy and coordinate flight
crew and ground maintenance and support units relationship, maximum
guarantee order, benefit and rationality of the operation.
6.2.8 Apparel and Appearances
Staff apparel and appearance represent a company’s image when
wearing a company uniform nevertheless on duty. The staff in uniform
should be observed in correct manner.
1) Apparel:
a) All pilots should wear their work certificate, uniform and reflective
vest whenever they enter the apron for operation (such as walk-around
inspection, refueling, etc.).
b) Refer to Management Manual of Flight Department for details.
2) Appearances:
Refer to Management Manual of Flight Department.

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6.3 Accommodation and Transportation

6.3.1 Requirement
Crewmembers should stay over at a contracted hotel when necessary. If
there is no contracted hotel, the Operation Control Center is responsible
for making the arrangement. The captain may sign the bill or pay in cash
and apply for reimbursement when back to the company. Each crew
member must pay for his/her personal expenses, including phone calls,
laundry and service charge.
6.3.2 Normal Flight Accommodation
Normal flight crew, chart flight crew accommodation is reserved by
operation control centre, or company representative.
6.3.3 Abnormal Flight Accommodation
Abnormal flight crew should be arranged by the Operation Control
Center. (Or as per contract between the Company and the hotel if any.)
6.3.4 Transportation
The transport should be arranged by the hotel, reserve in advance if the
transport is needed. If take by taxi, bring the ticket to the company.
6.3.5 Associated Crewmembers Responsibilities
1) During the stayover, all the crewmembers should follow the Pilot-in
-Command’s command. Leaving the hotel should be permitted by the
Pilot-in-Command;
2) The first officer should assist in arranging rooms and waking up, and
inform the Pilot-in-Command if any problem is found.

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6.4 Cockpit Management in Critical Flight Phases (CCAR-121.539(a),

(b), (c))
1) Critical phases of flight refer to taxi, take-off, landing and flight under
3000 meters (10000 feet) except cruise.
2) No flight crewmember may perform any duty during a critical phase of
flight except those duties required for the safe operation of the aircraft.
Duties such as company communication made for such
nonsafety-related purposes as ordering galley supplies and confirming
passenger connections, announcements made to passengers promoting
the Company or pointing out sights of interest, and filling out company
payroll and related records are not required for the safe operation of the
aircraft.
3) No flight crewmember may engage in any activity, during a critical
phase of flight, that could distract any flight crewmember from the
performance of his or her duties or which could interfere in any way
with the proper conduct of those duties.
Activities such as eating meals, engaging in nonessential conversations
within the cockpit and nonessential communications between the cabin
and cockpit crews, and reading publications not related to the proper
conduct of the flight are not required for the safe operation of the
aircraft.
During the critical flight phases, all flight crewmember must have their
headsets on,
4) All paper work except for recording the liftoff time or other necessary
flight parameters, must be done on the ground or during the cruise.
5）When flying below 10000ft(AFE/AAL), flight crew can not leave
cockpit by excuse of handing over control.

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6.5 Use of Seat/Seat Belt/Shoulder harness CCAR-121.311）

6.5.1 Cockpit
The company regulates that every seat and every folded seat should be
equipped with seat belt and shoulder harness
1) The flight crew member who occupies a seat must fasten the seat belt
(leg belts) throughout the flight and fasten seat belt (leg belts) and
shoulder harness during taxi, takeoff, landing and flying bellow 10,000
FT. The flight crewmembers may unfasten shoulder harness when
flying above 10,000 feet after the airplane has entered into steady flight
phase. In the whole flight, crewmembers must fasten leg belts.
2) Flight crew members should switch on “fasten seat belt” light and
fasten Seat belts and shoulder harness before expecting to enter the
turbulent area and during flight turbulent period.
3) During other phases of flight, the other pilot should fasten all seat belts
when one pilot leaves his seat.
4) In order not to prevent flight crewmembers from executing assignment
or carry out immediate evacuation under emergency.
(1) Seat belts (leg belts) and shoulder harness need to be placed
properly when not used.
(2) Unoccupied foldaway seat must be folded
(3) Seat belts (leg belts) and shoulder harness of unoccupied seats
must be placed properly
5) Shoulder harness must be fastened by other crew during phase of
taking off and landing, if the use of shoulder strap makes
inconvenience to the flight crew carrying out responsibility, the
shoulder strap may be loosened but the seat belt (leg belt) must be
fastened.
6.5.2 Passenger Cabin
1) The company regulates that every seat in the cabin should be equipped
with seat belt. Every passenger must be seated in the respective seat
and tie themselves properly with individual seat belt when the airplane
moving on the ground or during takeoff and landing.
2) Only after all seats’ backs are in upright position, armrest is put down
and table is stowed, TJA flight crewmembers can carry out takeoff and
landing orders. Every passenger must observe the orders issued by
crew members, except the following cases:
(1) When the seats’ backs are not in the upright position, in order to
make the passage (from the main passage to the exit) to be free of
the backs of seats.
(2) When there are goods on the seats or some people who can not be
upright due to health reasons and the seats will not obstruct any
passenger to walk to the passage or any emergency exit.
3) During the period of moving on the ground, takeoff and landing, the
regulations on children are as follows:

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(1) Individual seat belt must be used and properly fastened for the
children above 2 years old.
(2) Children below 2 years old must be nursed by adults. The
child may be in arms of an adult occupying a seat or a berth as
approved, or be placed in a secured device. This device may be
equipped by TJA, or carried by the child’s parents, guardian or the
paramedic appointed by his parents or guardian.
4) The Seat belts and shoulder harness of seats available should be placed
properly, in order not to obstruct the flight crewmembers in carrying
out assignment or evacuating the personnel immediately under
emergencies.
5) Passengers must fasten their Seat belts in any flight phases as long as
the flight crew indication or “fasten your seat belt” light illuminate.

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6.6 The Management of Flight Control (CCAR-121.543(a) (b) (c))

6.6.1 Pilot Flying
1) At least one qualified pilot should be ensured to monitor the flight
continuously and fly the airplane. Two qualified pilots must be ensured
to fly the airplane during takeoff, landing and encountering turbulence;
PF must complete the input of calculated performance data and
complete approach briefing before descent.
2) Two flight crew members should be ensured in the pilot’s seats, except
the following situations:
(1) Pilots demand the sanitation on board due to physical reasons
(2) Pilot needs to go to the passenger cabin for passengers’
requirements or for business. But the occasion and time to leave the
cockpit is decided by the captain according to the operation
requirements, weather condition and cockpit work load at that time
and the cases expected.
(3) When flying by only two flight crewmembers, the staying time for
public relationship business in the passenger cabin should be
reduced to the best of the pilot’s ability. At the same time, the
leaving area should not go beyond the first three rows of economic
cabin or first class cabin.
3) Under certain special circumstances, flight may be carried out with one
pilot’s seat unoccupied due to safety reasons or the incapacitation of
the other pilot.
6.6.2 Flying Requirements
1) The pilot flying must get his seat all the time in the position where he
can control the airplane directly.
2) Commonly, only one qualified pilot in seat is appointed as Pilot Flying
3) The other pilot can not carry out other activities such as paper works,
dining etc. unless one pilot has held the control of the airplane.
4) Two or more than two functions which can only be carried out by the
persons with flight personnel license should not be carried out by one
flight crew member simultaneously
5) Except the flight crew members carrying out the duty, the pilots of
TJA who have the certificates of this airplane type may be allowed to
control the maneuvering devices by captain under the special
circumstances.
6) The qualified supervisors and examiners to fly in this airplane, who
carry out inspective assignment or examination, are allowed to control
the maneuvering devices according to the regulations by captain.
7) The qualified pilots from other airlines approved by TJA are allowed
to control the maneuvering devices according to the regulations.
8) Any one who can not meet the conditions of the above items should

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not be allowed to control the airplane during flight by any captain.

6.6.3 Flight Control Conversion
1) When carrying out the conversion of the flight control, Pilot Flying
must call “You have control”, and the pilot taking over the flying
authority must call “I have control”.
2) When carrying out the conversion of the flying during manual control,
the pilot taking over the flying must put his hand and feet on the lever
(wheel) and rudder, and call “Take over the flying” after he has got the
actual control of the airplane.
3) In case of handover control during abnormal or emergency situation,
the pilot who is taking over control should keep alert and situation
awareness and callout “my control” when aircraft is confirmed to be
transferred and aircraft’s track is under control, that means the
confirmation of pilot’s responsibility.

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6.7 Manual Control

1) During manual flying, the control of the MCP panel should be carried
out by PM, and the PF gives the order and verifies it.
2) Manual control mode may be selected by PF according to the weather
condition, and it is not allowed to be used when the airplane staying in
margin weather approach. At that time autopilot should be used and
cannot be disengaged until approaching to the point at which enough
visual references are established by flight crewmembers for landing
need.

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6.8 Flight Crew Requirement (In-seat Flying)

（CCAR-121.459(a)(b)）
6.8.1 In the following conditions, the Company may arrange flight crew
members according to CCAR-121.459(b) (a minimum of one pilot with
100 hours of line flight experience on the type), or apply for a reduction
of the flight hour or leg from CAAC according to the regulations.
(1) When a new type of aircraft is introduced for the first time;
(2) No pilot under employment meets the minimum requirements
of this Article, when using certain type of aircraft during
operation.
(3) When pilots appointed to a new base need to be qualified for
the type of aircraft operating in that base.
6.8.2 Flight Crew Arrangement Principles (CCAR-121.459(c))
Refer to 2.1.2.3

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6.9 Use of Autopilot (CCAR-121.133(a)(23))

6.9.1 Use of Autopilot
1) During the flight with autopilot on, the pilot flying is in charge of
monitoring the automations of the airplane and controlling the MCP
panel; meanwhile, flight crew should monitor auto flight and
navigation system and ensure the proper responses from aircraft by the
followings:
a) Cross check the status of MCP;
b) Observe the changes of the mode;
c) Monitor the change of F/D and aircraft’s response.
2) The autopilot should be disengaged and manual control should be
carried out when any situation occurs beyond the control range of
autopilot performance or the autopilot is not holding the expected
course during an instrument approach.
3) During flight with autopilot engaged, at least one pilot should put his
hand on the thrust lever and control wheel (or control column) and his
feet on the pedals whenever there is, going to be or may be a change of
the aircraft status.
6.9.2 The Minimum Altitude with Autopilot（CCAR-121.587(a), (b), (c),
(d)）
1) The Minimum Altitude for Autopilot (A/P) Engagement
For D328, the minimum altitude for autopilot (AP) engagement is
300m RA (1000ft);
For 145, the minimum altitude for autopilot (AP) engagement after
takeoff is 500 ft AGL;
For E190, 400 ft AGL
For A320, when takeoff with SRS (speed reference system) mode,
the minimum altitude for autopilot engagement is: 100 feet AGL, 5
seconds after liftoff.
2) The minimum altitude for Autopilot (A/P) disengagement during the
approach
The minimum altitude for Autopilot (A/P) disengagement for D328,
E145, E190 should be no later than DA/DH or MDA/MDH.
For A320:
(1) Non-precision approach: Applicable minimum descent
altitude (high)

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(2) For ILS approach with no CAT2 or CAT3 displayed on

FMS: 160 feet AGL.
(3) PAR approach (precision approach radar) : 250 feet AGL;
For PAR approach, AP and/ or FD may be used in HDG V/S
or TRK FPA mode
(4) Missed-approach (AP or FD engaged): 100 feet AGL
(5) Other flight phrases: 500 feet AGL
It is not allowed to use AP or FD in OPEN DES or DES mode during
the approach, unless FCU (flight control unit) altitude setting is no less
than the minimum or 500 feet, whichever is higher.
3) Auto land
(1) Flight crew should be aware that LOC (localizer) or GS (glide
slope) may fluctuate without any association with aircraft
systems. The PNF must be prepared to disconnect the AP and
take appropriate actions once any abnormal guidance occurs.
(2) If an autoland is not intended, the flight crew msut disengage
the AP at or above 80 ft which is considered to be the minimum
altitude for switching to manual control. However, the AP may
be disengaged at any time for safety purposes.

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6.10 Flight Monitoring

6.10.1 Pilot Flying
When one crewmember is in charge of the cockpit management and flight
process, other crewmembers are performing their duties effectively which
is monitoring, this crewmember is considered to be the Pilot Flying.
6.10.2 Take-over of the Controlling Responsibility
1) During control switch, the previous pilot flying should inform his
successor of associated conditions which should be crosschecked item
by item, including:
(1) Present Route, Change of the Route, Detour Flight and the
Estimated Time of the Next Check Point
(2) Flight Altitude, Altimeter Setting and the Changes Needed
(3) Cruise Speed and Cruise Procedures
(4) The Weather Reports of Airport and Route
(5) The select of the navigation mode should be pointed out if autopilot
engaged.
(6) Fuel Quantity
(7) Other important items including failure equipments and situations.
2) The Succeeding pilot flying should also:
(1) Check the trim of the airplane.
(2) Confirm that the related items of communication and flight process
have been carried out.
(3) Confirm that the related items of communication and flight process
have been carried out.
3) During flight, at least one qualified pilot should be flying the aircraft,
but two qualified pilots must be in their seats to control the aircraft
during takeoff, landing and turbulence.
6.10.3 Navigation Monitor
Navigation Monitor Methods
6.10.3.1 Before leaving the radio navigation equipment coverage
1) Use DME or VOR/DME raw data (radio bearing and distance
indication) on the ND to confirm the precision of FMC (flight
management control) position detection. Compare with the direction
and distance of waypoint display on the FMC/CDU FIX page,
observe the difference.
2) Check FMC CDU displayed position data
For the same navigation waypoint, check GPS, INTERTIAL RADIO
direction and distance position display or longitude and latitude data
display on the FMC POS page, compare the differences.
3) Uses manual tuned navigation equipment radio direction distance
indication as long as possible, discover the possibly existed
navigation error. Although FMC position is in “IRS navigation only”,

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may more accurate than VOR or ADF. This crosscheck method is

only used to detect the error.
6.10.3.2 Outside of the radio navigation equipment coverage
1) FMC ND uses the map mode to observe “XXERROR (track error)”
error display on the second page of CDU RPOG PAGE.
2) Observe FD of the two PFD (primary flight display), two FD
indication disagreement shows any deviation of the two FMC.
3) Before the waypoint
Check whether the airplane magnetic heading and magnetic track are
correct
A Read estimated magnetic track to the waypoint on the flight plan or
Jeppsan chart.
B Check whether the next waypoint track on the ND or CDU LEG
PAGE agrees with the computer flight plan data
4) Passing through the waypoint
A Confirm the airplane divert to estimated magnetic heading, whether
the indicated magnetic track and distance on ND is the same with
estimated.
B Compare the position passing through the waypoint with the flight
plan, whether it is the same with estimated.
5) After the waypoint
Confirm again whether the track error on the second page of CDU
PROG PAGE equals to zero.
6.10.3.3 Return back to the radio navigation equipment coverage
1) Select the available navigation equipment check position through
manual tune.
2) Compared with DME, VOR/DME or NDB direction or direction and
distance indication with related position indication of FMC CDU,
crosscheck to confirm FMC indication position.
6.10.3.4 Navigation accuracy check
During any flight phase, corrections should be made for any possible
deviation of the navigation system to ensure that aircraft is flying on
scheduled track. The precision of navigation system should be checked
before approach and after delayed flight. (as required by different
aircraft types.)
1) Insert the VOR/DME code or frequency into NAV PAGE of CDU,
read the direction/distance on the left lower or right lower corner of
CDU, and insert the VOR/DME code into the FIX page, the
VOR/DME direction/distance could be seen on the FIX PAGE,
compare the differences and record, judge the navigation precision.
2) Airline abeam some VOR/DME, VOR/DME frequency and code
could also be picked and compare with distance/direction with VOR

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abeam airline on the FIX PAGE to get the navigation accuracy and
record.
3) Pass through the VOR/DME, just pass VOR/DME, FMC longitude
and latitude could be picked from POS PAGE, and compare with the
known VOR/DME position to get the navigation accuracy. Note:
each longitude and latitude could be measured on the chart, the
navigation accuracy could be achieved through calculation.
Note: make sure that the left and right seat one CDU should be
displayed on second page of the PROG PAGE, track error is
indicated zero, effective after confirm or manual correct.
4) Mark the data on the airline diagram, mark on the computer flight
plan which navaids has check navigation accuracy and check result.
6.10.3.5 After flight
If the airplane has large navigation error, significant map drift or
remaining ground speed indication, record should be made in the Flight
logbook and navigation equipments should be checked.

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6.11 Surveillance
1) The basic purpose of Surveillance is to maintain the safe flight track,
which is ensured by PF observing outside and PM monitoring flight
instruments.
2) All flight crewmembers should be very clear of the intentions of PF
and all used procedures by PF at any time and survey closely that the
operation of the airplane is in consistent with the operating procedures.
Whether it is manual or automatic flight, the key actions must be cross
checked so as to verify the accuracy of the operation. It includes: the
change of airplane configuration (landing gear, flaps, speed brake),
setting of heading, altitude (window), and assigned altitude which is
higher than minimum safety altitude, airspeed (bug) setting; handover
control; during takeoff or approach phases, change of auto flight
system/flight management system and radio navigation equipment;
weight/mass, balance calculation and other related autopilot AFS/FMS
input; performance calculation and input, includes: AFS/FMS input etc.
In case of any of the followings, any flight crew should remind “PF”
immediately:
Any flight crew member who notices the following conditions should
remind the PF immediately:
(1) The standard operating procedures are not performed.
(2) ATC clearances are not implemented.
(3) Deviations from the normal flight path.
3) During all approach processes, the PM is responsible for monitoring
the track accuracy, speed, ascent/descent rate indication, the altitude
for entering the runway and additional standard challenge of the
airplane. When the deviation goes beyond the regulations of the item
9.7, the PM must be alerted and report to PF immediately.
4) When visual references are established and AP is disengaged, the
available navigation facilities (especially the G/S and V/S indication)
may still be used to monitor the approach.
5) Cross-checks enable both pilots to maintain vigilance against any
deviation from the normal approach procedure and accidents due to
incapacitation of any pilot.
6) The following important systems require cross-check and verbal
confirmation from the other pilot when performing the abnormal and
emergency procedure: thrust levers, fuel master switch or control
switch, engine fire handle or switch, engine fire switch, IDG/CSD
disengage switch.

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6.12 Standard Callouts

1) Standard callouts should be used for cross check, coordination and
reaching agreements, it is normally used: commanding orders, task
sharing; confirmation of received instructions; QRH challenge and
response; the callout of instrument changing; special events
identification; recognizing of limitations. Callout should be performed
in every phase of flight. Refer to Associated Flight Crew Standard
Operating Procedures for the time and contents of standard callouts.
2) Standard callouts are challenged by the PM, and responded by the PF.
If the PM fails to challenge the item, the PF should call out.
3) Any intentional deviation from the standard procedures should be
announced clearly by the PF for the PM to monitor.
4) The PF must answer and take actions to the challenges made by the
PM to show his consciousness.
5) A pilot should be considered as incapacitated if he fails to respond to
the second challenge or further challenges.

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6.13 Cockpit Lights

1) The illumination of the cockpit should be at the degree of brightness at
which not only the maximum definition can be achieved but also the
good outer visibility. The brightness of the displays should be balanced
on both left and right side, and consistent with other illumination
brightness in cockpit.
2) During night operation, the light in the cockpit should be modulated to
remain low brightness in order to let the flight crew members get the
optimum visual effect at night.
3) During day operation, all switches, warning lights and beacons should
be modulated to a proper brightness.

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6.14 Use of Checklist（CCAR-121.133（a）(20)/(b)(2)/315(a)(b)(c)）

The checklists used by the flight crew during all flight phases and all
abnormal and emergency situations comply with the procedures set in
the operational manual and the requirements of aircraft airworthiness
certificate.
1) TJA should provide every airplane with approved cockpit checklists.
Flight crew should always use the approved Company checklists. The
PIC should make sure that the supplied checklists are used.
2) No pilot should recite the checklists except for the memory items.
3) If any item cannot be performed immediately or is not responded
correctly, the checklist must be stopped at this item until it is
completed.
4) The calling pilot must call the full name of the checklist; the reading
pilot must declare that “XXX checklist complete” after finishing the
checklist.
5) The use of normal checklist and QRH is mandatory. Normal checklist
and QRH should be placed in such a way that they can be accessed by
pilots from any pilot seat immediately.
6) When the aircraft is on the ground and any aircraft equipment is
maintenance, tested or operated by the mechanics or any other pilot
other than the PM and the PF, the checklist must be started from the
beginning.
7) If the checklist is interrupted due to ATC or other reasons, the
checklist may be continued from where it is interrupted.
8) If both in-seat pilots have left their seats before the aircraft moves, the
completed checklists must be performed again.
9) Cockpit observers must supervise the performance of checklist.

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6.15 Rules on Cockpit Entry (CCAR-121.545(a), (b)/547)

6.15.1 Admission to the Cockpit
1) No person may be admitted to the cockpit unless he/she has the
permission from the pilot in command.
2) The entry should be denied when no seat or seat belt is available in the
cockpit for the person requesting the entry.
3) No person except the following ones may be admitted to the cockpit
from the time the aircraft starts to taxi for departure until it stops after
landing:
(1) a crew member
(2) a CAAC inspector or CAAC designated representative who is
performing official duties
(3) A person who has the permission of the pilot in command and
whose duties are such that admission to the cockpit is necessary or
advantageous for safe operations;
(4) Any person who has the permission of the pilot in command and is
specifically authorized by the Company.
Nevertheless, the above conditions shall not refrain the pilot in command
from making emergency decisions to request any person to leave the
cockpit for safety reasons.
4) No person may be admitted to the cockpit during critical flight phases.
5) No flight crew member may leave the cockpit except for physiological
needs.
6) No flight crew member may open the cockpit door, unless a
confirmation has been received from the cabin crew in the predefined
manner.
7) When it is necessary for a flight crew member or a required personnel
to enter or exit the cockpit, the path to the cockpit must be blocked by a
catering cart or guarded by at least one cabin crew member (preferably a
security officer) to prevent other passengers from entering the cockpit.
6.15.2 Any non-crewmember who is admitted to the flight deck must
have a seat available for his/her use in the passenger compartment,
except the following ones who have a seat available for their use in the
cockpit:
1) A CAAC inspector or CAAC designated representative who is
checking or observing flight operations;
2) An air traffic controller who is authorized by CAAC to observe ATC
procedures;
3) A licensed airman employed by the certificate holder;
4) A licensed airman, employed by another certificate holder, who is
authorized by the certificate holder operating the aircraft;
5) An employee of the certificate holder operating the aircraft whose duty
is directly related to the conduct or planning of flight operations or the
in-flight monitoring of aircraft equipment or operating procedures, if
his presence on the flight deck is necessary to perform his duties and he
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has been authorized in writing by a responsible supervisor listed in the

Operation Manual as having that authority;
6) A technical representative of the manufacturer of the aircraft or its
components whose duties are directly related to the in-flight
monitoring or aircraft equipment or operating procedures, if his
presence on the flight deck is necessary to perform his duties and he
has been authorized in writing by a responsible supervisor of the
operations department of the certificate holder listed in the Operation
Manual as having that authority.
6.15.3 Requirements
1) The surveillance system and the peephole must be used to identify the
person requesting entry to the cockpit for the detection of any
suspicious behavior or a potential threat.
2) Whenever, in performing the duties of conducting an inspection, an
inspector assigned by the Authority presents appropriate credentials of
inspector of the Authority (Refer to Annex 1 for the samples of official
credentials) to the pilot in command, the inspector must be given free
and uninterrupted access to the cockpit.
3) Each person admitted into the cockpit must follow all commands from
the pilot in command. No person is allowed to touch any cockpit
equipment unless such person has a qualification in compliance with
CCAR-121.543.
4) No person except for the flight crew members may take the jump seat
located behind the pilot in command.
6.15.4 Supplemental rules on non-crewmember entering the cockpit as
an observer
1) The pilot in command has an obligation to provide a detailed
explanation on the operation of the jump seat and its seat belts to the
non-crewmember who is admitted into the cockpit.
explanation on the location and use of observer’s oxygen mask
including when and how to don the oxygen mask to the
non-crewmember who is admitted into the cockpit.
explanation to the non-crewmember who is admitted into the
cockpit on the emergency evacuation procedure and all possible
exits that may be used when an emergency evacuation is required.
4) No non-crewmember may manipulate the devices, controls or
switches of the aircraft unless such manipulation is authorized by
the pilot in command, except for donning the oxygen mask in the
condition of a rapid depressurization.

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6.16 Closing and Locking of the Cockpit Door（CCAR-121.605）.

The cockpit door must remain closed from the time all external exits are
closed after the boarding procedure is completed until any external exit
is open for deplaning, unless
(1) At any time that it is necessary to provide access to the flight crew or
passenger compartment, to a crewmember in the performance of
his/her duties
(2) At any time that it is necessary to provide access to the flight crew
compartment to a person authorized admission to the flight crew
compartment under Paragraph 6.15.1.
The last crew member that enters the cockpit must make sure that the
cockpit is closed and locked before pushback or engine start is
initiated.
1) Whenever an entry to the cockpit is requested,
(1)A confirmation from the cabin crew must be received in a predefined
manner before the flight crew open the cockpit door.
(2) Identify the person that is requesting entry by checking his/her
credentials.
(3) Verify his/her identification via the VVS if necessary.
(4)If the request is denied by the flight crew, the cockpit door must
remain closed and locked.
(5)If the request is accepted, before the door is unlocked, the path to the
cockpit must be blocked by a catering cart or guarded by at least one
cabin crew member (preferably a security officer) to prevent other
passengers from entering the cockpit, and other cockpit crewmembers
must be notified that the door will be unlocked.
(6) Press the unlock pushbutton to unlock the cockpit door (if
necessary).
2) Whenever it is necessary to close the cockpit door
(1)Inform other cockpit crewmembers that the cockpit door will be
closed.
(2)Press the cockpit door lock pushbutton.
(3) Verify the cockpit door locked indication and the mechanical lock
has locked the cockpit door.
(4) Verify that the VVS system is working properly if necessary
3) Whenever an emergency entry to the cockpit is required,
(1) Press the unlock button on the cabin electronic control panel, or
(2) Open the cockpit door with the backup key in the cabin (depends on
the type of aircraft)
(3) Wait for the unlock sequence to start. The cockpit door will open
after a certain period of time depending on the type of aircraft. Refer to
associated SOP and AOM/FCOM.

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6.17 Use of Pilot Seat

Except the flight operational supervisors from CAAC, the pilot’s seat is
not allowed to be taken by any non-operational flight crew members.
1) Pilot in command
(1) Normally, the pilot in command should fly in the left seat for
takeoff and landing, and he may also carry out cooperation
responsibilities in the right seat.
(2) The pilot in command who has the qualifications of both examiner
and instructor may fly the airplane in either left seat or right seat
for takeoff and landing.
2) Senior first officer (F8) and upgrading first officers (F7)
(1) May perform takeoffs and landings on the left seat when flying
with an instructor.
(2) A senior first officer (F8) may carry out captain’s technical
responsibilities on the left seat during the cruise when flying with
another pilot of any technical level.
(3) Or, carry out cooperation responsibilities on the right seat during all
flight phases as a PNF.
3) First Officer
First officer can only carry out his responsibilities on the right seat.

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6.18 Switching of the Pilot Seat

1) Changing seat during flight must be carried out in cruise (route flying
above 3000 meters/10,000 feet). It must meet the regulations on pilot
flying in seat
2) Before changing seats, autopilot must be engaged and the required
mode is active.
3) While switching seats, one pilot must be flying the airplane and
monitoring the radio. The whole process should be carried out
cautiously, with no interference to the pilot monitoring the control of
the flight
4) Before descent, all seats should be occupied by pilots as required.

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6.19 Use of the Jump Seat

1) The jump seat in the cockpit is approved for use in the following two
ways: “Must use” and “Using seats available”. The jump seat should be
used by approved personnel according to the principle of “first come,
first get”. By this principle, different people have different priority. The
PIC may change the priority sequence under certain circumstances.
2) The priority sequence of “Must use” the jump seat personnel:
(1) Flight crew members of the aircraft
(2) Check airmen or other engineering examiners of TJA
(3) Pilots on errand of TJA
(4) Qualified personnel approved by TJA
(5) Qualified personnel from other airlines or airplane manufacturers
who need to take the flight and are approved by TJA.
(6) CAAC supervisors (has the top priority when performing line
checks)
3) The priority sequence of “Using seats available” personnel
(1) TJA pilots
(2) TJA flight attendants
(3) TJA Dispatchers
(4) TJA Ground instructors
(5) Other approved TJA employees by TJA
(6) Qualified personnel from other airlines or airplane manufacturers

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6.20 The Replacement of the Flight Crew (Dual crew)

In the flight segment with added flight crew members, the duty time of
every flight crew member is the same. The PIC is responsible for
distributing duty time rationally according to regulations, in order to give
enough rest time to the flight crew members.
1) PIC and SIC are responsible for completing all necessary clearances
before each replacement, to ensure all cockpit crewmembers know
their own procedures and duties clearly.
2) The performing of quitting seat briefing is completed by the flight
crew members being replaced. The flight crew members should not
leave their seats until the performing of quitting seat briefing is
completed. The briefing includes:
(1) The present position and appointed altitude of the airplane
(2) Clearance and requires related to the flight plan
(3) Changed airway point related to the flight plan
(4) The Accuracy of the Navigation System
(5) Communication frequency and control area
(6) The fuel quantity and the optimum altitude
(7) The weather of the flight route, destination and alternate airport.
(8) Abnormal situations at that time of the airplane
(9) The latest TJA’s report
(10) The system state and maintenance record of the airplane
3) The PIC and the first officer should not be replaced at the same time,
they should be replaced in turns, in order to provide the first replaced
flight crew member with enough time to be familiar with all the
information related to flight. At least 15 minutes is needed for this
familiarity.
4) In order to ensure the responsibility carried out, the time for replacing
the flight crew members should be signed and recorded in the flight
plan.
5) The replacement of the flight crew should be completed in cruise (no
altitude change). If any abnormal situation occurs, the replacement of
the flight crew should be delayed until the associated checklist is
completed.

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6.21 Fly as a Deadhead

6.21.1 Definition
Boarding Certificate for Business purposes
Refers to the boarding certificate issued by TJA Operation Control Dept.
or a dispatch agency.
Civil Aviation Boarding Pass for business of China
Refers to crew boarding certificate printed by the public security bureau
of CAAC, signed and issued by public security defend department of
every civil aviation unit. This certificate is one of the indispensable
conditions to make the certificate of boarding for business.
6.21.2 The Scopes and Conditions for Deadhead crew
1) The air duty personnel (flying personnel, flight attendant personnel)
who carry out the task assignment in other area or hold the valid Air
Duty Boarding Certificate issued by CAAC, or get the reply from the
leaders of their department due to personal reason.
2) On board dispatcher, onboard maintenance personnel who allocate and
transfer spare for emergency use and maintenance personnel who are
sent for aircraft repairing in other area: should hold employee’s card,
the Certificate of Boarding for Business, Civil Aviation Boarding
Passport for business of China.
3) The personnel of TJA who are responsible for air defense security
tasks (security personnel for short) approved to carry out check task:
should hold employee’s card, the Certificate of Boarding for Business,
Civil Aviation Boarding Passport for business of China.
4) The personnel who carry out safe check or operation inspection
assignment assigned by CAAC: should hold CAAC supervisor
certificate.
5) ATC controllers who attend airline exercitation, flight dispatcher,
aeronautic intelligence personnel, weather reporter and the leaders of
navigational fairs management department who are in charged of
navigation management tasks: should hold employee’s card, Air Duty
Boarding Certificate, Civil Aviation Boarding Passport for business of
China, and Route Practice Assignment Recorder
6) Air duty personnel from other airlines approved by the on duty director
of operation control centre: should hold Air Duty Boarding Certificate,
Civil Aviation Boarding Passport for business of China
7) Other personnel who can be deadhead approved by the leaders of TJA:
should hold employee’s card, the Certificate of Boarding for Business,
Civil Aviation Boarding Passport for business of China.
8) Flight translators, aviation doctors who carry out flight task: should
hold employee’s card, Civil Aviation Boarding Passport for business of
China.
9) Other personnel: “other personnel” who join the flight crew should
hold: Specially Approved Certificate, employee’s card, the Certificate
of Boarding for Business, Civil Aviation Boarding Passport for
business of China.

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6.21.3 Application and approval of flying as a deadhead

1) The Flight Department should forward the name list of deadheads to
the departmental leaders for approval at least one day before the
flight and provide the approved list to the Crew Resources
Management Office or Crew Adjustment Office;
2) The Flight Standard and Training Center determines the list of
deadheads according to the training schedule and forward the list and
respective ticket code to the Crew Resources Management Office or
Crew Adjustment Office at least one day before the flight;
3) For mechanics observing the malfunctions or dispatching the aircraft,
their names should be printed/filled out in the “MECHANIC” field of
the Flight Task Documents; For flight interpreters performing tasks
during the flight, their names should be printed/filled out in the
“RADIO OPERATOR” field; Any other personnel should be
printed/filled out in the “SUPERNUMERARY” or “DEADHEAD”
field.
4) Flight crew should inform the local weight and balance office of the
actual number of deadheads so that the weight and balance office can
produce an accurate load sheet.
6.21.4 Personnel who have not been listed in the Flight Task Document
join flight crew
1) The personnel who have not been listed in the Flight Task Document
need to be permitted by captain and then get on board if they transact
to join flight crew
2) Captain and weight and balance office shall be notified by TJA
agent when operate outside home base.
6.21.5 Temporarily change boarding plan (Generally refer to that day if
the TJA’s personnel as deadhead who changes their boarding plans
temporarily:
1) For the personnel who have already control the seats, the unit they are
in or selves should inform CRM center before 120minutes of take off.
2) CRM Center revise Flight Task Document; adjust flight crew plan 60
minutes before the scheduled takeoff time, and the dispatcher is
authorized by CRMC to revise Flight Task Document and inform
captain.
3) In other outside home bases, captain is authorized by crew control
center to revise Flight Task Document manually.
6.21.6 Boarding Principles
Except the flight translators who carry out this flight mission, all
deadhead crew personnel must observe the following boarding principles:
1) The deadhead crew who have already had a controlled seat.
The deadhead crew who already has the controlled seat must get to the
check-in counter for boarding card and luggage checking as normal
passenger before the check-in counter is closed or as per local procedure;
2) The deadhead crew who have not had the controlled seat

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(1)The deadhead crew who have not had the controlled seat must
observe passenger first principle and submit the arrangement to the
check in personnel and on-spot commanding personnel, if the
tickets are sold out or overbooked.
(2) After check in is closed, the Deadhead crew who have not had the
controlled seat may transact the procedures according to 1) of item
1 after confirming the seat remained.
3) After the average passengers are all in the airplane, the deadhead crew
can get on board, and must not be later than the normal guarantee time
for schedule flight.
6.21.7 Regulations on Deadhead Crew Reporting to Chief purser
1) All the deadhead crew of TJA must circulate to the chief purser when
boarding.
2) The purser verifies whether the deadhead is holding a boarding card
with a fixed seat or not. For deadheads without a boarding card or a
booked seat, the purser should inform the captain and then arrange
seats for them.
3) For those which are not carried out according to 1), 2) of this item,
should be reported to operation control centre to carry out the
transaction by captain or chief purser.
4) Purser should make declaration to the dead head crew as required to
ensure that flight crew should not interfere the duty operation of flight
crew and cabin crew.
6.21.8 Luggage Requirements
1) The portable baggage volume of the deadhead crew must not exceed
20×40×55, the weight must not exceed 5 kilograms, otherwise,
consignment procedure should be transacted.
2) Flight crew baggage tab should be pasted on the consignment of
deadhead crew who enjoy the priority next to VIP, first class
passengers, golden deer card passengers.
6.21.9 Safe Check Before the Boarding of the Deadhead crew
All deadhead crew should pass the safety check of safety check
department and then get on board.
6.21.10 The principles and sequence of the deadhead crew using seats
1) Principles
(1) The deadhead crew should take economic class seats (except
mixed class tickets)
(2) If there is no passenger in the business class, captain may arrange
the deadhead crew to sit in it.
2) The sequence:
(1) On board dispatcher or on board maintenance personnel who
observe failures;
(2) Air duty personnel who carry out missions
(3) Maintenance personnel who carry out maintenance missions
(4) Aviation doctors who carry out missions
(5) The security personnel who check (investigate) safely operation
works;

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(6) Other personnel who hold the special permitted paper issued by the
related departments of CAAC or the leaders of TJA;
(7) Personnel who attend flight practice.
6.21.11 Captain Responsibilities and Powers
1) Responsibilities
(1) Verify that the certificates held by added flight crew personnel are
complete and effective.
(2) Responsible for informing the local weight and balance department
(outer base) of revising weight and balance.
2) Powers
Captain is entitled to refuse the following two kinds of personnel to
get on board.
(1) The number of deadhead crew exceeds the number of available
seats in the passenger cabin.
(2) The deadhead crew who can not meet the requirements of the
regulations
6.21.12 Special requirements of airports
When there are special requirements for the added crew form the airport
authorities, the requirements of the authorities should be followed; when
there are not, the regulations of this manual should be observed

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6.22 Cockpit Door Key

Every airplane is equipped with a special key for flight attendant to
enter into cockpit in case of emergency, and the purser is responsible
for checking that the key is stowed well in the specified place, and
deciding to use it in emergency.

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6.23 Rules on Articles Carried by Flight Crew Members

1) Articles carried by flight crew members must be x-rayed before they
are taken onboard.
2) Crew baggage must be placed in such a way that it will not affect the
normal operation in the cabin or the cockpit.
3) The flight crew members should strictly observe the regulations issued
by CAAC on prohibiting carrying illegal drug such as marijuana,
cocaine, opium, angel powder or amphetamine etc.
4) No crew member should carry articles for unidentified persons when
this crew member is on duty.

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6.24 Flight Crew Document Case（CCAR-121.549）

1) Flight crew members must use the suitcases for flight special use
provided by TJA and ensure the neat appearance of the suitcases with
no damages
2) The latest valid flight navigation data should be in the suitcases of the
flight crew members during flight.
(1) Charts (if necessary)
(2) Flight Experience Log Book
(3) Headset
(4) Calculator
(8) Flashlight etc.
3) Flight Data Case
(1) Flight documents case contains the latest flight navigation
documents:
Route map;
Documents for departure, destination, and the alternate airports;
Material for communication and navigation.
(2) Flight crew should draw data cases provided by aeronautic
intelligence office every day before flight, and return it betimes
when the flight is completed.

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6.25 Flight Crew Report

6.25.1 Requirements(CCAR121-557(a) (b) /559）
1)When airplane encountering abnormal situations of the weather
conditions, ground equipments or navigation facilities, these abnormal
situations should be notified to ground station, air traffic controller and
TJA’s operation control centre who should then inform other related
flight crew. When relevant aircraft failures occur in flight, the flight
crew shall notify company’s operation department of the failure
information without delay, using on-board air/ground communications
equipment (ACARS), so that engineers will prepare in advance for the
failures.
2) The captain should ensure that the all the mechanic abnormal situation
should be filled into the flight tech log after the flight time. The captain
should clearly know the last malfunction condition and handling
procedure in the flight tech log before flight. In case of abnormal
events that affect flight safety, equipments failure, operation delay,
flight crew should report operation control centre after flight and fill
Flight Safety/Information Feedback Form. Meanwhile, company
encourages flight crew to provide SMS report when side affects are
noticed. If abnormal events happen outside of operation base, report
should be made immediately to the operation base, and Flight
Safety/Information Feedback Form should be filled. However, captain
should provide detailed supplemental materials about the event.
(1) Aircraft crash, collision, fire or other flight accidents
(2) Accidents with serious casualties and property damages
(3) Casualties or disappearance of the personnel on board
(4) Overturn, wingover, belly landing and wingtip strike
(5) Explosion, engine fire, engine separation
(6) Emergencies caused by engine failure, low fuel quantity, ice,
severe turbulent etc. (For situations that require ATC priority only.
(7) Aircraft accidents not listed in items 4, 5, and 6.
(8) Navigation facilities or airport facilities fail
(9) Abnormal weather that has effect on the flight
(10) Volcano eruption or an sudden change of the ground or ocean
surface
(11) Other threats to flight navigation besides the conditions mentioned
in items 8, 9 and 10.
(12) Aircraft damage due to ground obstacles
(13) Deviation from runway or taxiway
(14) Visual low or visual high
(15) Overweight Landing
(16) Deviation from the flight route

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(17) Violations against ATC rules (altitude, direction, speed, position

etc.)
(18) Fly into forbidden area or restricted area
(19) Dangerous Proximity
(20) Bird strike
(21) Hijack
(22) Bombs onboard or threatening information receive about bombs.
(23) Emergency landing
(24) Communication Failure
(25) Emergency Procedures
(26) Engine out
(27) Rejected Takeoff
(28) Flat tire
(29) Aircraft components separation
(30) Flying with Landing Gear Down
(31) Hard Landing
(32) Return or divert
(33) Serious error on weight and balance or flight plan
(34) Passenger injury or critical patients
(35) Aircraft interfered
(36) Chaos during deplanning
(37) Unsafe cargo on the aircraft
(38) Dangerous goods leakage
(49) Other situations considered as necessary to the flight safety by
PIC
(40) Reports required by the superior
6.25.2 Examination Report
After examination flight, the evaluation reports of the examinees should
be submitted to the Flight Standard Office of the Flight Standard and
Training Center timely, exactly and comprehensively within one week.

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6.26 Rules on Pilot Posts and Rest（CCAR-121.541（b））

Every on duty flight crew member in the cockpit should be seated in the
appointed duty seat and fasten Seat belts and shoulder harness during the
flight.
1) Critical phases of flight
(1) From engine start until before reach the cruise altitude
(2) From40 NM before the top of descent until landing and shut
down.
In the critical phases of flight, flight crew members shall remain
at the assigned duty station with seatbelt and shoulder harness
fastened, but non-pilot flight crewmembers may loosen shoulder
harness if that action is necessary for performing normal duties.
2) En route Flight
A required flight crew member may leave the assigned duty station
in the following conditions:
(1) If the crewmember’s absence is necessary for the performance of
duties in connection with the operation of the airplane;
(2) If the crewmember’s absence is in connection with physiological
needs;
(3) If the crewmember is taking a rest period, and relief is provided:
a) In the case of the assigned pilot in command during the en route
cruise portion of the flight, by the second pilot in command;
b) In the case of the assigned co-pilot, by a pilot qualified to act as
co-pilot of that airplane during en-route operations.
3) Limitations on the switching of the left and right seats
Switching of the left and right seats is not allowed in the critical
phases of flight, except when the continuance of the flight is
considered by the pilot in command to be endangered.
4) TJA must make sure that all its flight crew members meet the
requirements on duty limit, flight time limit and rest period applied in
this Chapter during its operation. No pilot may act as a required crew
member if this pilot does not meet any requirement specified in this
Chapter.

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6.27 Cockpit Documents Management

1) Any reading material not related to the flight task is prohibited to be
carried into cockpit unless flight safety material which is helpful for the
flight task.
2) When document seeking is required during the flight, only a pilot not
flying can perform this task.
3) In the two-pilot crew flight, the pilot monitoring should perform
document seeking. At the same time, the other pilot is responsible for
flying the airplane and surveiling all the processes of flight.
4) Captain record the following information in each flight: airplane
registration number, date, flight number, flight crew personnel and the
allocation of the mission, departure and destination airports, actual time
of departure (ATD), actual time of arrival (ATA) and light time.
5) As for the requirements of filling out and revising of FLB/TLB, refer
to the Maintenance and Engineering Management Manual.

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6.28 The Responsibilities of Pilot Flying and Pilot Monitoring

1) During the flight operation, the pilot flying is responsible for
controlling the aircraft status, and the pilot monitoring is responsible
for radio communication, airplane accessory control and reading
checklist.
2) Both pilot flying and pilot monitoring should check and verify each
other’s actions and orders.
3) Refer to appropriate Aircraft Operation Manual and Standard
Operating Procedure Manual for task division.

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6.29 Crewmember Requirements at Stops Where Passengers Remain

Onboard（CCAR-121.393）
Refer to Chapter 10, 10.7

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6.30 Securing of Large Articles（CCAR-121.581）

The Company must provide and take actions to prevent each item of
galley equipment and each serving cart, when not in use, and each item of
crew baggage, which is carried in a passenger or crew compartment from
becoming a hazard by shifting under the appropriate load factors
corresponding to the emergency landing conditions under which the
airplane was type certificated.

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6.31 Ozone Pollution (CCAR-121.585)

1) The ozone content of the air varies with altitude and distribution. In the
ozone concentrated place, it will stipulate eyes, nose, mouth and throat
temporarily. TJA will control the ozone density in the cabin within the
standard as stated in item 6.32. If the flight crew confirms that the
density of polluting ozone is close to the limitation at a certain flight
level, the pilot in command should:
(1) Request a lower altitude (if possible);
(2) Use 100% oxygen before approach and landing if the flight is
performed at night.
2) If the flight crew confirms that the density of polluting ozone is
exceeded at a certain flight level, the pilot in command should make a
return immediately, unless the only people on board are flight crew
members of TJA，employees of TJA, supervisors from CAAC, and
other approved personnel by TJA who may deviate from the
requirements of this manual or when TJA has already had a plan for
replacing the engines.

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6.32 Passenger Cabin Ozone Density(CCAR-121.585)

1) Definition:
(1) Flight segment refers to scheduled nonstop flight time between
two airports
(2) "Sea level equivalent" refers to conditions of 25°C and 760
millimeters of mercury pressure
2) Except as provided in paragraphs 4) and 5) of this section, TJA may
not operate an airplane above the following flight levels unless it is
successfully demonstrated to the Administrator that the concentration
of ozone inside the cabin will not exceed.
(1) For flight above flight level 320 (9600 meters), 0.25 parts per
million by volume, sea level equivalent, at any time above that
flight level; and
(2) For flight above flight level 270 (8400 meters), 0.1 parts per
million by volume, sea level equivalent, time weighted average for
each flight segment that exceeds 4 hours and includes flight above
that flight level. For this purpose, the amount of ozone below
flight level 180 (6000 meters) is considered to be zero.
3) Compliance with this section must be shown by analysis or tests, based
on either airplane operational procedures and performance limitations
or the certificate holder's operations. The analysis or tests must show
either of the following -
(1) Atmospheric ozone statistics indicate, with a statistical
confidence of at least 84%, which at the altitudes and locations at
which the airplane will be operated cabin ozone concentrations
will not exceed the limits prescribed by paragraph (2) of this
section.
(2) The airplane ventilation system including any ozone control
equipment, will maintain cabin ozone concentrations at or below
the limits prescribed by paragraph (2) of this section.
4) The Company may obtain an authorization to deviate from the
requirements of paragraph (2) of this section, by an amendment to its
operations specifications, if -
(1) It shows that due to circumstances beyond its control or to
unreasonable economic burden it cannot comply for a specified
period of time; and
(2) It has submitted a plan acceptable to the Administrator to effect
compliance to the extent possible.
5) TJA need not comply with the requirements of paragraph (2) of this
section for an aircraft -
(1) When the only persons carried are flight crew members and
persons listed in 11.13;
(2) If the aircraft is scheduled for re-engine.

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6.33 Flight Task Documents

The carrier requires that captain must record the following information in
the flight mission paper in each flight.
1) Airplane Registration Number;
2) Date;
3) Flight Number
4) Flight Crew Personnel and Mission Assignment
5) Departure and Destination Airport
6) Actual Time of Departure (ATD), Actual Time of Arrival (ATA) and
Flight Time;
Note: The PIC is authorized by Operation Management Dept. to revise
the assignment document manually if necessary.

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6.34 Flight Plan drawing up

Flight plan establishment must synthesize every factor of limiting the
flight crew arrangement, see the followings for details: General
Management Regulations of Flight Plan Establishment
1) Qualification of the Flight Crew
2) Requirements on the Composition of the Flight Crew
3) Flight/Duty Time Limitations
4) Arrangement Limitation for Inexperienced Flight Crew
5) Physical Requirements in Flight
6) Flight Cadre Plan Establishment.

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6.35 CVR/FDR
1) Flight data recorder must not be turned off inadvertently during flight
2) Cockpit voice recorder must not be turned off inadvertently in flight
operations, except it is necessary to save the data of the accident or
relative to the severe incident reference dada.
3) When the CVR or FDR fails prior takeoff, the flight crew should take
actions subject to the company rules, and taxi back for maintenances if
the affected items can not be reset. TJA MEL must be carried out in the
subsequent dispatch.
4) When the CVR or FDR fails after takeoff, the flight crew may continue
fly to the original destination.

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6.36 Prohibited Flights

If one of the following situations appears, prohibit flying:
1) The flight crew members are not complete, or could not fly because of
thought, technology, and health problems
2) Flight crew members do not carry out flight preparation or do not bring
all related document, certificate, data and equipment;
3) Flight engines and airborne equipment malfunction has influence on
the flight safety;
4) Over the airplane performance limit, such as runway contaminated,
wind exceedance.
5) Ice, snow and frost on the airplane surface, do not clean, airplane
without de-icing and anti-icing equipment or equipment failure enters
into the icing area;
6) Not enough navigation backup fuel quantity on the airplane;
7) The landing airport is closed due to the weather, or can not dispatch on
the airline;
8) The airplane is overloaded or load does not conform to the regulation;
9) The airline, airport ground communication navigation and other
support equipment failure, they can not support the safe flight.
10) Lower than captain, airport and airplane minima;
11) Lower than the minimum safe altitude or lower than the height
separation and vertical or lateral separation between airplanes
12) In the prohibited area, dangerous area or limitation area effective
period r cannon shot range;
13) In the nation boarder deviation airline or operation area;
14) Hedgehop in the not observed operation area;
15) Instrument flight (include half visibility), the airplane is not
positioned well and descend in rush below the safe altitude;
16) Fly to the cumulonimbus and dense cumulus, below the regulated
lateral and vertical distance circumnavigate the cumulonimbus (dense
cumulus);
17) Start, taxi, enter into the runway and takeoff without ATC
permission;
18) Left seat first officer who is under instruction controls the airplane
without permission;
19) Airborn persons are not the same as the task paper and cabin list, no
police safe check or flight without approval certificate;
20) No anti-hijacking precautions.

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6.37 Use Cell Phone Short Messages to Convey the Dispatch Fuel
Quantity Information
1) The short message platform cell phone numbers access is from
dispatch platform flight crew file, every branch fleet is responsible for
maintain dispatch platform flight crew file cell phone numbers, and
responsible for the correctness and effectiveness; and the captain with
more than one cell phone numbers should provide in the flight crew
file and the used the cell phone in this flight;
2) The duty dispatcher release the domestic dispatch sheet, and use the
short message to inform the dispatch fuel quantity to the captain;
when the fuel is changed, the short message send twice or more than
twice for the same flight, must confirm with the captain;
3) For the flight stopover, the captain cell phone should be through;
4) The flight crew temporary adjustment 2 hours before estimated takeoff,
the flight department crew resource control should immediately
update the flight net crew name list and inform the operation control
centre dispatch seat by email;
5) Any questions to the fuel quantity from the captain or the fuel quantity
disagreement between the telegraph and short message, contact the
duty dispatcher with the short message phone or dispatch sheet phone,
confirm final dispatch fuel quantity and correct the dispatch sheet
information with the dispatcher and notify the related the units.

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6.38 Runway Incursion Prevention Procedure

6.38.1 Flight crew shall acknowledge all relative airport signs; identify
the markers and lighting of runway and holding point.
6.38.2 Standard communication terms should be used during radio
communications. Some ATC instructions must be repeated such as “line
up, hold short of runway, cross active runway” etc. The flight crew
should taxi the airplane to the designated position, and the captain shall
ensure the airplane nose and empennage keep in specific position,
especially at some parallel runway with small separation.
6.38.3 During flight preparation, flight crew should copy the taxi path
from ATC while using the airport charts and airfield marks as a reference
and an analysis; prepare the high risk of runway incursions such as
multi-runway airport, busy airports, and airports under constructions.
6.38.4 The flight crew should stop the airplane and check if anyone in
cockpit suspects or object to the taxi instruction.
6.38.5 At unfamiliar airports, the flight crew may consider to request a
follow me car or more detailed ground instructions.
6.38.6 At low visibility runway condition (RVR less than 1200 feet),
report all airplane signs. Follow the low visibility taxi procedures if
available. Checklist could be done only after the airplane stopped.
6.38.7 The flight crew should cross check the ATC instructions before the
airplane moves into complex taxiway intersection or crosses the active
runway; one of the flight crew should look outsides to ensure no
intruders.
6.38.8 After obtained the line up clearance, one of the flight crew should
observe the takeoff path and landing direction clear on both sides. The
airplane will be lining up after cross check and captain called” LEFT
CLEAR” while the first officer called “RIGHT CLEAR ”
6.38.9 Lining up or crossing the runways, the flight crew should turn on
all external lights, and switch the TCAS to TA/RA mode.
6.38.10 After fully vacated the runway, the flight crew may report
“runway vacated”, the after landing procedures maybe done when
established the communications.
6.38.11 When operating at low visibility runway or busy airfield, the
transponder mode should be set at “S” or the mode which is required by
ground control.
6.38.12 After obtained the takeoff clearance or before reaching the
decision height on final, the flight crew must visually contact the runway
to ensure no obstacle. Missed approach or go around procedure must be
immediately applying when there is object or intruder airplane on the
landing runway.
6.38.13 If the flight crew enters the runway inadvertently or other

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airplane intrusion is encountered, the flight crew should turn on all

external lights and report to ATC without any delay for the proper avoid
actions.
6.38.14 The flight crew should make sure the airplane position and flight
conditions at any phase of flight. Maintain clear situational awareness and
verify the airplane condition complied with the flight conditions in order
to avoid the runway incursions.

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6.39 Circuit Breaker reset

1)For E190, when the CBs popped, refer to the operating procedure in
the AOM14-05-30
2)For E145, in principle a tripped CB should not be reset by the flight
crew, either during ground operations or in flight. If, in the
Captain’s judgment, the equipment is essential to the safety of
flight, the following must be considered prior to a CB reset
attempt:
(1) Allow the tripped CB a minimum cooling period of at least 3
minutes before attempting to reset;
(2) Whenever possible, switch the corresponding equipment off before
resetting the tripped CB in order to minimize the potential
electrical current overload and sparking effects;
(3) A briefing on the possibility of losing all the equipment associated
with the same bus bar, and on the fire fighting equipment location
and procedures (including coordination with the cabin crew) by the
flight crew are recommended before resetting the CB; and
(4) If the CB trips again, the corresponding system/equipment must be
considered inoperative, and the circuit breaker must not be reset
again.
WARNING: RESETTING THE FUEL PUMP CIRCUITS, OR THE
FUEL QUANTITY INDICATING SYSTEM CB’S ARE
PROHIBITED.
3) For A320, CB refers to ABN 80.19; 80.20.

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7.1 ACN 7-1-1
7.2 Wind Limitations 7-2-1
7.2.1 Wind Limitation during takeoff/Landing and 7-2-1
degraded stopping ability for D328
7.2.2 E145 Limitations 7-2-1
7.2.3 E190 Limitations 7-2-2
7.2.4 A320 Limitations 7-2-3
7.2.5 Wind Limitations for Passenger /Service /Cargo 7-2-4
Door Operation
7.3 Aircraft Classification 7-3-1
7.4 Table of Climb Gradient vs Climb Rate 7-4-1
7.5 Table of Descent Gradient vs Descent Rate 7-5-1
7.6 The Operation Limit of Airplane Performance 7-6-1
7.6.1 General 7-6-1
7.6.2 The Takeoff Performance Limit of Turbine 7-6-2
Engine Aircraft
7.6.3 Turbine Engine Aircraft En route limitations: 7-6-3
One engine inoperative
7.6.4 Landing Analysis 7-6-3
7.6.5 Landing Limitation of Turbine Engine 7-6-4
Aircraft:Alternate Airport
Chapter 7 Aircraft Performance page: 7-0-1

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7 Aircraft Performance
7.1 ACN:
ACN values：
DOR 328：9.2
ERJ145-LR：14
E190：27
A320:
Type of pavement Rigid Flexible
Aircraft weight A B C D A B C D
166447LB/75500KG 45 47 50 52 40 41 46 52

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7.2 The Wind Limitation for Each Type Airplane ： The wind
limitation for each type of aircraft is an average wind speed.
During operation, the average wind speed is also used for dispatch
with a reference to the maximum gust when appropriate.
7.2.1Wind Limitation during takeoff/Landing and degradation of
stopping ability for Dor328.
Wind Direction Wind Speed（nm/hour）
Standing water, Slush
Dry runway Wet Runway runway
Crosswind 24 15 8
Headwind 46 46 46
6 for takeoff, 10
Tailwind for landing 6 4
7.2.1.1 The maximum wind components in low visibility for Dor 328
during landing:
3 kilometer﹥visibility≥2kilometers…………………..24kts(12m/s)
2 kilometer﹥visibility≥1kilometers…………………..20kts(10m/s)
1 kilometer﹥visibility………………………………..10kts(05m/s)
Note: 1.When the depth of the standing water, slush or wet snow on the
runway is more than 7 mm, the depth of the loose snow is more
than 28 mm, taking off is prohibited.
2. When the depth of the standing water, slush or wet snow on the
runway is more than 15 mm, the depth of the loose snow is
more than 60 mm, landing is prohibited.
3. When the width of the runway is equal to or less than 30 meters,
the standard positive crosswind speed is 15nm/hour
4. When the length of the runway is less than or equal to 1800
meters, the standard tailwind speed is 0.
7.2.2E145 Limitations
7.2.2.1 The Wind Limitation of takeoff/Landing and degradation of
stopping ability for E145:
Wind Direction Wind Speed（kts）
Compacted Standing
Dry Wet snow water/slush Un-melting ice
Crosswind 30 10 10 10 10
Headwind 50
Tailwind 10
Note: 1) Maximum standing water/snow on runway
Standing water/wet slush：8mm；
Slush：9.4mm；
Wet snow：16mm；
Dry snow：40mm；
Dry Loose snow：64mm.

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2) If runway centerline lights are not available (for night flight),
the maximum cross wind: 20 knots/hour
7.2.2.2 Maximum crosswind component for landing in low visibility:
3 kilometers > visibility ≥2 kilometers-----30 knots (15 m/s)
2 kilometers > visibility ≥1 kilometer------25 knots (13 m/s)
1 kilometer > visibility-------------------------15 knots (8 m/s)
7.2.2.3 Operating Limits for Runway with Standing Water, Snow
1. Takeoff and landing are forbidden if the depths of the following are
more than: 8 mm standing water or wet slush, 9.4 mm slush, 16 mm wet
snow, 40 mm dry snow, 64 mm loose dry snow.
2. Takeoff and landing is forbidden on runways with reported brake
action medium or below or the runway friction coefficient less than
0.3.
3. If the standing water, the snow depth are over the above standards, in
addition to meeting the shortest takeoff and landing runway length, the
cleared runway width should satisfy one of following conditions:
1) At least 40 meters;
2) At least 30 M, the corresponding crosswind limitation
will be reduced by 10 knots.
7.2.2.4 Operational Limitations for E145 under moderate rain or above
It is prohibited to takeoff from or land at an airport under conditions of
moderate rain or above.
7.2.3 E190 Limitations
stopping ability for E190:
1) Maximum tailwind component for engine start-------15 kts (8m/s)
2) Maximum takeoff and landing tail wind component-------10 kts (5m/s)
3）Maximum takeoff and landing crosswind component:
Dry runway-----------------------------------30 knots (15 m/s)
Wet runway-----------------------------------23 knots (12 m/s)
Contaminated runway ---------------------10 kts (5 m/s)
Runway with ice (not melting)----------------Do not land
4）Maximum crosswind component for landing in low visibility:
3 kilometers > visibility ≥2 kilometers----------------30 knots (15 m/s)
2 kilometers > visibility ≥1 kilometer-----------------23 knots (12 m/s)
1 kilometer > visibility-----------------------------------15 knots (8 m/s)
When the crosswind component is bigger than 25 knots, static takeoff is
not recommended because the air compressor may stall.

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7.2.3.2 E190 Operational Limitations of Runway with Standing Water,
Snow
1）Takeoff and landing are forbidden if the depth of the standing water,
the wet snow or the slush is over 13MM (including), dry snow is over
60MM (including)
2）Takeoff and landing is forbidden on runways with reported brake
action medium or below or the runway friction coefficient less than 0.3.
3) If the standing water, the snow depth are over the above standards, in
(1) At least 40 meters;
(2) At least 30M, the corresponding crosswind limitation will be reduced
by 10 knots.
7.2.3.3 Operational Limitations for E190 under moderate rain or above
Do not approach and land at an airport under conditions of large rain or
above during daytime, or moderate rain or above at night.
7.2.4A320 Limitations
stopping ability for A320:
1) Maximum takeoff tail wind component-------10 kts
Maximum landing tail wind component-------10 kts
2）Maximum takeoff and landing crosswind component:
Dry runway------------------------------30 knots (15 m/s, including gust)
Wet runway------------------------------23 knots (12 m/s including gust)
Contaminate runway -----------------10 knots (5 m/s including gust)
According to brake effect report, takeoff and landing is not allowed if
crosswind is higher than the following data
reported Runway friction Max crosswind（kt） Considerable
brake action coefficient takeoff landing runwaystatus*
Good ≥0.4 29 30 1
Good to 0.39 to 0.36 29 29 1
medium
medium 0.35 to 0.3 25 2/3
Middle to 0.29 to 0.26 20 2/3
poor
Poor 0.25 to 0.21 15 3/4
Nil 0.2 and below 5 4/5

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* Considerable runway status (only valid to certain max crosswind)
1: dry, damp or wet runway (water depth within 3mm)
2: runway covered with slush
3: runway covered with dry snow
4: runway covered with standing water that may cause skiing or
wet snow
5: icing runway or skiing phenomenon highly happen
The valve in the table doesn’t include gust.
3) Maximum wind for auto approach, landing and roll
Headwind: management speed: 30 knots (with A/T)
Selected speed: 20 knots (with or without A/T)
Tailwind: 10 knots
Crosswind: 20 knots
4）Maximum crosswind component for landing of visibility:
3 kilometers > visibility ≥2 kilometers----------------30 knots (15 m/s)
2 kilometers > visibility ≥1 kilometer-----------------23 knots (12 m/s)
1 kilometer > visibility-----------------------------------15 knots (8 m/s)
7.2.4.2 A320 Operational Limitations on Runway covered with Standing
Water, Snow
1）Takeoff and landing are forbidden if the depth of the standing water,
or the slush is over 12.7MM), dry snow is over 50.8MM
2）Takeoff and landing is forbidden on runways with reported braking
action medium or below or the runway friction coefficient less than 0.3.
3) If the standing water, the snow depth is over the above standards, in
(1) At least 40 meters;
(2) At least 30M, the corresponding crosswind limitation will be reduced
by 10 knots.
4) Takeoff and landing are forbidden on icing runway.
7.2.4.3 Operational Limitations for A320 under moderate rain or above
Do not approach and land at an airport under conditions of large rain or
above during daytime, or moderate rain or above at night.

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7.2.5 Restriction Table of boarding door/service door/cargo compartment

door operation under strong wind for different types of aircraft
Restricted Boarding Door/ Cargo Compartment Restriction
Door Service Door Door
A/C type E145 E190 A320 E145 E190 A320
Average 40 40 65 40 40 40 Do not
wind operate any
speed (kts) door
Gust speed 65 65 60 60 65 Do not keep
(kts) any door
OPEN
Note1: Do not operate any door: it is not allowed to open or close doors.
Note2: Do not operate any door: it is not allowed to keep the previously
opened door in open position when the reported gust speed
reaches or exceeds the value in the table. Measures should be
taken in advance to close the door.
Note3: When the average wind speed and/or gust speed reaches or
exceeds the value in the table, but it is confirmed that the wind
speed at leeward side is below the value, the doors at leeward side
can be operated or kept in open position. After completing
relevant work, close the doors timely to prevent structural damage.
Note4: When the average wind speed and/or gust speed reaches or
exceeds the value in the table, but aircraft doors are protected by
obstructions like lounge bridge, etc., doors can be operated or kept
in open position under the condition that safety is ensured.

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7.3 Airplanes Classification (CCAR-121, Annex A)

The Classification of Airplanes of TJA：
1) Dor 328：— Category II aircraft；
—CAT B（Based on threshold speed）；
—CAT C4（Based on operation ceiling）。
2) EMB145：— Category II aircraft；
—CAT C（Based on threshold speed）；
—CAT C2（Based on operation ceiling）.
3) ERJ190：— Category II aircraft；
—CAT C1（Based on operation ceiling）.
4) A320：— large aircraft；
—CAT C1（Based on operating ceiling）.

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7.4 Table of Climb Gradient vs Climb Rate
See chart 7.5

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7.5 The Conversion between Descent Gradient and Descending Rate

Table of Gradient vs Climb/Descent Rate
Gradient Ground speed (kts)
﹪ ft/nm 80 120 150 180 210 250
2.5 152 203 304 380 456 532 633
2.6 158 211 316 395 474 553 659
2.7 164 219 329 411 493 575 684
2.8 170 227 341 426 511 596 709
2.9 176 235 353 441 529 617 735
3.0 182 244 365 456 547 638 760
3.1 188 252 377 471 566 660 785
3.2 194 260 389 487 584 681 811
3.3 201 268 402 502 602 702 836
3.4 207 276 414 517 620 724 861
3.5 213 284 426 532 638 745 887
3.6 219 292 438 547 657 766 912
3.7 225 300 450 563 675 787 937
3.8 231 308 462 578 693 809 963
3.9 237 316 474 593 711 830 988
4.0 243 325 487 608 730 851 1013
4.1 249 333 499 623 748 872 1038
4.2 255 341 511 638 766 894 1064
4.3 261 349 523 654 784 915 1089
4.4 267 357 535 669 803 936 1114
4.5 273 365 547 684 821 957 1140
4.6 279 373 559 699 839 979 1165
4.7 286 381 572 714 857 1000 1190
4.8 292 389 584 730 875 1021 1216
4.9 298 397 596 745 894 1043 1241
5.0 304 406 608 760 912 1064 1266
5.1 310 414 620 775 930 1085 1292
5.2 316 422 632 790 948 1106 1317
5.3 322 430 645 806 967 1128 1342
5.4 328 438 657 821 985 1149 1368
5.5 334 446 669 836 1003 1170 1393

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5.6 340 454 681 851 1021 1191 1418
5.7 346 462 693 866 1039 1213 1444
5.8 352 470 705 882 1058 1234 1469
5.9 358 478 717 897 1076 1255 1494
6.0 365 487 730 912 1094 1276 1519
6.1 371 495 742 927 1112 1298 1545
6.2 377 503 754 942 1131 1319 1570
6.3 383 511 766 957 1149 1340 1595
6.4 389 519 778 973 1167 1362 1621
6.5 395 527 790 988 1185 1383 1646
6.6 401 535 803 1003 1204 1404 1671
6.7 407 543 815 1018 1222 1425 1697
6.8 413 551 827 1033 1240 1447 1722
6.9 419 559 839 1049 1258 1468 1747
7.0 425 568 851 1064 1276 1489 1773
7.1 431 576 863 1079 1295 1510 1798
7.2 437 584 875 1094 1313 1532 1823
7.3 444 592 888 1109 1331 1553 1849
7.4 450 600 900 1125 1349 1574 1874
7.5 456 608 812 1140 1368 1595 1899
7.6 462 616 924 1155 1386 1617 1925
7.7 468 624 936 1170 1404 1638 1950
7.8 474 632 948 1185 1422 1659 1975
7.9 480 641 961 1201 1441 1681 2001
8.0 486 649 973 1216 1459 1702 2026
8.1 492 657 985 1231 1477 1723 2051
8.2 498 665 997 1246 1495 1744 2076
8.3 504 673 1009 1261 1513 1766 2102
8.4 510 681 1021 1276 1532 1787 2127
8.5 516 689 1033 1292 1550 1808 2152
8.6 523 697 1046 1307 1568 1829 2178
8.7 529 705 1058 1322 1586 1851 2203
8.8 535 713 1070 1337 1605 1872 2228
8.9 541 722 1082 1352 1623 1893 2254
9.0 547 730 1094 1368 1641 1914 2279

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9.1 553 738 1106 1383 1659 1936 2304
9.2 559 746 1118 1398 1677 1957 2330
9.3 565 754 1131 1413 1696 1978 2355
9.4 571 762 1143 1428 1714 2000 2380
9.5 577 770 1155 1444 1732 2021 2406
9.6 583 778 1167 1459 1750 2042 2431
9.7 589 786 1179 1474 1769 2063 2456
9.8 595 794 1191 1489 1787 2085 2482
9.9 602 803 1204 1504 1805 2106 2507
10.0 608 811 1216 1519 1823 2127 2532
feet/minute
Table 7-1 Gradient vs Climb/Descent Rate

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7.6 Operational Limitation of Airplane Performance
7.6.1General（CCAR-121.173）
The airplanes of TJA are all turbo-engines.The regulations from CCAR-
121.189 to 197 should be observed. TJA should use performance data of
Airplane Flight Manual to ensure complying with the regulations from
CCAR-121.189 to 197.When the conditions involved are different from
the pursuant conditions of these performance data, if the results of
interpolated or calculated method is as accurate as the one of direct
experiment, whether meeting the regulations or not can be determined by
interpolated method or through calculating the influence of detailed
change of variables .When they determine whether the performance data
accord with the regulations of CCAR-121 or not, the accuracy of the
entroute chart should be taken into consideration.
In addition, in order to make pilot find the performance data for all flight
phases quickly during normal flight or in case of abnormal situation, in
addition to AFM, the performance part in QRH and FMS for all types of
aircrafts will provide all required performance data for takeoff, climb,
cruise, descent, approach, landing. It includes:
i) Aircraft weight；
ii) Operating procedure；
iii)Pressure altitude；
iv）Temperature；
v）Wind；
vi）Normal/contaminated runway takeoff data；
vii）Take off configurations(landing gear/flaps setting)
viii ） Field length limitation for takeoff/landing in different
configurations;
ix ） Capabilities with OEI/AEO (in different configuration,
different flight phases);
x）Brake energy/cooling time;
xi）Thrust；
1）The contents in QRH is supplementary to the FMC performance
data. It provides sufficient data to complete flight in case of FMC failure.
However, AFM should be respected when any conflicts exist between the
provided data and approved AFM.
2）To ensure the precision of all data or when pilot find the
provided data is not precise, AFM should be considered or request
performance analyzer to provide precise data.
3 ） When QRH performance data is used, flight crew should
consider:
i）Degradation/missing of onboard equipments;
ii）The degradation of airport equipments described in NOTOMAS;
iii）Weather factors(extreme hot/extreme cold);

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iv）The features of flying airport(obstacles, runway gradient, high
altitude area etc.;)
7.6.2 Takeoff limitations for Turbine-engine-powered airplanes:
（CCAR-121.189）
1) No person operating a turbine-engine-powered airplane may takeoff
that airplane at a weight greater than that listed in the Airplane Flight
Manual for the elevation of the airport and for the ambient
temperature existing at takeoff.
2) No person operating a turbine-engine-powered transport category
airplane may takeoff that airplane at a weight greater than that listed
in the Airplane Flight Manual at which compliance with the
following may be shown:
(1) The accelerate-stop distance must not exceed the length of the
runway plus the length of any stopway;
(2) The takeoff distance must not exceed the length of the runway
plus the length of any clearway, neither should the length of
any clearway included be greater than one-half the length of the
runway.
(3) The takeoff run must not be greater than the length of the
runway.
3) No person operating a turbine-engine-powered airplane may takeoff
that airplane at a weight greater than that listed in the Airplane Flight
Manual that allows a net takeoff flight path that clears all obstacles
either by a height of at least 10.7 meters (35 feet) vertically, or by at
least a specific distance horizontally. The specific distance will be
the smaller of the following two values:
(1) 90 meters (300 feet) + 0.125D, where D refers to the distance
from the airplane to the end of takeoff distance available;
(2) For VFR flight, when the heading of intended track varies less
than 15 degrees, the distance will be 300 meters; when the
heading varies more than 15 degrees, the distance will be 600
meters. For IFR flight, when the heading of intended track
varies less than 15 degrees, the distance will be 600 meters;
when the heading varies more than 15 degrees, the distance will
be 900 meters.
4) In determining maximum weights, minimum distances, and flight
path under paragraphs (a) through (c) of this section, correction must
be made for the runway to be used, the elevation of the airport, the
effective runway gradient, and the ambient temperature and wind
component at the time of takeoff.
5) For the purpose of this section, it is assumed that the airplane is not
banked before reaching a height of 15.2 meters (50 feet), as shown
by the takeoff path or net takeoff flight path data (as appropriate) in
the Airplane Flight Manual, and thereafter, that the maximum bank
is not more than 15 degrees.
6) For the purpose of this section, the terms "takeoff distance", "takeoff

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run", "net takeoff flight path", and "takeoff path" have the same
meanings as set forth in the rules under which the airplane was
certificated.
7.6.3Airplanes: Turbine-engine-powered: En route limitations: One
engine inoperative（CCAR-121.191）
1) No person operating a turbine-engine-powered airplane may take off
that airplane at a weight, allowing for normal consumption of fuel
and oil, that is greater than that which (under the approved, one
engine inoperative, en route net flight path data in the Airplane
Flight Manual for that airplane) will allow compliance with one of
the following two requirements, based on the ambient temperatures
expected en route :
(1) There is a positive slope at an altitude of at least 300 meters
(1000 feet) above all terrain and obstructions within 25 km
(13.5 nm) on each side of the intended track, and there is a
positive slope at 450 meters (1500 feet) above the airport where
the airplane is assumed to land after an engine fails.
(2) The net flight path allows the airplane to continue flight from
the cruising altitude to an airport where a landing can be made
under CCAR 121.197, clearing all terrain and obstructions
within 25 km (13.5 nm) on each side of the intended track by at
least 600 meters (2000 feet) vertically and with a positive slope
at 450 meters (1500 feet) above the airport where the airplane
lands after an engine fails.
2) For the purpose of (1) (2) of this item, it is assumed that：
(1) The engine fails at the most critical point en route；
(2) The airplane passes over the critical obstruction, after engine
failure at a point that is no closer to the obstruction than the
nearest approved radio navigation fix, unless the Administrator
authorizes a different procedure based on adequate operational
safeguards；
(3) An approved method is used to allow for adverse winds；
(4) The emergency fuel jettisoning procedures should not be taken
into consideration because there is no emergency fuel
jettisoning devices in the airplanes of TJA；
(5) The alternate airport is specified in the dispatch or flight release
and meets the prescribed weather minimums；
(6) The consumption of fuel and oil after engine failure is the same
as the consumption that is allowed for in the approved net flight
path data in the Airplane Flight Manual.
7.6.4Landing Analysis（CCAR-121.195）
1) No person operating a turbine-engine-powered airplane may take off
that airplane at such a weight that, allowing for normal consumption
of fuel and oil in flight to the destination or alternate airport, the

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weight of the airplane on arrival would exceed the landing weight set
forth in the Airplane Flight Manual for the elevation of the
destination or alternate airport and the ambient temperature
anticipated at the time of landing.
2) Except as provided in paragraph (3), (4), or (5) of this section, no
person operating a turbine-engine-powered airplane may take off
that airplane unless its
weight on arrival, allowing for normal consumption of fuel and oil in
flight (in accordance with the landing distance set forth in the
Airplane Flight Manual for the elevation of the destination airport
and the wind conditions anticipated there at the time of landing),
would allow a full-stop landing at the intended destination airport
within 60 percent of the effective length of each runway described
below from a point 15.2 meters (50 feet) above the intersection of
the obstruction clearance plane and the runway. For the purpose of
determining the allowable landing weight at the destination airport
the following is assumed :
(1) The airplane is landed on the most favorable runway and in the
most favorable direction, in still air
(2) The airplane is landed on the most suitable runway, considering
the probable wind velocity and direction and the ground
handling characteristics of the airplane, and considering other
conditions such as landing aids and terrain；
3) No person may take off a turbojet-powered airplane when the
appropriate weather reports and forecasts, or a combination thereof,
indicate that the runways at the destination airport may be wet or
slippery at the estimated time of arrival unless the effective runway
length at the destination airport is at least 115 percent of the runway
length required by CCAR-121. 195（B）.
4) The turbo-jet airplanes which are not allowed to take off for they can
not meet the requirements of item 2),(2), may take off if the alternate
airport appointed can meet all the requirements of CCAR-
121.195(B).
7.6.5Landing Limit of Turbo Engine Driven Airplane---Alternate Airport
（CCAR-121.197）
No person may list an airport as an alternate airport in a dispatch or flight
release for a turbine-engine-powered airplane unless (based on the
assumptions in 121.195 (b)) that airplane at the weight anticipated at the
time of arrival can be brought to a full stop landing within 70 percent of
the effective length of the runway for turbopropeller powered airplanes
and 60 percent of the effective length of the runway for turbojet powered
airplanes, from a point 15.2 meters (50 feet) above the intersection of the
obstruction clearance plane and the runway。

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8.1 Radio communication regulations 8-1-1
8.1.1 Time Setting and Language 8-1-1
8.1.2 The Requirements of Communication 8-1-1
8.1.3 The classification of communication and telegraph 8-1-1
priority sequence between on board radio station and
ground radio station.
8.1.4 Use of on Board Radio 8-1-2
8.1.5 The English qualification of the flight crew members 8-1-2
8.1.6 Use of the headset 8-1-2
8.1.7 Regulations on monitoring the frequency 121.5 8-1-2
8.2 Communications with ATC 8-2-1
8.2.1 Flight crew must strictly observe relevant ATC 8-2-1
regulations
8.2.2 Other requirements 8-2-1
8.2.3 Asking for Instructions and reporting 8-2-2
8.3 Communication with TJA radio 8-3-1
8.3.1 The introduction of TJA’s radio station 8-3-1
8.3.2 The Responsibility on the using of TJA radio station 8-3-1
8.3.3 The Use Principles of TJA Radio Station 8-3-1
8.3.4 Communication Procedures of the Flight Crew 8-3-1
8.4 High Frequency Air- ground Communication System 8-4-1
8.4.1 Regulations and notices of High Frequency 8-4-1
Communication
8.4.2 High Frequency Radio Check 8-4-1
8.4.3 Supplemental Procedures for Ground-air 8-4-1
Communication between Aircraft and operation
control centre
8.4.4 High Frequency Voice Communication Operation 8-4-3
Regulations
8.5 Communication in case of contingency and emergency 8-5-1
situation
8.5.2 Communications under contingency Situation 8-5-1
8.5.3 Communications Under Emergency 8-5-1
8.5.4 The Cancellation of the Distress and Emergency 8-5-2
Communication
Chapter 8 Communication page: 8-0-1
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8.6 Communication Failure 8-6-1

8.6.1 Handling Procedures of Communication Fail 8-6-1
8.6.2 Handling Rules for Communication Fail 8-6-1
8.7 Communication Record 8-7-1
8.8 Over ocean communication 8-8-1
8.8.1 Communication net 8-8-1
8.8.2 Over ocean communication net 8-8-1
8.8.3 Procedure for over ocean communication net 8-8-1
8.8.4 Remote communication net 8-8-1
8.8.5 SECAL system 8-8-1
8.8.6 ACARS system 8-8-2
8.8.7 Position report for international, regional and special 8-8-2
controlled domestic flights
8.8.8 Contents of position for international, regional and 8-8-2
special controlled domestic flights

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8 Communication
8.1 Radio communication regulations（CCAR-121.629(a)、(b)
/133(a)(7)/(24)）
The Chinese call sign of TJA: BOHAI (for example BOHAI 7001),
English call sign is: BOHAI (for example: BOHAI seven zero zero one)
8.1.1Time Setting and Language
1) Domestic Flight：Use UTC and Mandarin
2) International, regional and specially managed domestic flight.：Use
UTC and English (Mandarin can be used within China airspace).
8.1.2The Requirements of Communication
1) The process of communication should be short, clear and
understandable.
2) The telecommunication terms regulated by ICAO and Civil Aviation
Telecommunication Manual of China should be used, and no self-
created words or phrases are permitted.
3) The common general language ( Chinese or English) that is familiar
to flight crew members shall be used for telecommunication between
flight crew members. The telecommunication shall be brief, clear
and easy to understand. Anything that has no relationship with flight
shall not be talked about during critical flight phase.
4) During telecommunication, the critical content and the sentences
which have opposite meaning but similar pronunciations should be
repeated or iterated. Affirmative or negative sentences must be used
for the questions needing affirmative or negative sentences. The
sentences cutting both ways or the words failing to express the
meaning are prohibited to use, in order to avoid misunderstandings.
5) Carry out telecommunication procedures according to bilateral
agreement and the regulations of the local country, when carrying
out communication contact air-ground station outside the boundary,
in the outside segment of the international flight.
6) The related communication disciplines and secrecy regulations in the
Chapter 8 of civil aviation telecommunication management
regulations of China should be observed when using
telecommunication.
8.1.3The classification of communication and telegraph priority sequence
between on board radio station and ground radio station.
The Classification of Telegraph Priority sequence
Distress Telegraph and Communication 1
Emergency Telegraph 2
Communication Related to Fixing Direction 3
Flight Safety Telegraph 4
Weather Telegraph 5
Normal Flight Telegraph 6
Note: The priority sequence of NOTAM is from 3 to 6 according to the importance of

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its contents.
8.1.4Use of on Board Radio
1) Captain should check whether the communication equipment is
normal or not before takeoff.：
light personnel should listen to the frequency appointed by ATC
department or the related aeronautic radio station which directly contact
ATC department for a long time (in order to carry out communication
between the radio stations on board and the ones installed on the ground).
2) Flight personnel should do their best to listen to the frequency of
TJA’s radio station (within the valid range).
8.1.5The English qualification of the flight crew members
1) Must meet the requirements of CAAC regulations, please refer to
3.2.3.2.
8.1.6Use of the headset
In order to hear the orders and clearances issued by the ATC
controllers clearly
and roundly, TJA gives the duty members of the flight crew the
following requirements in particular: The duty members must wear
headset in the phase from airplane taxiing and taking off to before
climbing to the cruise altitude, and from descending from the cruise
altitude to stopping at the ramp.
1) If the cruise altitude is less than 3000 meters (10,000 ft), they must
wear headset during the whole flight phases.
2) The flight crew members who are responsible for communication
must wear earphones which can not be replaced by loudspeaker in
the whole flight to carry out telecommunication contact.。
3) Other members must monitor the contents of the communication and
carry out verification betimes, to ensure that the flight crews carry
out the orders of ATC controller correctly.
4) The observer must wear headset and help monitoring and verifying
the telecommunication during the phase of climbing and descending.
At the same time they help monitoring the state of the airplane and
the parameter of the engine, and must not engaged in paper works
during that period.
8.1.7Regulations on monitoring the frequency 121.5
1) TJA has rules that the second frequency must be set to 121.5 during
all flight phases including the route which may be stopped by air
force aircraft or other dangerous area route, as well as on the long
range over water route, or the route that ELT is required for the
flight unless aircraft is communicating with other VHF, or it is not
allowed to use both channels by onboard equipments or by cockpit
commission. When the next control is needed to contact or ATIS is
required, the No.2 shall be set and contacted by No.2; As soon as the
contact is finished, reset to 121.5 timely and transmitter should be

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set to No.1. Flight crew should report position actively. Do not

disconnect communication until cleared by ATC. CRM is required
to be enforced, operating or changing frequency by any crewmember
shall be notified to all the other crewmembers, cross check and
confirm.
2) No permission is allowed for the pilots to leave his seat during
taxing, takeoff, climb, descent, approach and landing, shutdown,
military activity, rush hour of ATC, ATC boundary and other critical
phases of flight.

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8.2 Communications with ATC (CCAR-121.133(f(14))
8.2.1Flight crew must strictly observe relevant ATC regulations: The
flight crew members must be familiar with and observe the related
communication regulations of ATC, understand and accept the orders
of ATC, and fully consider the influence of the terrain factor, etc.
Once the flight safety is endangered, Captain has the final disposition
right, and is responsible for the decision.
8.2.2Other requirements
Except the related regulations of 8.1 section in this chapter, when the
flight crew members carry out communication contact, they must also
observe the following items:
1) Important ATC orders (altitude, heading etc.) must be repeated.
When having not heard the whole order clearly or losing part of the
order, they must ask until it is accurate and inerrable.
2) When having not established connection with the next ATC area,
they are not allowed to disconnect communication with the previous
ATC (including ground frequency and tower, tower and approach,
approach and area control etc.)
3) Under normal circumstances, contact the next ATC area 5-10
minutes or 40-80 nm before reaching the intersection.
4) They must ask for the consent of ATC to carry out the deviation if
the deviation from the former flight plan is needed due to the
weather of the flight route, and ask for instructions of the related
ATC when deviating to another ATC area.
5) The crew members must monitor the communication and confirm
timely to perform ATC clearance correctly.
The contents shall include( but not limited to the following):
(1) In high area;
(2) Heading , flight level, flight course/ waypoint clearance;
(3) Holding out of runway clearance.
6) At any time, both pilots should response from ATC cleared altitude
and set altitude via the meter/feet convention table, confirmation
should be made for the altitude setting. Whenever the flight crew
doubts the received indication or instruction, especially the call sign
confusion when receiving the altitude indication and read back, flight
crew should confirm with ATC. Before the confirmation from ATC,
do not execute the next action rashly.
7) For all flight phases, both the active and standby windows of the first
radio must be set to the frequency used by the controller as required;
both the active and standby windows of the second radio must be set
to 121.5 and monitored by the pilots. Both radio transmitter selector
switches must be set to the first one.

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8.2.3Asking for Instructions and reporting
8.2.3.1 Departure Airplane
1) Ask ATC for instructions or report to ATC in the following
phases:：
(1) Push back from the gate；
(2) Engine Start；
(3) Taxiing；
(4) Entering into takeoff position；
(5) Takeoff。
2) Captain should switch to the frequency of approach control under
the tower’s command before deviating from initial command altitude
or when flying away from the tower control area.
3) When reaching the appointed altitude of ATC for approach or under
the order of ATC for approach, captain should switch frequency to
contact the ATC of the area and report airplane’s altitude and the
responder’s coding (if it is a non-radar control area, report the
estimated time of the next airway point).
8.2.3.2 Route flight
1) They must keep the present frequency of the control area.
2) Radar Control Area: When switching frequencies among control
areas to establish contact initially, they should report airplane’s
present altitude and responder’s coding to the ATC.
Non-radar control area: When switching frequencies among control areas
to establish contact initially，they should report airplane present altitude,
responder’s coding and the estimated time of arriving next airway point to
the
3) ATC.
4) The switching frequency of ATC is normally based on ATC
clearance or 5 minutes before entering next controlled area.
5) 5 minutes before expecting to go through the fixed flight, report
estimated time for going through and the flight altitude to ATC.
6) Before fly away from the previous control area, if needed, report the
time of flying over the control area joint point and the flight altitude
to ATC, and ask for disconnecting the communication.
8.2.3.3 Arrival Airplanes
Ask ATC for instructions or report to ATC in the following phases:：
1) 5 minutes before entering into the destination airport airspace, report
the airplane’s present altitude and estimated arriving time or landing
time to the approach control or tower. If it is a radar navigated
airport, the area control and approach of the flight crew or switching
frequency of the tower should be in accordance with the order of
ATC. When initiating to establish connection with approach or
tower, report its altitude and responder’s coding.
2) When reaching the flight altitude of the order(non-radar altitude)
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(1) Instrument Approach：
a) When report passing, abeam out marker(if required);；
b) When procedure turn, turning base( square route, if
required)；
c) When entering into the instrument landing system route；
d) Missed approach；
e) When other approach control or tower require reports
(2) Visual approach(non-radar control and when needed)：
a) Ask for joining the flight pattern；
b) Report the position and altitude of joining the flight
pattern；
c) Ask for landing clearance
3) After landing, report leaving the runway and ask for taxiing order.
8.2.3.4 Other reports
1) 5 minutes before flying over frontier, establish connection with the
related countries’ ATC, and report the airplane’s position, responder,
flight altitude and estimated flying over frontier time to it, in order to
get the clearance and condition to enter into the frontier, and report
the above situations to the area control being flied off.
2) The estimated time and flight level of over boundary (navigation
station) should be reported to domestic ATC.
3) If time permitted, the occurrences and the intention of the captain
must be reported to ATC when special situations occur during flight.
4) When need to change flight level or deviate from the flight route due
to dangerous weather, report to ATC and get the clearance of ATC
in advanced.

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8.3 Communication with TJA radio
8.3.1The introduction of TJA’s radio station
1) The communication object is the on board radio station on the
airplane affiliated to TJA.
2) The operation time is the period in which the on board radio station
is in the scope of TJA’s radio station.
3) The Frequency of TJA’s Radio Station：
Site Frequency(mhz) Call sign
Haikou 130.8 Kunpeng
Beijing 131.25 Xinhua dispatch
Tianjin 132.0 BOHAI dispatch
Xi’an 131.5 Chang’an dispatch
Taiyuan 129.15 Kunpeng
Shanghai Hongqiao 131.5 Yangtze River
pudong 129.8 Yangtze River
4) TJA radio station may dispose all the business communication.
5) During the operation of TJA airplanes, TJA radio station should
respond the call from TJA airplanes.
6) When TJA radio station is called by two or more on board radios at
the same time, responses should be carried out according to the
priority sequence.
8.3.2The Responsibility on the using of TJA radio station
1) The flight dispatchers from operation control centre are responsible
for carrying out flight monitoring by use of TJA radio station or
other radio station.
2) Captain is responsible for circulating or instructing first officer to
circulate the flight movement
3) During flight, captain and flight dispatcher should do their best to
keep connection with each other for exchanging information by
using the means of radio station etc.
8.3.3The Use Principles of TJA Radio Station
1) The communication between airplane and ATC is superior to the one
between airplane and TJA radio station.
2) Except for flight safety needs, contact should be reduced as far as
possible in the critical phases of flight such as taxiing, taking off,
climbing, descending and landing.
8.3.4Communication Procedures of the Flight Crew
1) After the airplane has taken off from the airport with TJA radio
station, the actual takeoff time and estimated time of arrival should
be circulated to TJA in an appropriate time.
2) Before arriving at the airport with TJA radio station, the flight crew
should circulate estimated time of arrival and passenger number to
TJA.

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3) Handling procedure for communication fail
Whenever the fly crew can not establish instant communications
with the company through the existing equipment and facilities, the
fly crew shall contact the company through the ATC or other aircraft.

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8.4 High Frequency Air- ground Communication System
When the area the airplane stay in goes beyond the scope of VHF
communication on the ground, the over ocean HF communication radio
system may provide communication service immediately. Its sending out
form is single band.
8.4.1Regulations and notices of High Frequency Communication
1) High Frequency Communication System should not be used during
airplane’s fueling and defuelling period. Although High Frequency
Communication may be used on the ground not in the fueling and
refueling period, other communication means is recommended to be
used for keeping contact on the ground to the best of their abilities.
2) Low sensitivity will influence the receiving effect of the system,
including high frequency communication and the receiving of the
SELCAL signal.
The frequency provided is only the reference frequency, and the
possibility that other communication frequency will be better can not
be excluded. If the effect of main frequency is not good or
communication can not be established, modulate to other frequency
for a try. Flight crew may refer to the following principles to set the
frequency：
(1) The higher the sun’s position is, the higher the frequency need
to be set.
(2) The further the distance is, the higher the frequency need to be
set.
3) After the frequency is modulated every time, the Push-To-Talk (PPT)
button of the microphone must be pressed to carry out antenna
coupling tuning. During tuning, the harsh voice of it may be heard
through audio system. After tuning (Commonly, the tuning time is
less than 15 seconds) and its voice disappears, normal talk may be
carried out.
4) High Frequency Communication is semi duplex communication, and
the both sides of the communication can not talk simultaneously, so
during talking, “OVER” or “GO AHEAD” must be used as
conclusion.
8.4.2High Frequency Radio Check
Before flying into the over ocean airspace, flight crew should check high
frequency communication system. Complete the following check
procedures, according to Airplane Flight Manual of this type. If the
following conditions can be met, it is indicated that the high frequency
communication system is operating normally:
1) It has been used in the previous flight segment, and record no related
failure in the Log Book；
2) Maintenance personnel or the last flight crew have checked HF
communication system, and definite paper record is in the Log Book.
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8.4.3Branch Airliner and operation control centre Supplemental Procedures of
Ground-air Communication
1) General
This procedure is constituted to meet the regulations of CCAR121.625,and solve the
problems of ground-air communication contact.
2) Communication System
The available communication systems include VHF communication system, TJA’s
HF communication system. During flight in the area covered by TJA VHF
communication system signal, the VHF communication system should be taken as a
chief means to contact operation control centre. TJA HF communication system
should be used when they contact operation control centre in other areas.
3) Guaranteed Procedures
For the each route of various aircrafts operated by TJA, Dispatch Technical Center
of Operation Control Department should set several company mandatory report points
according to flight leg distance and flight time (if flight time is above 1 hour (contain
1 hour), contact OPERATION CONTROL CENTRE once per no less than 30
minutes). For example, two company mandatory report points should be defined en
route for the flight leg from one hour (contained) to one hour and a half (not
contained), and three mandatory report points should be defined en route for the flight
leg from one hour and a half (contained) to 2 hours (not contained), the rest may be
deduced by analogy, no company mandatory report points need to be defined for the
flight leg within one hour. Data Management Center provides the flight crew and
OPERATION CONTROL CENTRE in written form with the airline in which
company mandatory report points have been set, and the information of the company
mandatory report points
(1) Flight crew should learn and understand the position of TJA mandatory report
point during the preparation before flight, and connect with OPERATION
CONTROL CENTRE to circulate operation status on their own initiative by
using TJA HF communication system, the content at least include: airplane
position, estimated time of arriving next point and flight status; if can not
contact OPERATION CONTROL CENTRE directly, they should transfer the
information to OPERATION CONTROL CENTRE by ATC；
(2) Dispatchers carry out real time monitoring on the flight after takeoff through
monitoring phone or HF communication system. If still can not contact flight
crew 10 minutes after reaching TJA mandatory report point, they should contact
relative ATC to find out flight position and state according to the position of the
airplane on their own initiative and make working records in the communication
recorder of TJA mandatory report point; if they still can not receive the accurate
landing information 15 minutes after the flight estimated landing time, they
should contact relative ATC to find out the flight status and make operation
record.
(3) After completing flight operation, flight crew feed back the details that they can
not contact OPERATION CONTROL CENTRE at the TJA mandatory report
waypoints during operation to OPERATION CONTROL CENTRE in written
form, the dispatcher in command of OPERATION CONTROL CENTRE fill in
the communication recorder of TJA mandatory report point for future reference.

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The Communication recorder of TJA mandatory report point
Flight number
Number
Airplane
command
Captain-in-
command
Dispatcher-in-
Flight leg
report point
Name of
time
Estimated contact
time
Actual
Remark
contact
the
8.4.4 High Frequency Voice Communication Operation Regulations
1) Definition and Term
(1) Distant Station (Ground Station)
The distant station refers to the ground radio system connecting the call
center through the communication network. This system mainly includes:
Ground radio, antenna system, SELCAL equipment, and corresponding
communication and transmission facility. Each distant station may have
many ground-to-air wireless communication channels.
(2) Call Center
The call center refers to the high frequency voice communication services
provider, who is a mechanism automatically or manually accomplishes
operator ground-to-air call, line switching, telegram relay service
demands and so on through the wireless channel and the telephone
channel of the distant station.
As example: Civil Aviation Data Communication Co., Ltd. has
established an high frequency voice call center in Beijing, via the
connecting mode of multi-line telephones and multiple high frequency
radios. This call center is equipped with the call-switch post, the data link
(ACARS) communication post, provides the high frequency voice
communication services for the aviation operator.
(3) PHONE PATCH
The PHONE PATCH refers to the exchange system of the call center,
establishing the two-way voice communication between the aircraft and
the Operation Control Department for aviation operator.
(4) Agreement
The Agreement refers to the document stipulating the respective
responsibility and the liability between the aviation operator customer,
the distant station owner and the high frequency voice communication
services provider.

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(5) Abbreviations and Acronyms
Term Meaning
A/G Air/Ground
ACARS Aircraft Communication Addressing and Reporting System
AOC aviation operator operation control center
ADCC Civil Aviation Data Communication Co., Ltd.
AGS Air/Ground Terminal System
FIR Flight Information Region
HF High Frequency/Short Wave
LDOCF Long-Distance Range Operation Control Facility
PHONE phone exchange service, PSTN public telephone exchange network
PATCH
SATCOM Satellite Communication
SELCAL Selective Call
SSB Single Side Band
AM Amplitude Modulation
2) Ground-Air Communication Procedure
This chapter described the use of the related high frequency voice communication
network service procedure. The operator and the call center carry on calling and
accomplish corresponding transfer, realizing the direct ground to aircraft high
frequency aural communication according to this procedure.
(1) Call Center and Airborne Equipment Setting
The call center should provide the data link (ACARS) position message ground
service data displaying terminal and the special-purpose high frequency voice transfer
post (the high frequency voice transfer post includes: the radio and frequency
selection, SELCAL, the telephone and many kinds of other communication functions,
may provide: message transmission, PHONE PATCH, voice monitor services and so
on.
Due to the inherent characteristic of high frequency communication, the high
frequency voice communication services provider should select specific daytime
frequency and night frequency according to the different time, and issue the allocation
plan of day and night frequency regularly to each operator.
Due to the limitation of monitor frequency of airborne high frequency radio, if the
aircraft provides 2 available high frequency voice radios and SELCALs, the aircrew
may according to the published Frequency Table select monitor frequencies of two
high frequency radios to separately. Poor communication effect occurs or cannot
establish communication on the selected frequency when contact the aircrew on
ground, other method may be used relation to inform the aircrew to change frequency,
for example: the Call Center may select using data link (ACARS) system.
(2) Operation Procedure

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This section stipulates high frequency voice communication system's
operation flow and responsibilities of the aviation operator (operation
control personnel), the call center (Person on duty) and the aircraft (flight
crew) during the communication. According to the different side who
initiates the communication, the operation flow can be divided into two
modes: the upward call (Ground to Air) and the downward call (Air to
Ground).
A. Ground-to-Air Call
Ground-to-Air Call is first sent by operation control department of
airline through call center in order to communicate with flight crews.
The operation procedure is below:
a. Using the hot line or the duty phone of call center to connect, after
connected the call center, the operation department should confirm the
user’s information with duty person, the number on the tail of aircraft,
the call sign and the location of aircraft should be provided, then
waiting for the change over by call center. In the emergent situation,
the flight crew should directly dial the emergency call of call center.
b. Call center select the proper according to the information of Aircraft
which provides by the operation control department of airline runner,
the procedure is below:
I Call the aircraft on the first alternative frequency on the day time
frequency and evening frequency. Each call operates continuously
3 times; the interval between each time is 30 seconds. If did not
receive the reply of flight crew, the call center follows the next
step. (If suitable) Using the ACARS to inform the flight crew to
set the HF on the second alternative frequency, after the 30
seconds interval of confirm, then taking the next step operation.
II Call the aircraft on the second alternative frequency. Each call
operates continuously 3 times; the interval between each time is
30 seconds. If did not receive the recall of flight crew, the call
center follows the next step. (If it is suitable) Using the ACARS
to inform the flight crew to set the HF on the third alternative
frequency, after the 3 minutes interval of confirm, then taking
the next step operation.
III Call the aircraft on the second alternative frequency. Each call
operates continuously 3 times; the interval between each time is
30 seconds. If did not receive the recall of flight crew, the call
center should inform the operation control department of airline.
c. The flight crews should follow the below operation procedure:
I When the HF indicate light glisten with indicating ring (the
indicating way is different depend on the type of aircraft), the
pilot should report call sign and flight number. For example,
the flight crew should answer, “GS7001, go ahead”. The
answer of call center is “GS7001, this is Beijing call
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center…”
II When the flight crews received the order to change frequency
through ACARS, the pilot should follow the order and adjust the
frequency.
III When the flight crews receive the call from call center, the
pilot should follow the order of duty man of call center to keep
the communication situation and wait for putting through
between operation control departments. After the end of
communication, the frequency is not at the first alternative
frequency and second alternative frequency.
d After receive the reply of flight crew, the call center connects
the wired connection of operation control department to the
wireless connection of flight crews, then inform operation
control department to begin communication.
e After the operation control department received the instruction
from call center that the communication is began, they use the
simplex communication to communicate with the flight crews, and
then hang off after the end of communication.
f The call center disconnects the communication after the end of
communication and recovers the monitoring condition.
C The procedure of Air to ground communication
The air to ground communication is first sent by flight crews.
Through communication center, the flight crew builds voice
communication with operation control department. The detail
procedures below:
a. The flight crew should follow the procedures below:
I The flight crew calls the call center on first alternative
frequency, such as “Beijing Call Center, this is GS7001”.
Each call operates continuously 3 times; the interval
between each time is 30 seconds. If can not receive the
reply of call center, the flight crew follows the next step.
II The flight crew calls the call center on second
alternative frequency. Each call operates continuously
3 times; the interval between each time is 30 seconds. If
can not receive the reply of call center, the flight crew
follows the next step.
III The flight crew calls the call center on third alternative
frequency. Each call operates continuously 3 times;
the interval between each time is 30 seconds. If still can
not receive the reply of call center, the flight crew
should try other ways of communication to build
connection.
IV In emergent condition, the flight crew should follow the
procedures above, and the content of communication should
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changed into “Beijing Call Center, BOHAI7001, emergency
call” in order to get the priority.
b. After receive the call from flight crew, the call center should follow the
procedures below:
I In the same channel, for example, “ Roger BOHAI 7001,
This isBeijing Call Center, standby for the phone patch, over.”
II Meanwhile, according to the airline appointed phone
number, the call center connects with the operation
control department.
III After receive the reply of operation control department,
the call center connects the wired connection of
operation control department to the wireless connection
of flight crews, then inform flight crew to begin
communication.
c. After the operation control department received the instruction
from call center that the communication is began, they use the
simplex communication to communicate with the flight crews, and
then hang off after the end of communication.
d When the flight crews receive the call from the call center, the
pilot should follow the order of the duty man of call center to
keep the communication condition and wait for putting through
between operation control center. After the end of
communication, the frequency should be at the first alternative
frequency and second alternative frequency or at the frequency
appointed by airline.
e The call center disconnects the communication after the end of
communication and recovers the monitoring condition.
D The Responsibility of Each Department of Downward Call
a. Undertakes the responsibilities and duties according to the flow in c,
2.2.2.1 when aviation operator operation control division makes
downward call.
b. Undertakes the responsibilities and duties according to the flow in the b,
e of 2.2.2.1when the Call Center makes downward call. When many
operators simultaneously calls come across, generally the call center
will process in order of sequence, and the emergency call has priority.
c. For the downward call, the aircrew should execute the responsibilities
and duties according to the flow in a, c, d of 2.2.2.1. If the aircraft
installs two available HF voice radio, the aircrew should separately
select two radio frequencies on the first and the second standby
frequency, or the frequency designated by the operator; If only has one
radio, then should select on the first standby frequency, or the
frequency designated by the operator. If receives emergency call from
other flight when making the downward call, should suspend calling
until the emergency call completes, and call again.
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(3) The report of the quality of voice

When airline runner found the system has problem on
communication quality, it is required to inform the HF
communication service supplier in time and fill the report of
voice quality problem (see attachment). The service supplier
should analysis the problems according to the content of report,
then solving the problems or give rely.

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8.5 Communication in distress and emergency
8.5.1Definition
1) Distress: Refers to situations where the life of the airplane and
personals onboard are under serious threats during flight.。
2) Emergency: Refers to unpredictable situations caused by bad
weather, equipment or other reasons, where the safety of the airplane
and personals onboard are under threats unless some methods are
taken.
8.5.2Distress call
1) “SOS”； The captain of that plane shall immediately send specific
danger signals:：
(1) “SOS” for telegraphs, and “MAYDAY MAYDAY MAYDAY”
for speeches. Meanwhile, one shall also turn on the switch of
danger signal of the identifier.；
(2) Airplane Identifier；
(3) The Character of Danger Situation；
(4) The Intention of Captain and the Needed Rescue Assistance；
(5) Present Position, Flight Level and Heading；
(6) Other information
2) One shall also turn on the switch of danger signal of the identifier.
For an airplane equipped with RSP, one shall set it to “A7700”.
3) If permitted, the following frequencies should be used to report
airplane’s position, character of the danger situation and the needed
rescue.
(1) 121.5 MHZ ,243 MHZ （ UHF, Aviation Emergency
Frequency）
(2) 500 KHZ or 2182 KHZ （ HF, International Distress
Frequency）
(3) 8364 KHz（HF, Rescue Vessel Frequency）
4) Other flight crew should temporarily stop using wireless
communication to send out messages, if hearing the distress signals
during flight. They should assist the airplane in distress to send out
distress report if necessary.
8.5.3 Communications Under Emergency
1) No emergency calls shall be sent unless authorized by the captain.
2) The emergency signal is “PANPAN PANPAN PANPAN”.
Continuously sending out this signal for three times by voice
indicates emergency call, in order to inform all the nearby airplanes
or ground radio stations that this airplane is in emergency state；
3) The used frequency is the same as the one in distress communication.
4) When any radio station receives emergency telegraph, except under
distress communication, they should continue to monitor it for at

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least 3 minutes. The normal communications can not be restored
until confirmed that the emergency communication terminates or no
further emergency telegraph.
8.5.4 The Cancellation of the Distress and Emergency Communication
After the distress or emergency communication procedures has been
carried out, the flight crew must cancel the distress or emergency state on
all used frequencies if the emergency situation disappears and further
assistance is not needed.

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8.6 Communication Failure
The Handling Procedures of Communication Failure
1) In case an airplane radio can’t contact an aviation radio station over
the assigned frequency, the crewmen of the airplane must try another
frequency that suits the air route. If they fail again, the airplane must
contact other airplanes or aviation radio stations over frequencies
suiting the air route. Meanwhile, all airplanes within the same
network shall keep monitoring for calls from airplanes nearby over
proper VHF frequencies.
2) In case an airplane radio can’t contact an aviation radio station over
the assigned frequency, the crewmen of the airplane must try another
frequency that suits the air route. If they fail again, the airplane must
contact other airplanes or aviation radio stations over frequencies
suiting the air route. Meanwhile, all airplanes within the same
network shall keep monitoring for calls from airplanes nearby over
proper VHF frequencies.
3) In case an airplane radio can’t communicate due to a receiver failure,
it shall send a report in the specific time or positions over the
assigned frequency adding the following message
“TRANSMITTING BLIND DUE T0 RECEIVER FAILURE”. The
content of the report shall be routine and sent twice. It shall also
inform the estimated time of the next report.。
4) In case an airplane wants to require for air control or consulting
services, it shall also send information about captains’ intention for
keeping their mission in addition to contents mentioned in 3).
5) In case an airplane can’t communicate due to onboard equipment
failure, it must choose code A7600 for the answering mode to
indicate the wireless communication failure, if it is equipped with
secondary radar answering device.
6) In case an airplane loses contact during an international flight
mission, the captain (or the communicator) shall make efforts to
communicate any ground radio stations in accordance with the
specific procedure of that country or area it is passing over to send
messages to China over the navigational management frequency.
7) For airplanes comprising the control airport or other airports, it is
required for them to keep an eye on other indications sent by eye
signal.
8.6.2 Except observes the communication failure procedures (Section
8.6.1), the following relative regulations should be complied with also as
appropriate:：
1) For visual flight, the captain should maintain the visual contact and
fly to the nearest airport and land;

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2) For instrument flight, the captain should follow the designated level
and Estimated Time of Arrival in the Flight Plan, fly to and over the
landing airport NAVAID. And conduct descend and instrument
approach in the order of the priority landing procedure within 30
minutes of Estimated Time of Arrival;
3) Only when makes sure that the landing airport's weather is lower
than the criteria, then can fly to the alternate airport as per the Flight
Plan.
(1) After changing the heading, maintains the original flight level
when the original level conforming to new heading's level
designation. If the original level is lower than the Minimum Safe
Altitude, should climb to the Minimum Safe Flight Level
conforming to the new heading.
(2) After diverting to the alternate airport and changing the heading,
if the original level conforming to the regulation of level
designation, maintains the original flight level; If the original
level is lower than the Minimum Safe Altitude, climbs to the
Minimum Safe Flight Level for the new heading; If the original
level does not conform to level designation for the new heading,
descends to the level complying with the new heading. If after
descent the altitude may be below the Minimum Safe Altitude,
then climbs to the Minimum Safe Flight Level conforming to
the new heading.

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8.7 Communication Record (CCAR-121.703)

TJA takes the type-recording method to record all ground-air talks
between the company radio station and airplane radios. All
communication records must save for at least 30 days.

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Intentionally blank

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8.8 Over ocean communication
8.8.1 Communication net
Communication between remote overwater flight and ATC use over
ocean and remote communication net as well as company HF.
8.8.2 Over ocean communication net
1) ICAO published the over ocean communication net which covers most
of the flight route. These communication nets are developed by local
governments and private organizations. The main equipment for over
ocean communication is HF, sometimes VHF is also used for over ocean
communication, but it is restricted by distance.
2) During over ocean flight, position report or other information may be
needed transferring by other in-flight radio since communication distance
is restricted or communication is interfered by weather. The position or
important information report to ATC is also sent to company. Normally,
these routine information are not required to sent to the company, but
sometimes, for some special cases, or special report, flight crew should
request to sent these messages to the company related department..
8.8.3 Procedure for over ocean communication net
The following procedure should be followed when over ocean
communication net is going to be used:
1)When HF is being used, all clearance from ATC should be like “ATC
CLEARS…”;
2) Staying with ATC appointed frequency.
3) Listen to the ATC’s clearance strictly; Normally, ATC’s clearance is
delivered only once.
4) Read back ATC’s clearance word by word;
5) If the clearance can not be accepted, flight crew should request again
and explain (for example, GS 7111 request maintain FL370 due to
weight).
8.8.4 Remote communication net
Remote communication net is developed by several companies (Aviation
radio company, Stockholm, Oxford), which is HF communication net
system served by (Aviation radio company, Stockholm, Oxford).
Operation of HF refers to 8.4.
8.8.5 SECAL system
1) If flight crew’s communication is not kept with the radio frequency,
station radio may use SECAL system contact the certain aircraft on HF or
VHF. The HF or VHF with the SECAL system must be tuned to the
frequency which can receive the SECAL signal.
2) When SECAL is expected to be used in a certain leg, all checks should
be performed before flight. If the related system is inoperative or is not
checked, flight must keep the cleared frequency for the whole flight.

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8.8.6 ACARS system
1) In all situations, aircraft position should be sent to company by
ACARS.
2) Receiving distance and ACARS frequency in various countries.
(1) After entering another country and covered by local station signals,
the aircraft will automatically switch to the local ACARS frequency. If
not, flight crew should manually tune the frequency.
(2) ACARS frequencies currently used on the Company’s international
flights are: China (including Hongkong and Macau)- 131.450MHz；
North Korea and Taiwan-131.725MHz ； Southeast Asia （ including
Thailand, Malaysia, Singapore, Philippines and Mongolia ） -
131.450MHz。
For other countries and regions, refer to the Jeppesen Charts,
Communication.
8.8.7 Position report for international, regional and special controlled
domestic flights
1) Aircraft position should be report to company by ACARS for every
1hour and 30 minutes or mandatory report point (whichever occurs
earlier).
2) When aircraft is flying out of ACARS covered area, position should be
reported only at mandatory report point.
3) The expected report point must be the same as ATC’s position
waypoint.
8.8.8 Contents of position for international, regional and special
controlled domestic flights.
1) In-flight wind and temperature;
2) Turbulence
3) Remaining fuel

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Flight Operations Manual Ver：1303-0
Rev：130709

9.1 General 9-1-1
9.1.1 Minimum Flight Altitude 9-1-1
9.1.2 Methods for the determination of aerodrome 9-1-7
operating minima
9.1.3 The determination of fuel and oil on board 9-1-40
9.1.4 Aircraft Weight and C.G. 9-1-50
9.1.5 ATC Flight Plan 9-1-61
9.2 Aircraft Ground Refueling/Defueling 9-2-1

9.2.1 Generals 9-2-1
9.2.2 The Responsibility of Fuel Company 9-2-1
9.2.3 The responsibility of the flight crew includes 9-2-1
9.2.4 Make preparatory work before refueling 9-2-1
9.2.5 The limitation to be abide by during 9-2-2
refueling/defuelling
9.2.6 Limitation range of refueling or defueling 9-2-2
9.2.7 Items to be noticed during refueling or defueling 9-2-3
9.2.8 Normal Refueling Procedure 9-2-3
9.2.9 Refueling Procedure when Fuel Quantity Indicator 9-2-5
Fails
9.2.10 Ground Defuelling 9-2-6
9.2.11 Refueling with Passengers Onboard Boarding or 9-2-6
Disembarking
9.2.12 Fuel Spillage 9-2-7
9.2.13 Replenishment of other fluid 9-2-7
9.3 Operation in Cold Weather 9-3-1
9.3.1 Operation Regulations under Cold Weather 9-3-1
9.3.2 Operations on slippery surfaces 9-3-1
9.3.3 Ground de-/anti-icing 9-3-6
9.3.4 Flight crew de-/anti-icing Operational procedure 9-3-14
9.3.5 Appendix 1 the characteristic and operation of all 9-3-23
de-/anti-icing fluid
9.3.6 Appendix 2 Related runway condition description 9-3-25
9.3.7 Appendix3 Cockpit de-icing/anti-icing checklist on 9-3-27
ground
9.4 VFR/IFR Policy 9-4-1

9.4.1 IFR transferred to VFR 9-4-1
Chapter 9 Flight Operation page: 9-0-1

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9.4.2 Simulation of abnormal situation in flight 9-4-1

9.4.3 Fuel management in flight 9-4-1
9.4.4 Weather condition/ minimum standard 9-4-1
9.4.5 Instrument departure and approach procedure 9-4-2
9.4.6 Takeoff condition 9-4-2
9.4.7 Starting and continuing of approach 9-4-2
9.4.8 VFR and VMC limitation above cloud 9-4-3
9.4.9 Noise abatement procedure 9-4-3
9.4.10 Instrument flight rules or non terrain navigation 9-4-3
route visual flight rules operational radio
equipmentv
9.5 Altimeter settings procedure 9-5-1

9.5.1 Types of altimeter settings 9-5-1
9.5.2 Setting procedures 9-5-1
9.5.3 Temperature corrections 9-5-2
9.5.4 Altimeter disagree in flight 9-5-2
9.5.5 Flight level segment table in instrument flight 9-5-2
9.6 Altitude alert system procedure 9-6-1
9.7 GPWS 9-7-1
9.8 Air traffic collision avoidance 9-8-1
9.8.1 Air traffic monitoring 9-8-1
9.8.2 TCAS 9-8-1
9.9 Policy and procedure for fuel management in flight 9-9-1
9.9.1 General provisions 9-9-1
9.9.2 Fuel check in flight 9-9-1
9.9.3 Fuel management in flight 9-9-1
9.9.4 Requirement for Minimum Fuel Remaining 9-9-2
9.9.5 Making new plan in flight 9-9-2
9.9.6 Minimum fuel operation 9-9-2
9.9.7 Emergency fuel operation 9-9-3
9.10 Adverse and potential hazardous weather 9-10-1
9.10.1 Thunderstorm 9-10-1
9.10.2 Icing conditions 9-10-10
9.10.3 Turbulence 9-10-10

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9.10.4 Windshear 9-10-12

9.10.5 Jetstream 9-10-15
9.10.6 Volcanic ash clouds 9-10-16
9.10.7 Heavy precipitation 9-10-16
9.10.8 Sandstorms 9-10-17
9.10.9 Mountain waves 9-10-17
9.10.10 Significant temperature inversion 9-10-17
9.10.11 Altimeter error under other special conditions 9-10-19
9.11 WAKE TURBULENCE 9-11-1
9.11.1 TAKE-OFF AND LANDING 9-11-1
9.11.2 IN CRUISE 9-11-2
9.12 Communication between cockpit and cabin 9-12-1
9.12.1 Communication in critical flight phases 9-12-1
9.12.2 The detailed classification and requirement during 9-12-1
communication
9.12.3 Announcement when delay 9-12-2
9.12.4 Alert sign during turbulence from cockpit to cabin 9-12-3
9.12.5 Communication in emergency situation 9-12-3
9.13 Four Flight Phases 9-13-1
9.13.1 Preflight preparation 9-13-1
9.13.2 Engine Start and Taxi 9-13-9
9.13.3 Takeoff and Climb 9-13-13
9.13.4 Enroute Flight 9-13-15
9.13.5 Descent 9-13-17
9.13.6 Approach and landing 9-13-18
9.13.7 Runway Vacation, Taxi and Parking 9-13-23
9.13.8 Post flight 9-13-24
9.13.9 Manual mistake report during operation 9-13-25
9.13.10 Landing and report when engine failure 9-13-26
9.14 Requirements for oxygen provision 9-14-1
9.14.1 Conditions that oxygen must be used 9-14-1
9.14.2 Regulations for Providing Oxygen to Flight Crew 9-14-1
and passengers
9.15 MEL and CDL 9-15-1
9.15.1 Malfunction Bulletin 9-15-1

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9.15.2 Minimum Equipment List (MEL) and the 9-15-1

Application of CDL
9.15.3 The adding and modifying of MEL/CDL items 9-15-3
9.15.4 Report of ―Significant Incident‖ 9-15-3
9.15.5 MEL/CDL Principle 9-15-5
9.16 Aircraft 9-16-1
9.16.1 Overview 9-16-1
9.16.2 Aircraft Information 9-16-1
9.16.3 Documents Necessary for Flight 9-16-3
9.16.4 Aircraft Equipment & Airworthiness 9-16-5
9.16.5 Aircraft Handover 9-16-6
9.16.6 Aircraft Release 9-16-11
9.16.7 Aircraft Towing 9-16-13
9.16.8 Airplane Flight Log Files 9-16-15
9.16.9 CAAC Parking Apron Inspection 9-16-15
9.16.10 Engine run-up regulations at non-base airport 9-16-15
9.16.11 Airplane route type limitation 9-16-15
9.17 Complementary operation 9-17-1
9.17.1 Complementary operation flight clearance right 9-17-1
9.17.2 Familiarity of weather condition 9-17-1
9.17.3 Handling of the load sheet, flight release and flight 9-17-1
plan for the complementary operation

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9 Flight Operations
9.1 General
The Operation Manual drawn up according to CCAR- 121 Part
and the applicable operation management regulations integrating the
practical situation of TJA, covers the policies, rules, directives and
procedures related to the flight, and confirms that <Aircraft Flight
Manual>,<QRH>, < MEL >,< SOP ><Flight Crew Training Manual>
etc. of each aircraft type (refer to Flight Standard System Diagram,
Chapter1) are supporting technical manuals of Operation Manual , all
are ranked as Company-class regulation. All relevant personnel must
implement strictly the content of SOP. The flight crew should fully
apply CRM technique during the whole flight operation. TJA shall
provide all pilots with CRM theoretical and skill training (for details,
refers to <CRM Training Program>).All pilots must sufficiently
understand the content of Operation Manual approved by TJA.
（1) Approaches approved by the state;
（2) Requirements for takeoff, approach and landing ceiling,
visibility;
（3) The margin of inoperative units on ground；
（4) Limitation of crosswind and the landing lights required.
2) TJA uses the procedures and checklists made and provided by
manufacturer, mainly including < Flight Operations Manual>,
<Aircraft Flight Manual>,, <QRH> and relevant flight technical
Bulletin. And the flollowings has been established to revise those
procedures and checklists. The revision flow has laid down a strict
checking and verifying procedure to prevent errors due to human
factors.
3) Route navigation facility（CCAR-121.101/121(a)、(b)）
TJA only operate on the route approved by CAAC, these routes are
fitted for CAAC navigation facility’s requirements.
4) Low Visibility Operation is not available in TJA.
9.1.1 Minimum Flight Altitude
（CCAR-91.151/153/155/157/159）(CCAR-121.133(a)(8))
9.1.1.1 Minimum Altitude Definition
1) Minimum En-route IFR Altitude（MEA）
The lowest published altitude between radio fixes which assures
acceptable navigational signal coverage and meets obstacle clearance
requirements between those fixes.
2) Minimum Off-Route Altitude (MORA)
An altitude brought forward by Jeppesen. A route MORA provides
known obstacle clearance within 10 NM of the route
centreline.(Jeppesen Route Manual Guidance)

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3) Minimum Obstruction Clearance Altitude（MOCA）

The lowest published altitude in effect between two VOR airways,
off-airway routes, or route segments which meets obstacle clearance
requirements for the entire route segment.
4) Minimum Sector Altitudes（MSA）
Altitude depicted on instrument approach, SID or STAR charts and
identified as the minimum safe altitude which provides a 1000 ft (300
m) obstacle clearance within a 25 NM (46 km).
5) Minimum Vectoring Altitude （MVA）
When onboard radar is available, it is controlled by ATC. MVA in
non-mountainous areas is 1000 ft above the highest obstruction. MVA
in mountainous areas is 2000 ft above the hisht obstruction.
6) Obstruction Clearance Floor (CCAR-121-121(b))
It means a plane overpassing or intersecting with all the objects in an
area around the runway with a slope ratio of 1 to 20. As shown by the
plane figure, the centerline of this area coincide with the one of the
runway, starting from the intersection point of the obstruction
clearance face and the centerline of the runway to a point at least 450
meters (1,500 feet) from the starting point. Then, this centerline will
coincide with the runway’s take-off track (while taking off) or
instrument approaching track (while landing), or when one of these
tracks can not be determined, will turn and extend to a certain point
along a radius of 1,200 meters (4,000 feet). Beyond this point, the
obstruction clearance face overpasses all objects. This area will
extend 60 meters (200 feet) breadth wise on both sides of the
centerline outside the intersection point of the obstruction clearance
point and the runway’s centerline to the point on the runway in this
width. Then, on both sides
7) Runway Effective Length (CCAR-121-161(a))
The distance from the intersection of the obstacle clearance surface
and runway centerline to the farthest end of runway.
9.1.1.2 Minimum Flight Altitude

1) Flight Altitude Rules（CCAR-121.673）
(1) No person may operate an aircraft below the minimums set forth in
paragraphs 2) and 3) of this section, except when necessary for
takeoff or landing, or except when, after considering the character
of the terrain, the quality and quantity of meteorological services,

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the navigational facilities available, and other flight conditions, the

Administrator prescribes other minimums for any route or part of a
route where he finds that the safe conduct of the flight requires
other altitudes. Outside of the P.R China the minimums prescribed
in this section are controlling unless higher minimums are
prescribed in the certificate holder's operations specifications or by
the foreign country over which the aircraft is operating.
(2) Day VFR operations. No operations aircraft may operate any aircraft
under VFR during the day at an altitude less than 300 meters (1,000
feet) from any mountain, hill, or other obstruction to flight.
(3) No person may operate an aircraft under IFR at an altitude less than
400m (1,300 feet) above the highest obstacle in plain area, or, in
designated mountainous areas, less than 600m (2,000 feet) above the
highest obstacle within a horizontal distance of 25km (13.5 miles)
from the center of the intended course.
2) Minimum Safe Altitude
The commercial flight must meet the rules and regulations of the
Administrator as well as ATC clearance and ensure the minimum
safe altitude, which is higher.
(1) Aircraft must comply to the following rules during IFR operation
except takeoff and landing:
a) Instrument Flight in the Airport Area (CCAR-91.177)
Taking the navigation station as a central point, within a radius of 55
kilometers, the altitude between the aircraft and the top of the
highest obstacles should be no less than 300 meters in a plain area,
and no less than 600 in a hills or mountain area.
While entering the landing stage of the instrument approaching
procedure, the aircraft should be above the obstacle clearance
altitude stipulated by the procedure.
b) En route Instrument Flight
The vertical separation from the aircraft to the top of the highest
obstacle within 25 kilometers on both sides of the route shall be no
less than 400 meters in a plain area, and no less than 600 in a hills or
mountain area.
If there is strong wind, or strong upward or downward current
en-route, the separation shall not be less than 1000meters.

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(2） In principle, visual flight on scheduled flight is not allowed by TJA,

except when approved by the person in charge of flight control of TJA
and under the precondition of acquiring special clearance of IFR arrival,
departure.
a) Visual Flight in the Airport Area
Aircraft with indicated cruising speed above 250 km/h shall
comply with the regulations on the minimum safety altitude of the
airport area.
Aircraft with indicated cruising speed equal to or below 250 km/h,
the true altitude between the aircraft and the highest obstacle shall
be no less than 100 meters.
(2) En route Visual Flight
a) Aircraft with indicated cruising speed above 250 km/h shall be in
accordance with the regulations on the minimum safety altitude
for the line instrument flight.
b) Aircraft with indicated cruising speed equal to or below 250 km/h
is generally in accordance with the regulations on the minimum
safety altitude for the line instrument flight. As for the flight below
the minimum flight level, the vertical separation between the
aircraft and the top of the highest obstacles within 5 kilometers of
both sides of the route shall be no less than 100 meters in a plain
area, and no less than 300 meters in a hills or mountain area.
(3) Terminal Area
Arrival/departure altitude is no less than the published minimum
sector altitude, except published minimum altitude stipulated by
instrument arrival/departure track.
For takeoff limitations for turbine engine powered, please refer to
7.6.2, section 7.
3) En-route Minimum Altitude
(1) Normal Operation
a) En-route IFR flight levels or altitudes should be higher than the
published Minimum En-route IFR Altitude (MEA) indicated on
en-route charts.
The minimum safe en-route altitude should be the higher of the
Minimum Off-Route Altitude (MORA) and the published
Minimum Obstruction Clearance Altitude (MOCA). Both
minimum altitudes are indicated on en-route charts when they exist.
If available and not limiting, the grid MORA may be used as minimum
flight altitude. These minimum altitudes must be respected along the track
with all engines operative unless a procedure has been approved to cope
with depressurisation.
b) During flight preparation, the en-route minimum altitudes must be

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established for all the route segments.

(2) Abnormal Operation
a) For engine failure, the net flight path as defined in the aircraft Flight
Manual must be considered.
The net flight path is established considering a drift down procedure
taking into account a given drift down speed associated with the
expected aircraft weight, the remaining engine(s) being set at MCT
(Maximum Continuous Thrust), and considering the effect of: air
conditioning；Icing protection system if its use is expected, wind and
temperature.
For enroute limitations of turbine engine powered aircraft – one
engine inoperative (refer to 7.6.3, section 7).
b) Pressuration Failure
For depressurisation, it may be necessary to descend below the
en-route minimum altitude determined for normal operation in order
to cope with passenger oxygen requirements. At any time, the aircraft
gross (actual) flight path must clear vertically all the obstacles by
2000 ft.
9.1.1.3 Minimum flight altitude corrections
In order to determine the geometrical altitude of the aircraft and thus
ensure adequate obstacle clearance, corrections have to be applied
when Outside Air Temperature and/or pressure differ from standard
atmosphere.
1) Temperature correction
The calculated minimum safe altitudes/heights must be corrected
when the OAT is much lower than that predicted by the standard
atmosphere.
(1) Temperature correction at low altitude
a) Approximate correction
Increase obstacle elevation by 4% per 10°C below ISA of the
height above the elevation of the altimeter setting source or
decrease aircraft indicated altitude by 4% per 10°C below ISA
of the height above the elevation of the altimeter setting source.
b) For colder weather conditions, apply the Table 1 for more
accurate corrections.

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Table 1 – Altitude/Height Correction

Absolute altitude on altimeter setting
Airport Height above the elevation of the altimeter setting source (ft)
Temp.
200 300 400 500 1000 2000 3000 4000 5000
0°C 20 20 30 30 60 120 170 230 290
-10°C 20 30 40 50 100 200 290 390 490
-20°C 30 50 60 70 140 280 430 570 710
-30°C 40 60 80 100 190 380 570 760 950
-40°C 50 80 100 120 240 480 720 970 1210
-50°C 60 90 120 150 300 600 890 1190 1500
(2) High altitude temperature corrections
Table 2 is used for enroute temperature correction at high altitude. It is
nothing to do with the Baro setting on the altimeter.
Table 2 - High altitude temperature corrections
40
Altitude (QNH)
0癈
(1000 ft)
-3
A
IS
癈
A 30
IS +
A
IS
30
20
10
* This assume a constant  ISA

from sea level to aircraft flight level
True Altitude * (1000 ft)

0 10 20 30 40
Example: Given: MEA = FL200 / ISA-30°C

Find: min FL = 230

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2) Pressure correction
(1) When flying at levels with the altimeter set to 1013hPa, the minimum
safe altitude must be corrected for deviations in pressure when the
pressure is lower than the standard atmosphere (1013hPa).
(2) An appropriate correction is 28 ft per hPa below 1013hPa, Altimeter
indication readouts subtract.
(3) The Table 3 gives more accurate data. The following correction is to
be applied to the indicated altitude (reference 1013 hPa) to determine the
geometrical aircraft altitude.
Table 3 - QNH correction
QNH of Correction QNH of nearest Correction
nearest station station
1013 - 0 ft
1050 + 1000 ft 1010 -80 ft
1045 + 860 ft 1005 - 220 ft
1040 + 720 ft 1000 - 380 ft
1035 + 590 ft 995 - 510 ft
1030 + 460 ft 990 - 630 ft
1025 + 320 ft 985 - 780 ft
1020 + 180 ft 980 - 920 ft
1015 + 50 ft 975 - 1080 ft
1013 + 0 ft
Example: Given: Indicated altitude = 20000 ft, ISA, local QNH = 995
hPa
Find: Geometrical (true) altitude = 20000 - 510 = 19490 ft.
When using the QNH or QFE altimeter setting (giving altitude or height
above QFE datum respectively), a pressure correction is not required.
9.1.2 METHODS FOR THE DETERMINATION OF
AERODROME OPERATING MINIMA
(CCAR-121.563 /665/667/669/671/133(c)))
9.1.2.1 Concept
1) Operation Minimum Concept
The term minima refers to the aerodrome weather conditions and defines
the minimum visibility (horizontal and vertical) prescribed for taking off
from, or landing a civil aircraft to this particular aerodrome. During
actual operation, using the value whichever is higher:
Different concepts of minima:
(1) Aircraft performance
Aircraft performance given in the Aircraft Flight Manual defines the
lowest minima for which the aircraft has been certified.
(2) Aerodrome operating minima

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Aerodrome operating minima noted on the aerodrome chart, established

in accordance with the national Administrator of the aerodrome. The
aerodrome is applicable to the takeoff and landing limitation. For
takeoff, minimum is presented by VIS and RVR as well as ceiling if
necessary; for non-precision approach and landing, are presented by VIS
or RVR and DA/DH according to the operation type; for non-precision
approach and landing, are presented by VIS and MDA/MDH.
(3) Operator’s minima
Operator’s minima approved by the national authority of the operator.
They are the lowest minima that the operator is allowed to use on a
specified aerodrome. They cannot be lower than the aircraft capability
and the minima published on the aerodrome chart except when
specifically approved by the national authority of the aerodrome.
These operator's minima are also called "aerodrome operating minima"
by the operator (but with a different meaning than in the previous case).
(4) Crew minima：
Crew minima are the minima that the crew is authorised to operate.
They are based upon the qualification of the flight crewmembers.
2) Other Concept
(1) Precision Approach:
Precision approach refers to the approach with guidance of localizer
and glide slope provided by instrument landing system (ILS),
microwave landing system (MLS), or precision approach radar
(PAR).
(2) Non-precision Approach:
Non-precision approach refers to the approach with only bearing
guidance provided by ground navigation facilities such as
very-high-frequency omnidirectional range (VOR), non-directional
beacon (NDB) or LOC (G/S is inoperative), but without glide slope.
Non-precision approach contains the approach of using CDFA
method and non-CDFA approach. CDFA: a kind of technology
related to stable approach, continued descent is performed during
final approach under non-precision instrument approach, no level
flight，descend to about 15m (50ft) point higher than the entrance of
landing runway or the point where the aircraft type starts level
operation from higher or equal to the altitude/height of final
approach point.
(3) Planning minima
The minima used for takeoff alternate and en-route alternate in the
flight plan. Generally planning minima of takeoff alternate are equal
to the landing minima of the airport, planning minima of en-route
alternate and destination is slightly higher than that of the airport
landing minima.

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(4) Obstruction Clearance Altitude（OCA）／Obstruction Clearance

Height（OCH）：
It means the entrance elevation of related runway or a certain
altitude or height above the aerodrome elevation for purpose of
complying with the obstruction clearance regulations.
(5) Decision Altitude（DA）／Decision Height（DH）：
It means a certain altitude or height at what the re-flight should
begin if the necessary visual reference for the continued approaching
can not be set up during the precise approaching.
(6) Minimum Descent Altitude（MDA）/Minimum Descent Height
（MDH）：
It means a certain altitude or height at what the descent should be
stopped if the necessary visual reference for the continued
approaching can not be set up during the imprecise approaching or
winding approaching.
(7) CDFA DDA/H: during approach of using CDFA, if landing
condition is not obtained when it descends to some altitude/height
which is above published minimum descent altitude and confirmed
by the operator, go around should be performed in order to ensure
the aircraft won’t be lower than published minimum descent
altitude/height during go around process.
(8) Ceiling:
The distance from the cloud below 6000m or the bottom of obscured
phenomenon to the ground. Obscuration phenomenon is indicated in
―scattered‖, ―cloudy‖, ―obscured‖ not in ―thin cloud‖ or‖ partial‖
(9) Visibility（VIS）
The ability expressed in units of distance, to see and identify
prominent unlighted objects by day and prominent lighted objects by
night.
(10) Runway Visual Range（RVR）：
It means a maximum distance within which the pilot can see the
runway markings or runway edge lights or centerline lights with
aircraft on the runway centerline. RVR is a value calculated
through transmissometer measure corrected of air extinction factor,
vision threshold value and runway light intensity. The value of RVR
is relative to runway light intensity. When the RVR is less than the
value required for aircraft takeoff, landing, increasing the runway
light intensity to maximum (grade 5 lighting) should be considered
to improve normal aircraft operation ability.
(11) Non-precision straight-in approach:
Non-precision straight-in approach - The angle formed by final
approach track and the extension of the runway centerline is no more
than a certain value, for CAT C、D and E aircraft, is 15°, for CAT B
aircraft is 15°.

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(12) Circling approach:

Is the extension of instrument approach, visual maneuver aligning
with runway before landing above airport when aircraft couldn’t
make a straight-in approach and landing
(13) Final Approach
The flight phase from final approach fix or outer marker (OM) to
landing.
(14) Special airport:
The airport requires the captain qualified for special airport and
special type navigation qualification for some area or routes due to
the terrain around, obstacles, approach or departure procedures and
navaids.
9.1.2.2 Aerodrome operating minima
As a general rule the aerodrome operating minima are the minima
indicated on the instrument departure and approach charts established by
the state in which the aerodrome is located. The airport minima used for
domestic airport are no less than the minima published by CAAC. The
takeoff and landing minima used for foreign airport are no less than the
minima prescribed or recommended by the state for the airport. The
takeoff and landing minima used for foreign airport should be
constituted and filed for approval according to the relevant rules in
NO.98 Directive of CAAC, referring to the airport OCA published in
AIP, combining the operation condition (aircraft type, on-board
equipment and the pilot technique and experience). Refer to Airport
Regulation for details.
1) Rules for implement of IFR flight procedure
(1) Takeoff and departure
a) The visibility or RVR is equal or better than the take-off
visibility or RVR limits. The visibility or RVR at the departure
airport are lower than the take off minima defined, the PIC
should not take off.
b) The takeoff minimum is the visibility of initial takeoff roll part.
RVR prevails in the weather conditions when the meteorological
visibility is below 800 m.
c) For the runway without RVR report, the runway visibility
visually observed or runway visibility calculated by pilots
through counting the runway edge lights or centerline lights. The
captain could determine to make a certain takeoff under adequate
visual reference and conditions permitted.
d) If the reported meteorological visibility is below the takeoff
minimum and without RVR report, can takeoff only when the
captain makes sure that visible distance along the runway
direction equal or better than the minima required.

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e) The takeoff minima published in the airport charts can be used if

multi-engine aircraft performance allows the aircraft to continue
taking off and fly to takeoff alternate as per required obstacle
clearance when one engine inoperative after V1.
f) Takeoff minimums are at least equal to the landing minima if
multi-engine aircraft performance couldn’t meet the requirements
of (5), need return and landing, and require to visual contact and
avoid the obstacles in flight area with one inoperative.
(2) Approach and Landing(CCAR-121.133(a)(29))
a) No pilot should fly over the FAF or FAP and continue approach if
the reported RVR or VIS is below landing minima prescribed in the
procedure before aircraft flying over FAF or FAP. The captain
could continue approach to DA/DH or CDFA DDA/H; if the
reported RVR or VIS is below landing minima prescribed in the
procedure after flying over FAF or FAP. If no FAF specified in the
procedure, the captain shall immediately terminate approach
procedure flight and report to ATC for holding or flying to alternate
airport when the reported RVR or VIS is below landing minima
prescribed in the procedure (unless the condition of 9.1.2.2.2) (3) is
satisfied).
b) The aircraft could continue descend below DA/DH or the specific
MDA/MDH if the aircraft is on the normal descending position, the
visibility is no less than the minima prescribed in the procedure and
visual references are established as required when the aircraft
reaches the DA/DH or specific MDA/MDH for non-precision
approach and continue to the MAP.
c) During precision or non-precision approach, no matter what ever
weather report is, no visual contact acquired or visual reference
couldn’t guarantee successful approach and landing or considering
the position relative to the landing track could hazard successful
approach and landing when aircraft reaching DA/DH or CDFA
DDA/H, mandatory go-around must be exercised.
d) No captain could commence visual circling approach unless the
reported visibility is equal to or better than the minimum visibility
prescribed in the procedure. For non-precision approach, maintain
stable descent track until DDA/H, if visual reference can’t be
obtained, missed approach should be performed immediately and
approach track should be maintained until missed approach
procedure is added after MAP; for ILS approach, missed approach
procedure should be immediately started when visual reference
can’t obtained at DA/H.
e) During visual maneuver after leaving instrument approach track,

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the runway and other markings identifying runway should be

consistently visually contacted, and the distance from the runway
should be strictly limited within the distance aligning with the
runway required by final approach and maintain MDA/MDH
prescribed. The captain can make final descent only when circling
approaching runway axle, the descent gradient used should be
equal to but no less than the normal descent gradient.
f) During approach, the approach shouldn’t be continued if severe
turbulence is encountered, or the approach is unstable due to
airborne or ground equipment failure, and missed approach should
be immediately performed.
2) Application of operation minimums （CCAR-121.563）
(1) Requirements
a) The aircraft must comply with the minima of instrument
approach procedure and IFR minima prescribed in TJA Operation
Specification when conducting instrument approach at an airport.
b) No captain could make takeoff or landing when the reported
weather is below the airport operation minima.
(2) Latest Weather Report（CCAR－121.671）
a) Ceiling and VIS in latest weather report are used to control the
takeoff, landing and instrument approach procedure under VFR and
IFR on all the runway of the airport.
b) If the latest weather report, including oral reports from the ATC
tower comprises values of VIS or RVR etc. for a specific runway of
the airport, those values are only used in the VFR and IFR and in the
takeoff, landing and instrument approach procedure of a specific
runway.
(3) Visibility Requirements for arrival and approach
When the visibility is below the minimum visibility prescribed in
instrument approach procedure, the pilot could commence final
approach of the airport instrument approach procedure (except
CAT. II and III procedure) if the airport simultaneously opens ILS
and precision approach radar which is used by the pilot. However,
only the9.1.2.5 2)(1)/continue approach conditions are met, can
aircraft approach below the approved MDA/MDH or continue
approach below DH.
Note: for more related operation information, refers to - All
Weather Operations

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9.1.2.3 Aeroplane Categories – All Weather Operations

1) Classification of aeroplanes
(1) Based on the IACO rules of aircraft category,
aircraft are divided into five categories, i.e. CAT. A, B, C, D and E
according to the aircraft approved maximum landing weights and 1.
3 times the stall speed of their landing configurations. Generally, a t
ype of aircraft can only belong to one category.
VAT = 1.3 VS or VAT = 1.23 VSIG (fly by wire)
The aeroplane categories corresponding to VAT values are listed in

the table1below:
Table 1 - A/C CAT. (Multi -engine
A/C Category VAT TJA A/C Models
A VAT < 91 kt
B 91 kt  VAT <121 kt D328
C 121 kt  VAT <141 kt E145，E190 ，A320
D 141 kt  VAT <166 kt
E 166 kt  VAT < 211 kt
This standard is the basis of establishing airport flight procedure,
airport operation minimums and landing minimums corresponding to
respective CAT aircraft approaching and landing. The category is
different with the A/C category used by ATC for assigning cruise
altitude and air corridor gate altitude.
2) Permanent change of category (maximum landing mass)
（1） With the approval of the Administrator, the Operator could use the
gross weight lower than before as fixed change to determine the
threshold speed (VAT).
An operator may impose a permanent, lower, landing mass, and use
this mass for determining the VAT if approved by the Authority.
（2）The category defined for one aircraft should be a permanent value
and would not change as function of outside conditions.
The category defined for a given aeroplane shall be a permanent
value and thus independent of the changing conditions of
day-to-day operations.
9.1.2.4 Takeoff Operation Minimums（CCAR-121.637(a), (b) ,(c) ）
1) Minimums applicable to takeoff operation
(1) Standards when there is no applicable alternate airport:
When there is no applicable alternate airport, the minimum
standard for takeoff shall not lower than the minimum landing
standard in engine failure.
(2) Landing light shall be switched on during takeoff in night.：

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The captain can decide to takeoff without turning on landing light

when there is rain, smoke or fog which will form light screen when
turn on landing light to cause visibility worse.
2) Key factors for determining the TJA flight operation minimums
The operator should take the following factors into consideration
while determining the airport operation minimums (TJA standards):
(1) Aircraft type, performance and control characteristics;
(2) Composition, theoretical level and experiences of the flight crew;
(3) The size and characteristics of runway in use.
(4) The performance and the extent of satisfying requirements of the
available visual aids and radio navigation facilities.
(5) The on-board equipment for navigation and flight control during
approach, landing and go-around.
(6) The obstacles in approaching and go-around area, and the OCH of
instrument approach;
(7) Facilities for weather forecast;
(8) Obstacles in climbing area and necessary obstacle clearance.
And considering the operation conditions(including aircraft type,
equipment onboard, technique level and flight experiences of the
flight crew), establish the takeoff and landing minimums (Company
minima)of the domestic airport, and submit it for approval according
to relevant regulations of Operator Certificate.
3) Takeoff Minimums
Airport takeoff minima are no less than the minima of landing runway
in use when one engine inoperative, unless suitable takeoff alternate
airport that meets the following conditions is available:
（CCAR-121.637(a),(b),(c)）
(1) The weather and facilities of alternate airport are applicable to
landing aircraft with one engine inoperative; the aircraft must be
able to climb at least to and maintain en-route minimum safe altitude
till takeoff alternate airport.
(2) For twin-engine aircraft, the distance to the alternate airport from
departure airport is generally no more than the one hour from the
departure at cruising speed in still air with one engine inoperative ;
(3) For aircraft with three or four engines, not more than two hours from
the departure airport at normal cruising speed in still air with one
engine inoperative.
Takeoff minima are normally expressed in VIS or RVR. But takeoff
minima should include visibility and ceiling and the published departure
charts should indicate the accurate position of obstacle which must be
seen clearly to avoid obstacles during takeoff and departure. In addition,
the visibility is used as takeoff minima only if a minimum climb
gradient required is specified in the instrument departure procedure and

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aircraft can meet safe obstacle clearance. So the different lower takeoff
minima listed below determined according to elements of visual aids
available, pilot view field, engine numbers and so on for the runway
used by multi-engine aircraft must presented in RVR/VIS values and no
less than the values in the Table 2 below:
Table2- Multi-engine turbine aircraft minima
RVR/VIS（m）（1）
Visual Aids Available
A、B、C D
Rwy edge lights +Centerline lights, with 3 RVR
reports 150 200
Rwy edge lights +Centerline lights （no RVR 200 250
report）
Rwy edge lights +Centerline markings（no RVR
report）（2） 250 300
Centerline markings, no lights (only for daytime) 500 500
The takeoff minimum visibility required is relative to field of vision of
the pilot looking forward or down (observation in the cockpit) and the
height of the eyes level.
Note: The RVR values of takeoff minimum are reported and controlled
from the following different positions for each type of aircraft:
For CAT.A aircraft, touchdown RVR,
For CAT.B, C aircraft, RVRs from touchdown zone and mid-point,
For CAT.D aircraft, RVRs from touchdown zone, mid-point and runway
stop end.
The RVR/VIS in the table is RVR/VIS from initial takeoff part of
runway, and may be replaced by the values obtained from manual
observation or visual observation by the pilot;
Runway edge lights, runway threshold lights and runway end lights are
mandatory for night operations;
The runway of takeoff minima below 400m is allowed to used, if
runway has centerline lights and precautions are provided to prevent
other aircraft, vehicles, persons and so on intruding runway, at same
time ground guidance and control and corresponding procedure and
parking apron control are provided. Takeoff minima using RVR below
400m should satisfy the following conditions:
(1) Airport low visibility procedure is in use;
(2) Runway lights must have centerline lint including operative
centerline lights with 30m interval, edge lights with 60m interval.
The interval is no more than 15m when RVR is below 200m;
(3) The flight crew has successfully completed simulator training
approved for low visibility procedure;
(4) Visual segment of 8 centerline lights with 15m interval or 5
centerline lights with 30m interval can be seen from the cockpit

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when commencing takeoff run;

(5) All the relevant RVR report points reach the RVR values according
to the following rules:
a) Cat.B/C aircraft must have RVRs reports of all touchdown area and
2 positions of middle of runway;
b) Cat.D aircraft must have RVRs reports of all touchdown area and 3
positions of stopping end of runway;
Regulations of reducing takeoff minima by visual aids can not be used if
the ceiling/VIS is limited because takeoff requires visually avoid
obstacles.
For the runway without centerline markings and centerline lights, the
takeoff minima are no less than RVR/VIS 600m.
The values listed should be properly added on slippery runway or when
has strong cross wind.
4) Takeoff airport minimum weather criteria of TJA:
(1) Carry out the takeoff minimums published by the airport who has
published the airport takeoff minima. For the new captain, carry
out the following standards:
(2) Basic takeoff minima shall be used at airports with no published
takeoff minima: VIS 1600 meters for twin-engine aircraft.
(3) The takeoff minima shall not below the landing minima with one
engine inoperative when there is no suitable alternate airport
available. The takeoff alternate airport shall meet the weather
condition and facility requirement for landing with one engine
inoperative (see 3/4/5, 9.1.2.6), and the aircraft shall be able to
climb and maintain minimum route altitude until arriving at the
alternate airport.
(4) No matter cleared by ATC or not, the aircraft shall not take off
on IFR when the weather conditions reported by meteorological
system acknowledged by regulatory authority below the minima
stipulated in this manual. If no takeoff minima are determined for
a certain airport in this manual, the takeoff minima shall not
below that determined by CAAC (or regulatory authority of the
country) for this airport.
(5) If the takeoff weather condition is below the minima for CAT I
precision approach, takeoff is only allowed when following
conditions are met:
a) Takeoff alternate airport has been determined;
b) The forecasted ceiling and VIS of the alternate airport at
estimated time of arrival are not below the minima of the
airport.
(6) Taking off from alternate airport or airports which are not listed
in the TJA Operation Specification: When taking off from the
alternate airport, the weather condition shall at least equal to the
operating minima of the airport. When taking off from airports
that are not listed in the TJA’s Operation Specification,

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following conditions shall be met: (CCAR-121.655)

a) The airport and relevant facilities is suitable for the operation of the
aircraft;
b) The flight crew is able to abide by the applicable restriction on the
operation of the aircraft;
c) The aircraft has been dispatched in accordance with the
dispatching rules applicable to the airport;
d) The weather condition in the airport is equal to or above takeoff
minima determined by the country of the airport.
If the airport does not have published minima, Ceiling or VIS shall
equal to or above:
240 meters /3200 meters (800 feet/2 miles), or
270 meters/2400 meters (900 feet/1.5 miles), or
300 meters/1600 meters (1000feet/1mile).
9.1.2.5 Approach
1) Approach Minimums
Criteria for new captain（CCAR-121.669）
Published Minimum Minimum Landing RVR for New
Landing RVR Captain
RVR 550m（1800） RVR 1400m（4500）
RVR 600m（2000） RVR 1400m（4500）
RVR 750m（2400） RVR 1500m（5000）
RVR 1000m（3000） RVR 1500m（5000）
RVR 1200m（4000） RVR 1800m（6000）
RVR 1500m（5000） RVR 1800m（6000）
2) Initializing and Continue approach (CCAR-121.563)
Before commencing approach, according to the information in hand the
captain must confirm that the conditions of airport weather and the
runway in use ensure the safety of approach, landing and go-around,
considering the aircraft performance.
Determination of landing distance in flight should be based on the latest
airport conditions and weather report, it’s better that they are within 30
minutes of estimated landing time, if possible.
The principle should be applied during approach and landing:
(1) Conditions for continuing approach:
Upon reaching DH or at MDH, and at any time before the Missed
Approach Point, the pilot may continue the approach below DH or
MDH and land. In the conditions of heavy rain and heavier in
daytime, moderate rain and heavier at night, the crew is forbidden to
conduct approach and landing.
a) The aircraft is continuously in a position from which a descent to
a landing on the intended runway can be made at a normal rate of

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descent using normal maneuvers, and where that descent rate will
allow touchdown to occur within the touchdown zone of the
runway of intended landing;
b) The visibility is no less than the visibility stipulated in the
standard instrument approach procedure being used. When
visibility is below 800m, no landing minima of airport operation
should be approved, unless the RVR information is provided to
the aircraft landing operation.
c) Except for Category II or Category III approaches (where any
necessary visual reference requirements are specified by
authorization of the Administrator):
①The approach light system, except that the pilot may not descend
below 30m（100ft） above the touchdown zone elevation using the
approach lights as a reference unless the red terminating bars or the red
side row bars are also distinctly visible and identifiable;
②Runway threshold
③Runway threshold markings;
④Runway threshold lights；
⑤Runway end Identifier lights；
⑥Precision Approach Path Indicator (PAPI)；
⑦Touchdown zone or touchdown zone markings；
⑧Touchdown zone lights；
⑨Runway or runway markings；
⑩Runway lights
d) When using precision approach procedure with visual descent
point, aircraft reach the visual descent point, and can land on the
runway with normal procedure or descent rate.
(2) Conditions for Balked Arrival and Continuing Approach
When the latest weather condition is below stipulated minimums:
a) Continue approaching to fly over Initial Approach Fix (IAF) is not
allowed;
b) Initiating final approach phase of the instrument approach
procedure is not allowed at airport that does not use Final
Approach Fix (FAF);
c) If a pilot has begun the final approach segment of an instrument
approach procedure the pilot may continue the approach to DH or
MDH.
If the airport doesn’t provide RVR data, visibility data could be
changed into RVR data referring to the Table 6.

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For RVR minimums of touchdown zone, middle section and stop

section, refers to minimums of each airport.
3) Non-precision straight in approach
Non-ILS (including non-precision) approach may be conducted if
cleared by ATC.
(1) Minimum Descent Height (MDH)
Non-precision straight-in approach is applicable to the following
approaches: LOC only (LLZ)，VOR，VOR/DME，NDB and
NDB/DME.
The MDH of non-precision straight-in approach are no less than the
followings, which is higher:
a) The obstacle clearance corresponding to the aircraft category
b) The corresponding system minima in Table 3
c) Any minima prescribed by the Administrator
(2) System minima
a) The minimums for non-precision approach includes: MDA, VIS
and ceiling. The determination of the value of MDA is mainly
based on OCH determined by instrument approach procedure.
Normally we abide by the following the regulation---Relevant
MDA published in the approach chart.
The system minima (weather conditions function of the approach
aid) for "Non Precision Approach" shall not be lower than the
Minimum Descent Height (MDH) value given in table 3 below:

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Table 3 – System standards for non-precision approach aids

Aids(Approach Aids) MDA(m/ft)
ILS（LLZ）without G/S/with FAF 75（250）
VOR/withFAF 75（250）
VOR/withoutFAF 90（300）
NDB/with FAF 75（250）
NDB/withoutFAF 90（300）
Generally, we follow the MDH published in approach charts (the
MDH values published should be rounded to 5m).Determination of
MDA/MDH should be based on the OCA/OCH decided by
instrument approach procedure. Considering the factors of aircraft
performance, on-board equipment, flight crew technique level the
Operator may increase margin when determining MDA/MDH
based on OCH. (CCAR-98/NO.24)
b) Following conditions shall be met to establish straight approach:
（CCAR-98/NO.28）
①The angle formed by final approach track and the extension of the
runway centerline is no more than 15°(for CAT A/B no more
than 30°), and the distance from intersection to runway threshold
is not less than 1400 meters.
② If the final approach track does not cross the extension of the
runway centerline, the deviation of final approach track from the
runway centerline shall not exceed 150 meters at point 1400
meters to the runway threshold.
③ The descending gradient of CAT C、D and E aircraft in the final
approach does not exceed 6.5%;
④The distance from the navigation facilities to runway threshold
meet the minimum distance required by realignment of the
approach track after turning at Final Approach Fix (FAF).
（3) Visual reference
The pilot shall acquire visual reference in time in order to descend
from MDA and maneuver to the minimum visibility required by
landing. The minimum visibility is subject to aircraft category,
MDA, visual aids available and approach type. For non-precision
approach, visual reference shall include touchdown zone if no
approach light. With approach lights, spotting touchdown zone at
MDA is not required, but except bar light or threshold lights, 7

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successive approach lights, runway lights or combination of both

should be seen visual reference.
No one is allowed to continue approach till below MDA unless the
pilot could identify one of the following visual references
a) Approach lights system consists of:
b) Runway threshold markings, lights Identifier lights
c) Precision Approach Path Indicator (PAPI)
d) Touchdown zone or touchdown zone markings
e) Runway edge lights
f) Other visual references approved the Administrator
(4) Required Runway Visual Range
a) The minimum RVR for a non-precision approach depends on the
MDH and on the approach lighting and runway lighting/marking
available as shown in tables 4, 5
Table 4 – Multi-engine Non-precision approach MDH (75m-100m)
visual reference versus visibility (or RVR)
Approach ILS/GP
A/C CAT VOR NDB
NAVAIDs INOP
A／B／C 800 800 1200
Full Visual Aids
D 1200 1600 1600
Medium Visual A／B／C 1200 1200 1200
Aids D 1600 1600 1600
Basic visual
A／B／C／D 1600 1600 1600
aids
Use LIZ approach or ILS with G/S inoperative and FAF or MM.
Note:
① Full-set visual aids includes: 720 m to 900 m long high /
medium- intensity approach center–line light,
runway edge lights, runway threshold lights, runway end light
s.
② Medium visual aids include: 420 m to 719 m
long high/medium-intensity approach centerline light,
runway edge lights, runway threshold lights, runway end lights.
③ Basic visual aids include: less than 420 m
long high/medium-intensity approach center –line light,
low-intensity approach light with any length,
runway edge lights, runway threshold lights, runway end lights.
b) The RVR values in the above tables are either reported RVR, or met
visibility converted to RVR as in table 5 below.

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The values listed in the table are based on full visual reference
facilities, adds 400m if only has medium visual reference; adds
800m if runway only has basic visual reference facilities.
Table 5 – Multi-engine transportation aircraft non-precision
approach Visibility versus Minima when MDA above and below
100m
A/C CAT/VIS( OR RVR)(M)
M
A B C D
100－120 1200 1200 1200 1600
121－140 1200 1200 1600 2000
141－160 1600 1600 2000 2400
161－180 1600 1600 2400 2800
181－205 1600 1600 2400 2800
206－225 1600 1600 2800 3200
226－250 1600 2000 3200 3600
251－270 1600 2000 3600 4000
271－290 2000 2000 4000 4400
291above 2000 2400 4000 4400
Notes:
① The Tables are only applicable to conventional approaches with a
slope not exceeding 4°. Steeper approach angles will normally
require that the visual approach slope guidance (e.g. PAPI) is
visible from the MDH.
② The RVR values in the above tables are either reported RVR, or
met visibility converted to RVR as in table 5 below.
③ Visibility shall be used if RVR is above 1500m.

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Table 6 - Converting reported visibility to RVR

RVR VIS
m feet m mile
90 300 400 1/4
120 400 800 1/2
150 500 1200 3/4
175 600 1600 1
200 700 2000 1 1/4
300 1000 2400 1 1/2
350 1200 2800 1 3/4
500 1600 3200 2
550 1800 3600 2 1/4
600 2000 4000 2 1/2
630 2100 4400 2 3/4
720 2400 4800 3
1000 3000
1200 4000
1400 4500
1500 5000
1800 6000
* Constant descent profile should be used on last final of non-precision
approach.
(5) CDFA Approach
CDFA should be preferentially used as the standard method of
non-precision approach procedure if the conditions are satisfied.
Compared with approach technology of large gradient descent (level
flight after quick descent) that the aircraft quickly descend before
reaching minimum descent altitude/height, CDFA technology contains
the following advantages:
a) To reduce safety risk by using the concept and SOP of stable
approach;
b) To improve situational awareness of pilots and reduce workload;
c) To reduce the time of low altitude level flight at the status of
maximum thrust, improve fuel efficiency and reduce noise;
d) Approach operation procedure is similar to precision approach and
category precision approach, including maneuvering flight of missed
approach;

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e) It can integrate with baro-VNAV implementation procedure;

f) To decrease the possibility that final approach leg is lower than
obstacle clearance margin;
g) Aircraft configuration is easier for pilots to obtain required visual
reference during the flight at published descent gradient or gliding
angle.
(6) Non-precision approach minimum operation standard
Airport operation minimum standard of the operator should be above the
standard which is approved by the CCAC during non-precision
approach, for aircrafts of category C and D, DDA should be chart
standard MDA+100ft which is published by the CAAC when CDFA is
performed, the standard is identical for day and night. Non-precision
approach minimum VIS should increase 400m on the basis of chart
standard which is published by the CAAC when CDFA is not
performed.
The aircraft can’t be released if night approach light is inoperative.
Approach lights includes the composition of several lights, it can’t be
released if one is inoperative or missed.
4) CAT. I Precision Approach (CCAR-98/NO.36-44)
(1) CAT I Precision Approach
A Category I operation is a precision instrument approach and
landing using ILS, and PAR with a minimum visibility 800 m or
above, runway visual range (RVR) not less than 550 metres, and a
decision height (DH) not lower than 60 m.
The DH of Category I approach shall be not less than the highest of
DA/DH, RVR or visibility.
For the runway with RVR, Precision Approach minimums are
presented in DA/DH, RVR.
a) The DH should be calculated using OCH determined in Visual
and Instrument Flight Procedure Design. The DH shall be not
less than the highest of:
① the minimum altitude /DH stated in the Aircraft Flight Manual
(AFM) ;
② the minimum altitude/height to which the precision approach aid can
be used without the required visual reference;
③ OCH；
④ DH allowed to be used by flight crew;
⑤ 60 m；

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⑥ Any State minima if applicable.

b) For the runway with up and down current in approach area due to
the effect of the terrain around the airport, the DH determined by
OCH shall be added the following margins:
① For propeller-driven aircraft, increase margin by 15m;
② For turbine-driven aircraft, increase margin by 30m;
c) DH is the height from the main gears to the surface of threshold in
precision approach. The distance from G/S antenna of certain
large aircraft to the main gear is more than 5.8m(19ft) , when
approaching on the runway with ILS reference height (ILS G/S
height at the threshold) less than 15m, the risk of touchdown
before the runway will increase, so the DH minimum value of
aircraft of this type is 90m.
d) When approaching with ILS offset course, aircraft will deviate the
extension of the runway centerline, so the DH determined should
enable the aircraft to complete maneuver of aligning with the
runway. DH for approach with ILS offset course shall be no less
than 75m.
(2) TJA Cat.I precision approach Minima:
ILS approach may be conducted if cleared by ATC.TJA Cat.I
precision approach Minima include: DH and RVR or VIS. The value
of DH is determined by the following items:
a) Cat.I operation minima DH：60ｍ（200ft）；
b) The minimum altitude defined to ensure safe approach and landing
with one engine inoperative in Aircraft Flight Manual.
c) DH allowed for flight crew.
d) Cat.I precision approach is conducted strictly complying to DH and
VIS or RVR minima:
e) When RVR of minima is less than 800 meters (2500 feet) in CAT I
precision approach, following conditions shall be met:
① The on-board equipments is equal to those of CAT II ( except
Radio Altimeter at low altitude and A/T) and the aircraft is
airworthiness for CAT I.
② The PIC has more than 100 hours’ experienced on the operated
type of aircraft. Both the PIC and co-pilot have had the ground

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class training on CAT II operation.

③ The PIC has conducted approach and landing on these minima
on full motion simulator of the operated aircraft type, and passed
check ride.
(3) Visual Reference
The minimum weather condition for pilot acquiring visual reference
at MDA or MDH is defined as visibility or RVR. The distance
required for pilot to see (i.e. required oblique distance) decides the
height of the eyes level, the observation down angle () and ground
visual aids type. The larger the aircraft is, the higher DH is, e.g. the
higher the distance from the pilot eyes to the ground, the longer the
oblique distance is. Conversely the bigger the observation down
angle is, the longer the approach light system is, the shorter the
oblique distance is. For CAT.I precision approach, visual reference
shall include bar light or threshold lights, at least 6 successive
approach lights/ runway lights.
No pilot may continue a precision approach Cat I below the DH
unless at least one of the following visual references for the intended
runway is distinctly visible to, and identifiable by the pilot:
a) components of the approach lighting system;
b) threshold, or its markings, lights or identification lights;
c) visual glide slope indicator(s)（PAPI）;
d) touchdown zone, zone markings or zone lights; or
e) The runway edge lights.
(4) RVR
a) Precision approach runway equipped with 3 RVRs calculated by
transmissometer.CAT.I precision approach use RVR of touchdown
zone（TDZ）as standard, 2 RVRs calculated and reported by
transmissometer in mid-point of runway and stop end as reference.
b) DH of CAT.I precision approach is OCH required by procedure or
DH used for pilots conducting approach, or 60m, which is higher.
Minimum RVR or VIS values can be determined basing on different
visual aids in the Table 7.
c) If DH more than 75 less than 90m, the values of RVR/VIS in Table 7
should be added 100m; If DH is 90 or above, the values of RVR/VIS in
Table 7 should be added 200m. But the minimum visibility of runway
without approach light is the distance between the points where aircraft
descend to DH to runway threshold.

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Table 7 - CAT.I precision approach Minima for Multi-engine

transport aircraft
ILS offset
Navaids ILS
course
DH 60M 75M
A/C
Visual aids RVR VIS RVR VIS
cat.
Precision approach lighting A/B/C 550 800 800 800
system, runway edge lights,
centerline lights, TDZ lights D 600 800 800 800
and runway markings
Simplified high-intensity A/B/C 800 800 800 800
approach lighting system,
high-intensity runway edge
lights, threshold lights, D 800 800 800 800
runway end lights and runway
markings
Runway edge lights and
runway markings, approach A/B/C/
1200 1200 1200 1200
lights with any length or no D
approach lights
Note:
① A full ILS requires an operative LOC, GS, OM and MM. If DME
is used to provide distance data equivalent to that provided by a
marker, the accuracy of DME is required to be 0.5NM (for OM)
and 0.2NM (for MM). The airborne DME equipment shall
accordingly have the capability for distinguishing accuracy.
②The RVR in the above table indicates TDZ RVR and the visibility
indicates the landing direction visibility.
③ The precision approach lighting system refers to category I
precision approach lighting system specified in ICAO Annex 14.
The approach centerline lights extend 900m beyond runway
threshold outside of the runway. But for determining minimums,
the approach centerline may be as long as 740m or even longer, and
it may be considered as the full length. The length of the centerline
lights of simplified high-intensity approach lighting system shall be
no less than 420m.
④ The data in the table can only be used for 3 degrees glide slope. So
the path indication can be displayed on the precision approach path
indicator (PAPI) before reaching at DH.

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5) Visual Maneuvers
(1) Visual Approach
The flight crew must consistently keep visual contact as required
to locate the aircraft position relatively to the airport. The aircraft
must completely stabilize at approach speed or final landing
configuration before descending to 500ft above the airport
elevation. No captain can conduct visual approaches, unless the
pilot-in-command has satisfactorily completed an approved training
program for visual approaches. In addition, the certificate holder
shall not conduct a visual approach unless the approach is
conducted to an airport with an approved instrument approach
procedure for that airport, and all of the following conditions are
met:
a) The flight remains under instrument flight rules and is authorized
by ATC to conduct a contact approach.
b) The reported visibility/RVR for the runway of intended landing
is at or above the authorized IFR minimum for the Category I
nonprecision approach established for that runway or 1600m(1
statue mile) (RVR 1500m (5000 feet)), whichever is higher.
c) The flight is operating clear of clouds and can remain clear of
clouds throughout the contact approach. The flight visibility
must be sufficient for the pilot to see and avoid all obstacles and
safely maneuver the aircraft to the landing runway using external
visual references.
d) The flight does not descend below the MEA/MSA, MVA, or the
FAF altitude, as appropriate, until:
① The flight is established on the instrument approach procedure,
operating below the reported ceiling, and the pilot has identified
sufficient prominent landmarks to safely navigate the aircraft to
the airport, or
② The flight is conducted below the cloud ceiling, and the airport
is in sight, and the pilot can maintain visual contact with the
airport throughout the maneuver.
③ The flight does not descend below the highest circling MDA
prescribed for the runway of intended landing until the aircraft
is in a position from which a descent to touchdown, within the
touchdown zone, can be made at a normal rate of descent
using normal maneuvers.
(2) Circling Approach
Circling approach refers to visual flight phase after aircraft finish
instrument approach, pilot should consistently see the runway
threshold or approach lights or other markings identifying runway,

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maintain flying within visual circling area, keep aircraft on the

landing position for opposite or another runway.
Circling Approach Minimums
a) Minimums for circling approach include two factors: MDA, VIS and
ceiling. Minimums for circling approach shall not below the
straight-in approach minimums of the airport. If the minimums does
below, circling approach use the OCA/H of straight-in approach.
b) Visual circling approach is applicable for conditions that the angle
formed by final approach track and the extension of the runway
centerline is more than 15 degrees（for CAT A、B aircraft, more than
30°）, or the descending gradient is more than 6.5%;
c) Implementation of visual circling approach should strictly abide by
the minima of visual circling approach of each airport.
Visual circling approach is limited within the side where the terrain is
relatively lower when terrain or obstacles on one side of runway are
of high elevation. In this case, the limitation to visual circling
approach should be indicated on the approach charts, for example‖
Visual circling approach only be conducted on _ side of runway‖
Visual flight phase of instrument approach shall has adequate ground
characteristics to ensure the pilot correctly and immediately judges
the aircraft position relative to the landing track, also provide the pilot
with factors used as lateral control, such as approach lights and/or
runway lights. Visual reference of circling approach means that pilot
should consistently see the ground and enable the pilot to determine
the aircraft position relative to the airport and keep the aircraft in the
visual circling area. Visual circling approach minima shall be no less
than the minima of airport straight-in approach. Visual circling
approach minimum ceiling is equal to or less than the value of MDA,
and is rounded to10m.
For MDA and VIS required by Visual circling approach, see Table 8.

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Table8 – Multi-engine aircraft Circling Minimum Visibility

Visiblity
（M）
A B C D
100-120 1600 / / /
121-140 1600 / / /
141-160 1600 1600 / /
161-180 1600 1600 2400 /
181-205 1600 1600 2400 /
206-225 1600 1600 2800 3200
226-250 1600 2000 3200 3600
251-270 1600 2000 3600 4000
Note:
① The values listed in the Table are generally acceptable minima.
Don’t mix them with guide line in Visual and Instrument Flight
Procedure Design.
② When MDA of visual circling minima for each aircraft type are
above the values listed in the Table below, obtain the
minimum visibility based on the higher MDH in Table 5.
③ When RVR is below 800m, visual approach is not allowed.
d) Company circling minimums
① At least 300 meters (1,000 feet) of reported ceiling and at least
4800 meters (3 miles) of visibility, or
② The reported weather is at least at the published circling approach
landing minimums. Take the higher value between ① and ②.
③ Tianjin Airlines does not operate reversal procedures.
6) Operation Minimums for Night Flight
At least runway edge lights or runway centerline lights and
runway end lights shall be available for takeoff and landing at night.
The minima of takeoff and landing at night are equal to the published
airport minima.
(1) To perform a non-precision approach at night on a runway, this
runway must be equipped with normal runway lights, threshold
lights, runway end lights and runway centerline lights to ensure safe
obstacle clearance, unless the runway has Visual Approach Slope
Indication System(VASIS) or Precision Approach Path Indicator
(PAPI) , otherwise the obstacles within 2km of approach area are
installed with obstacle lights. According to Company policy, the
approach should be stopped if the approach lights are inoperative.
(2) Runway of circling approach at nighttime must has normal runway
lights, threshold lights, runway end lights and runway centerline

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lights to ensure safe obstacle clearance, and the obstacles within 2km of
approach area are equipped with obstacle lights, otherwise has
Visual Approach Slope Indication System (VASIS) or Precision
Approach Path Indicator (PAPI). Visual circling approach minima is
the same as the minima in daytime, but no less than the minima of
straight-in approach at nighttime;
(3) Cat. I precision approach must use Category I precision
approach lighting system stipulated by Annex14 of ICAO
Convention, whereby runway edge lights, runway threshold lights, ru
nway end lights and runway markings are all available, unless the
runway is equipped with Visual Approach Slope Indication system
（VASI）or Precision Approach Path Indication system(PAPI),
otherwise the obstacles in the approach area within 2000m from the
runway threshold shall be installed with obstacle lights.
7) Effect of failed or degraded ground navaids
These instructions are intended for pre-flight and pre-approach. It is
not expected however that the captain would consult such
instructions after passing the outer marker or equivalent position. If
ground aids failure is announced on final approach, the approach
could be continued at the captain's discretion. If, however, failures
are announced before final, their effect on the approach should be
considered as described in table 9, and the approach may have to be
stopped to allow review.
Conditions applicable to the table 9:
(1) Multiple failures of runway lights other than indicated in table 9 are
not acceptable.
(2) Deficiencies of approach and runway lights are treated separately.
(3) Category II or III operations - A combination of deficiencies in
runway lights and RVR assessment equipment is not allowed.
(4) Failures other than ILS affect RVR only and not DH.
(5)"No DH" operations - An operator should ensure that, for aircraft
authorised to conduct "no DH" operations with the lowest RVR
limitations, the following applies in addition to the content of the
table 9.
(6) RVR: At least one RVR value must be available at the airport
(7) Runway lights:
a) No runway edge lights, or no centre lights - Day only min RVR
200 m
b) No TDZ lights - No restrictions
c) No standby power to runway lights - day only RVR 200 m

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Table 9 - failed or degraded navaid - effects on landing minima

Effect on landing minima
Failed or downgraded CA
equipment T CAT CAT II CAT I Non
IIB IIIA precision
Localizer signal of Not allowed
CAT II ILS degrade Not allowed
to CAT I
Localizer signal of Not
CAT III ILS degrade allowed No effect Not allowed
to CAT II
ILS Glideslope station Not allowed Apply the LLZ
inoperative landing minima
ILS standby transmitter Not No effect
allowed
Outer Marker No effect if replaced by Not applicable
published equivalent position
Middle Marker No effect No effect unless
used as MAPT
May be temporarily replaced
Touch down zone RVR with midpoint RVR if
assessment system approved by the state of the No effect
airport. RVR may be reported
by human observation
Midpoint or Stopend No effect
RVR
Anemometer for No effect if other ground source available
runway in use
Ceilometers No effect
Not allowed for Not
Approach lights operations with allowed Minima
facilities
as for basic
DH > 50 ft
Approach lights except Not Minima as basic
No effect
the last 210 m allowed facilities
Approach lights except Minima as for
No effect
the last 420 m intermediate facilities
RVR as for
Standby power for
No effect CAT I basic No effect
approach lights
facilities
Whole runway light Minima as for basic
Not allowed
system facilities - day only
Edge lights Day only

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Day: RVR
RVR 300
300m
Centreline lights m day No effect
Night: RVR
only
550m
Centreline lights
RVR 150
spacing increased to 30 No effect
m
m
Day:
RVR Day: RVR 300
200m m
Touch down zone lights No effect
Night: Night: RVR
RVR 550 m
300m
Standby power for
Not allowed No effect
runway lights
No effect - except delays due to reduced movement
Taxiway light system
rate
8) Requirements on onboard equipments during approach
（ 1 ） For RVR550 operation, an equivalent of CAT II operation
equipments (except for low altitude radio altimeter and
autothrottle )and CAT I airworthiness must be ensured;
（2）When the following conditions occur, missed approach procedure
must be performed:
a） The operation minimum of the kind of instrument approach
being performed can not be fulfilled due to any onboard
equipment failure;
b） A failure occurs on any minimum equipment required by the
authority that will affect approach;
c ） During instrument approach, before MDA/DH, stalbilized
approach is no longer possible due to two primary
navigation/indication instruments disagree/unreliable;
d） After approach is initiated, it is impossible to continue approach
and landing due to onboard equipment failure.

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9.1.2.6 Planning minima（CCAR-121.639/643(a),(b)/133(a)(6)）

1) Application of minimums for alternate airport
(1) Determination of operating minimums for alternate airport can
provide extra margin for weather deterioration during the flight.
(2) Minimums for alternate airport are only applicable to pre-takeoff
flight plan phase. When diverting to an alternate airport during flight,
this airport becomes the new destination airport, and the approach and
landing minimums shall comply with the published or prescribed
minimums of the airport.
2) Principle of selecting alternate airport
Usable airport refers to the certificated airport applicable to operation
of all aircraft type or the airports which are regarded meet equivalent
safe requirement (The meteorological conditions satisfy requirement
for establishing approach at estimated time, runway, aircraft
capabilities and flight crew qualifications)
(1) Selecting of Departure Airport
If the weather conditions at the airport of takeoff are below the
landing minimums in the certificate holder's operations specifications
for that airport, no person may dispatch or release an aircraft from that
airport unless the dispatch or flight release specifies an alternate
airport located within the following distances from the airport of
takeoff:
a) Aircraft having two engines. Not more than one hour from the
departure airport at normal cruising speed in still air with one
engine inoperative. Aircraft having three or more engines. Not
more than two hours from the departure airport at normal cruising
speed in still air with one engine inoperative.
b) The weather condition of the airport at arrival is equal to or above
the minimum weather condition for alternative airport stipulated in
this manual.
c) Before dispatch or release the aircraft, each necessary takeoff
alternate should be listed in the Dispatch or Flight Release Sheet.
(2) The valid period of en-route alternate aerodrome weather report or
forecast is from one hour before the earliest Estimated Time
Arrival (ETA) to one hour after the latest Estimated Time Arrival
(ETA) when aircraft arrives at the airport. The earliest Estimated
Time Arrival (ETA) of alternate aerodrome is the takeoff time plus
the time flying to the first Equal Time Point (ETPl) along the route

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plus the time flying from the first (ETPl) to the alternate aerodrome;
The latest Estimated Time Arrival (ETA) of alternate aerodrome is
the takeoff time plus the time flying to the second Equal Time
Point (ETP2) along the route plus the time flying from the second
Equal Time Point (ETP2) to the alternate aerodrome;
(3) Selecting of destination Airport (CCAR – 121.639)
a) Alternate airport for destination: IFR or over-the-top: Domestic
operations.
No person may dispatch an airplane under IFR or over-the-top unless
he lists at least one alternate airport for each destination airport in the
dispatch release. When the weather conditions forecast for the
destination and first alternate airport are marginal at least one
additional alternate must be designated. However, no alternate airport
is required if for at least 1 hour before and 1 hour after the estimated
time of arrival at the destination airport the appropriate weather
reports or forecasts, or any combination of them, indicate:
① At least 1,500 feet above the lowest circling MDA, if a circling
approach is required and authorized for that airport; or b) At least 450
m (1,500 feet) above the lowest published instrument approach
minimum or 600 m (2,000 feet) above the airport elevation,
whichever is greater; and
② The visibility at that airport will be at least 4800 m (3 miles), or
3200 m (2 miles) more than the lowest applicable visibility minimums,
whichever is greater, for the instrument approach procedures to be
used at the destination airport; or
③ The weather conditions at the alternate airport must meet the
requirements of CCAR121.643.
b) Alternate airport for destination: Supplemental operations.
① Each person releasing an aircraft for operation under IFR shall
list at least one alternate airport for each destination airport in the
flight release.
② For the purposes of paragraph a) of this section, the weather
requirements at the alternate airport must meet the requirements
of the certificate holder's operations specifications.
③ No person may release a flight unless he lists each required
alternate airport in the flight release.
3) Weather condition for selected alternate airport（CCAR-121.643/651）
For alternates listed on the dispatch or release, a weather report or

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forecast, or a combination of the above must be provided. The weather

at the alternate should not below the weather minima required by the
Company Ops Specs at the time the aircraft reaches this alternate.
Otherwise, the flight dispatcher and the captain should stop the aircraft
from continuing to the dispatched or released airport.
(1) For airports with only one approach facility (precision or
non-precision) and procedure, the minimum ceiling at the alternate
airport is approved CAT I DH or non-precision approach MDH added
by 120 m, and VIS is added by1600 m. Note: If there is only one
navigation facility such as VOR/DME, although VOR/DME provides
one approach procedure for each runway end, it is still considered to be
one approach system.
(2) For airports with two navigation facilities and both facilities can
provide non-precision or precision approach procedure for different
runways, the minimum ceiling at the alternate airport is the MDH or
DH for different runways at this airport (whichever is higher) added
by 60 m, and the visibility is the landing minima for different
runways (whichever is higher) added by 800 m. For diversion
minima, visibility is more critical than ceiling.
Note: Different runways may refer to two directions of the same
runway.
(3) For one runway equipped with one precision approach facility
and one or two non-precision approach facilities, it can be
considered as one precision approach facility only (the minima for
precision approach is normally lower), and the minima ceiling is
DH added by 120 m and visibility is added by 1600 m. It can also
be considered as two approach facilities and approaches (one
precision and one or two non-precisions, take note of the different
runway directions), the minimum ceiling is the DH or MDH
(whichever is higher) added by 60 m, and the visibility is the
higher one added by 800 m.
Note: When considering one approach facility only or two for diversion,
it is recommended to take the more preferable result from the
calculated diversion minima. Diversion minima for two
non-precision approach facilities and two precision approach
facilities are defined respectively in CCAR—121FS Articles
121.643 （b）(2) and (b) （3）. As a matter of fact, one
precision approach facility can be combined with one
non-precision approach facility on the other runway for two
facilities. In this case, DH or MDH (whichever is higher) added

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by 60 m will be the diversion minimum ceiling and the higher

visibility added by 800 m will be the diversion minimum
visibility.
(4) Diversion minima at the alternate airport are used for dispatching.
When the aircraft has to divert to an alternate airport, the landing
minima at this airport can be used for approach and landing,
regardless of the diversion minima.
9.1.2.7 Special Airports
1) Special Airport Definition:
The special airport refers to the airport of which the flight
environment in airport region is complex, the airport support
conditions is insufficient , needs specially adopt counter measures to
guarantee flight safety. Airports with some specific characteristics
requiring to be reminded in form of words and figures instead of
adopting special measures are not considered as special airports.
2) Special Airport Classification Factors:
(1) The airport is located at places such as mountain valley,
mountainside, mountaintop or summit with poor obstruction
clearance;
(2) The airport with poor local meteorological conditions (for
example: windshear, turbulent airstream and so on), or cloud
ceiling and visibility change rapidly (for example: Advection
fog etc.);
(3) The non-standard approach landing procedure and takeoff
departure procedure due to the terrain, the obstacle or other
reasons cause, (for example: circling approach, landing after
descending via low approach, the instrument guidance system
(IGS) , the localizer offset approach and so on);
(4) Only landing excluding takeoff is applicable at certain runway
direction due to the terrain, the obstacle limit, so the one engine
failure during go-around emergency procedure or one engine
failure DA/DH, MDA/MDH must be formulated;
(5) The airport navigation facility is deficient with serious
navigation signal camouflage, inaccurate navigation, unstable
indication; or the airport visual navigation aid implementation is
deficient;
(6) Very high elevation airport (airport elevation is 2438 (8000 feet)
meter or above).
(7) Abnormality, like high latitude, unusual magnetic variation and so on.
(8) The overseas airport, air traffic control rules and regulations and the
procedure are not sound, potential security hazard exits.
(9) For evaluation of special airport classification, refer to the Flight

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Standard and Training Center Working Manual

3) Classification details of special airport
(1) Category I special airport:
Lasa/Gongga, Jiuzhai/Huanglong, Diqing/Xianggelila, Geermu,
Changdu/bangda, Linzhi/Milin, Kangding, Meixian/Changgangji,
Ankang
(2) Category II special airport
Baoshan, Dali/Huangcaoba, Xishuangbanna/Gasa, Lincang/Boshang,
Lijiang/Sanyi, Dehong/Mangshi, Pu’er/Simao, Zhaotong,
Tengchong/Tuofeng, Panzhihua/Baoanying, Xining/Caojiapu,
Enshi/Xujiaping, Xichang/Qingshan, Ulan Bator/Chengjisihan, Chita
(3) Category III special airport
Yanan, Liping, Chifeng/Yulong, Liancheng/Guanzhishan,
Huangshan/Tunxi, Wuyishan, Huaihua/Zhijiang, Zhangjiajie/Hehua,
Tongren/Fenghuang, Tianshui/Maijishan, Dandong/Langtou,
Dalian/Zhoushuizi, Yanji/Chaoyangchuan, Bu’erjin/Kanasi,
Xinyuan/Nalati, Kunming/Changshui, Qingyang/Xifeng, Tacheng,
Aletai, Xingyi, Libo, Taibei/Songshan, John F. Kennedy, Ontario, San
Francisco, Ted Stevens Anchorage, Islamabad, Yamagata Airport,
Busan Gimhae, RKTU, Osh, UHHH, UTDD, Tribhuvan, Phuket,
Luanda, Sansha.
4) Crew arrangement principle for special airports
Refer to 2.1.2.3
5) Dispatch release requirement for captain qualification
Except the conditions in 9.1.2.7 6), flight dispatcher shall not dispatch
aircraft fly to or departure from airport which require special airport
qualification for flight crew, and the PIC shall not accept the assignment
unless over the past 12 calendar month:
(1) The PIC or SIC has operating experiences as flight crew member in this
airport (including takeoff or landing), or
(2) The PIC has been trained on Airport Illustration Equipment acknowledged
by Regulatory Authority or simulator, and has got the required qualification.
6) Captain qualification requirement for the flight between two airport station
via the route or areas with special type navigation some or some routes:
（CCAR-121.469）Considering the elements of terrain around, obstacles,
complex approach procedure or departure procedure, the Authorities can

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define some airports as special airports, require the captain possesses the
special airport qualification, and bring forward special type navigation
qualification requirement for some areas or some routes.
The certificate holder should guarantee that the pilot as the captain in
operation flying to or from a special airport has flown to the airport as a flight
crew member (including takeoff and landing) or received training using the
airport terrain demonstration device or a flight simulator and acquired
qualification in 12 calendar months. However no requirement for the captain
when flying into the airport (including takeoff and landing) if the ceiling of
the airport is at least higher than the MEA, MOCA, or initial approach
altitude defined by the airport instrument approach procedure plus
300m(1000ft), and the airport visibility is at least 4800m (3 miles).Pilot who
will be appointed as PIC for flight between stations with special navigation
requirement en route or in certain area shall be proved to be qualified to use
the navigation system with one of the following methods over the past 12
calendar months, and acknowledged by the regulatory authority:
(1) Has flight experience on certain route or in certain area using this navigation
system as PIC.
(2) Has flight experience on certain route or in certain area using this navigation
system as PIC under the monitoring of examiner.
(3) Has completed the training in accordance with the TJA training syllabus.
7) The establishment and applying for approval and using of the airport
emergency procedure with one engine inoperative
(1) The Technical Support Center of the Operation Management Dept. shall
provide the Flight Dept.with the special airport information and relevant
materials. The chief pilot of Flight Dept will classify all airports into A, B, C
three categories and send the result to the Operation Management Dept. and
Safety Supervision Department according to the Administrator’ advisory
bulletin airport classification and requirements for operation on special
airport.
(2) The technical support center of the Operation Management Dept. will
establish the airport emergency procedure with one engine inoperative for
category C airport according to the airport classification, and submit it to the
technical standards discussing group for deliberating.
a) If the procedure has passed in the deliberating, Flight Dept will arrange a
test flight on simulator for the applicable aircraft type, airport. If the procedure
proves feasible in the test flight or test flight on simulator, the operation control
Department will submit the procedure approved by the chief pilot to the
Administrator The procedure will be put in effect after the Administrator
approval.
b) If the procedure has not passed, the Operation Management Dept. will
modify and improve it until it passes. Following the (1) above, carries out the

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successive work.
c) In order to increase operation ability of emergency procedure with one
engine inoperative, the chief pilot of Flight Standard and Training Dept. or other
designated qualified person shall take part in the establishment of the procedure.
(3) For category C airport, the Flight Dept., Flight Dept, the Operation Control
Dept. and other relevant units will separately organize training for pilots,
dispatchers and related personnel. Only the person who has passed the
examination can exercise a task.
9.1.3 The determination of fuel and oil tankering
（CCAR-121.133(a(14)/657(a), (b)/661(a)/663(a),(b))
9.1.3.1 Fuel Policy
1) General
(1) In order to ensure the flight safety and reduce the fuel cost, TJA stipulates
the fuel and oil policy. When dispatch release the aircraft, the flight
dispatcher and PIC should jointly determine the actual fuel of the flight in
accordance with TJA fuel & oil policy, and consider the complex situation
of weather, air traffic flow, departure airport, destination airport, alternate
airport and the aircraft conditions etc.
(2) The fuel items described in this policy are the necessary items of the flight
approved by TJA. When there is a discrepancy between the flight
dispatcher and the PIC on departure fuel quality, the PIC retains the
authority to make final decisions, but is not allowed to reduce the items
stipulated in this policy. The flight crew is required to check and record
OFP, fuel status and time passing the waypoint.
(3) Although possible conditions has been considered in the policy making
process, however one of the most fundamental rule is that the residual fuel
of a aircraft at the completion of landing rollout shall not less than the
minimum fuel.
2) Definition
(1) Domestic Operation
Refers to the operation between two places in the territory of P.R.China
or between one domestic place and a place in the foreign country
specially regarded as domestic place by the Administrator.
(2) International operation
The operation between domestic point and international point, operation
between two international points, or operation between a domestic point and a
domestic point which is appointed as an international point by
authority(Hongkong and Mecau is regarded as international operation).
（3）Taxi fuel:
Fuel expected to be used prior to take-off, including engine start, taxi and APU
consumption.
(4) Trip Fuel
Fuel consumption for climb, cruise,descent, approach and landing at the
destination airport after takeoff from dispatched departure airport.
(5) Alternate fuel

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The total Fuel consumption for climb, cruise, descent, approach and landing at
the alternate airport after go around from the destination.
(6) Fixed Reserved Fuel
Domestic operation: Fuel for 45 minutes at normal cruising fuel
consumption after arrival of farthest alternate.
Note: Reserved Fuel of D328 equals to the fuel consumption for 45
minutes flight at holding speed at 1500 ft AGL at alternatie airport in
standard temperature conditions.
International operation: Refers to the fuel consumption for 30 minutes
flight at holding speed at 1500 ft AGL at alternate airport or destination
airport(if no alternate airport is required) in standard temperature
conditions.
(7) Emergency reserve fuel(International operation): For aircraft with
turbo propeller engines(no turbo propeller engines in TJA): 10% of total
flight time from takeoff to destination and landing.
(8) Extra Fuel: Fuel for events possibly occurs in special period.
(9) Holding Fuel
The fuel that is required for anticipated and/or possible air traffic, weather,
low visibility/instrument landing conditions, or other in-flight delays.
(10) Tanker Fuel
The fuel transported for economic reasons or for Operator convenience
(e.g. due to price/availability at destination).
(11)Dispatched Fuel
a) According to weather condition, NOTAM, destination and
alternate airport situation and other operation conditions, the dispatcher
makes the computer flight plan or verifies the airline analysis fuel
quantity and makes sure the dispatch fuel quantity. If captain has no
doubt, refuel as the dispatch sheet;
b) Consider predict ground hold, flight profile and other factors,
ensure safety, flight crew should refuel as below:
EMB145：100KG/220LB（exclude）below
ERJ190 ：300KG/661LB（include）below
A320 ：300KG/661LB（include）below
c) if captain has any doubt about fuel quantity and add more fuel
than item b), he should inform on duty dispatcher through company’s
communication (but not limit to this method), until on duty dispatcher
and captain has agreement about load sheet, then on duty dispatcher

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reissue the dispatch and inform load unit, and load unit reproduce the
load sheet to flight crew. The fuel finally determined by the captain and
flight dispatcher after discussing the actual operation conditions, but
they should consider:
(a)Wind and other weather condition forecast;
(b)Expected air traffic delay;
(c)Carry out an instrument approach and possible go-around at
destination airport;
(d) Depression in-flight and one engine inoperative en route
(e)Any other conditions which will possibly cause landing delay
(12) Amended Fuel Quantity
Individual adjustment of fuel for the aircraft of which performance data
is rather big different with that of the same type of aircraft.
(13) Minimum Fuel
The minimum specified fuel quantity that should be reported to the
ATC for taking emergency resolution. The fuel can at most meet
the requirement of flying for 30 minutes at 450 m (1500 ft) above
aerodrome elevation in holding airspeed after arriving at the
destination, the stipulated fuel flow indication system error should
be considered.
(14) Emergency Fuel: at a certain point, when the captain defines that
the aircraft requires a direct to the destination for an immediate
landing due to low fuel quantity and announce Emergency Fuel. It
is an emergency which clearly requests a priority from ATC.
Usually, the flight crew announces Minimum Fuel first and then in
the event of any unduely delay; the captain should announce
Emergency Fuel.
9.1.3.2 The fuel requirement for scheduled passenger flight operation.
1) Domestic operation
The flight profile for domestic operation is calculated as follows:
The domestic operation flight profile of D328

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The domestic operation flight profile of EMB-145, EMB-190, A320
Dispatched fuel prior to flight operation shall include following fuel

items:
(1) Taxi fuel;
(2) Trip Fuel;
(3) Alternate fuel;
(4) Fix Reserved Fuel (Domestic Operation);
(5) Extra fuel;
(6) Amended fuel (if necessary).
2) International operation:
The international operation flight profile as follows:
TOD 10% trip time

TOC
LRC
Note: ―10% trip time‖ refers to the fuel quantity at TOD, 10% fuel
quantity of cruising trip; this fuel belongs to reserve fuel.

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Dispatched fuel shall include the following fuel items:

(1) Taxi fuel;
(2) Trip Fuel;
(3) Alternate fuel;
(4) Fix Reserved Fuel (International Operation);
(5) Emergency alternative fuel
(6) Extra fuel;
3） Fuel tankering
Fuel tankering flight profile is calculated as follows:
Flight profile for operation with fuel for return trip of D328
Fuel tinkering flight profile for EMB-145, EMB-190 and A320
Dispatched fuel include the following fuel items

(1) Fuel consumption during taxi out:
(2) Trip Fuel:
(3) Fuel consumption during taxi in and out at the destination airport
(4) Takeoff fuel at the destination airport

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(5) Extra fuel (10 mins flight at normal cruise fuel consumption rate.)
(6) Fuel correction (if necessary)
The calculation for takeoff departure fuel at destination airport is the
same as the related regulations in 9.1.4.1 1) and 2）.
9.1.3.3 Fuel items contents Calculation principle
1) Fuel consumption during taxi out：
The average taxi out time for E145/E190/A320 is 20 minutes except for
ground operations at the following airports where the taxi out fuel is
calculated for 40 minutes of taxiing: Shanghai/Pudong,
Shanghai/Hongqiao, Guangzhou/Baiyun, Beijing/Capital,
Shengzheng/Baoan, Xi’an/Xianyang and the airports in the regions of HK,
Macau and Taiwan, and oversea airports.
In real operation, the dispatcher will correct the amount of the fuel
according to the actual traffic volume of the airport and inform the weight
and balance agent at the associated station if there is any correction. The
average fuel consumption rate and fuel consumption are shown as
indicated in the table below:
Type Average 10 min 20 min 30 min 40 min
D328 8/4 80/36 160/72 240/108 /
E145 16/7.3 161/73 322/146 483/219 644/292
E190 22/10 220/100 441/200 661/300 882/400
A320 33/15 330/150 661/300 992/450 1323/600

UNIT：fuel consumption rate：LB/Min or KG/Min
Taxi fuel consumption：LB／KG
2) Trip Fuel consumption
(1) For line analysis, refer to the Regulations of the Airlines the Civil
Aviation Plane Flies Both Inside or Outside China And of the Specified
Height, 《CAAC High Altitude Flight Diagram》, 《CAAC Middle and
Low Altitude Airline Diagram》, CAAC《the Handbook of Airlines》.
The computer flying plan shall be made according to the flying distance
and height planned by the day. Air route wind/ atmosphere temperature:
choose 85% of the value of the wind and temperature as the reliable
value for analysis of air line according to the seasons. The computer
flying plan shall be made according to prediction wind value and
atmosphere temperature in a predetermined flight period.
If the diversion route has not been specified altitude, calculation shall be
made on the basis of the following assumed altitude:

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Distance to alternate Assuming Altitude

400～500 km 6000m
300～400 km 3900m
Less than 300 km 3000m
(2) Methods to calculate for cruise
a) For D328: calculate at standard cruise speed.
b) For EMB145: calculate at Max. cruise speed.
c) For EMB190: calculate at Mach 0.78.
d) For A320: calculate at Mach 0.78 cruise speed.
3) Alternate Fuel: Determine fuel consumption for landing at alternate
according to the farthest alternate landing airport selected.
(1) Conditions to calculate Alternate Fuel are as follows:
a) Line analysis is calculated based on still wind; and computer
flight plan is calculated based on the real conditions;
b) The distance and height of the air line for the alternate landing:
same as (1) in 2) of the Section.
(2) Domestic fixed reserved fuel (The data indicated in the table is for
line analysis and calculation, and the computer flight plan is calculated
according to the real-time conditions).
A. The data indicated in the table is for line analysis and calculation is for
D328, based on fuel comsumption with the MTOW at sea level, holding
45 minutes at 1500ft.
A/C Type 45minutes Holding Fuel
D328 1014LB 460KG
B. The data indicated in the table is for line analysis and calculation for
EMB145, ERJ190 and A320, the domestic fixed reserved fuel are
calculated at the conditions: 45 minutes fuel flight at normal cruise speed
in ISA after arrival of the farthest alternate.
A/C Type 45minutes Cruising Fuel
E145 1874LB 850KG
E190 3339LB 1515KG
A320 4383LB 1988KG
Note: refers to Flight Crew Operation Manual or Crew Operation
Manual – Cruising Fuel Quantity Table
C. CFP:
The domestic fixed reserved fuel is calculated at the conditions: 45
minutes fuel flight at normal cruise speed in ISA after arrival of the
farthest alternate based on the real operation condition. Domestic fixed
reserved fuel is calculated according to the fuel burn for 45 minutes
flying based on normal cruising.
4) International fixed reserved fuel
A. The data indicated in the table is for line analysis and calculation, the

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fuel is calculated at the conditions: ISA condition, holding speed, 30

minutes holding, 1500ft above alternate airport or 1500ft above
destination airport（when alternate is not required）.
A/C Type 30 minutes holding fuel
DORNIER328JET 676LB 307KG
EMB145 1249LB 530KG
ERJ190 2226LB 1010KG
A320 2921LB 1325KG
Note: refers to Flight Crew Operation Manual or Crew Operation
Manual – Holding Fuel Quantity Table
B. CFP is calculated based on real condition, profile refers to 9.1.4.1.

5) Emergency reserve fuel (International operation): For aircraft with
turbo propeller engines (no turbo propeller engines in TJA): 10% of
total flight time from takeoff to destination and landing.
6) Extra Fuel: The fuel calculated based on the known or expected
delay.
7) Fuel for test flight
The reserve fuel for test flight shall satisfy the requirement of flying to
the selected alternate after ending of test flight at normal cruising speed.
8) Predetermined point procedure (CCAR-121.657)
When planning to a destination alternate, the flight can only be routed
via a predetermined point to one of these aerodromes, the amount of fuel
should be the higher of the below:
(1) The sum of:
a) Taxi fuel
b) Trip fuel from the departure aerodrome to the destination
aerodrome, via the predetermined point
c) Additional fuel if required, but not less than the fuel to fly for two
hours at normal cruise consumption after arriving overhead the
destination aerodrome, including holding fuel l
d) Extra fuel if required by the captain
(2) The sum of:
a) Taxi fuel
b) Trip fuel from the departure aerodrome to the alternate aerodrome,
via the predetermined point
c) Additional fuel: the fuel quantity to be flown for 45 min at normal
cruise consumption rate after arriving at alternate airport via
predetermined waypoints.
d) Extra fuel if required by the Captain

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Destination
alternate
E
A P B
Predetermined
Departure point Destination
The predetermined fuel planning is the greater of F1 or F2:
● F1 = Taxi + Trip AB + 2 hours cruise fuel + Extra fuel
● F2 = Taxi + Trip AE + 45 minutes holding + Extra fuel
9) Fuel calculation in peculiar circumstances
(1) Fuel calculation of En route single engine driftdown
A. When the airway to be flied has formulated the single engine
driftdown procedure, flies as per the single engine driftdown
procedure. Uses the driftdown speed during descending, after
leveling off, flies at normal cruise speed.
a) For EMB145 aircraft: Fuel quantity calculation refers to EMB145
"Airplane Operations Manual": 1-05-30 Flight Plan - One Engine
Inoperative Performance - "Long Range Cruise - One Engine
Inoperative Table", "Driftdown Table", "Holding Table" or uses
EMB145 DRIFTDOWN, INFLIGHT software to calculate.
b) For ERJ190 aircraft: Fuel quantity calculation refers to ERJ190
"Airplane Operations Manual" : Single Engine Performance -
"Long Range Cruise - One Engine Inoperative Table", Section 6
Flight Plan 6-30, Volume I, "Driftdown Table", "Holding Table"
or uses ERJ190 DRIFTDOWN, INFLIGHT software for
calculation.
B. When the airway to be flied has not established the single engine
driftdown procedure, land at the nearest suitable airport.
a) For ERJ190, descend at 290 knot /M0.77 and EMB145 at 290
knot /M0.70 . Fly the normal cruise speed during level flight. Fuel
quantity should be calculated with the INFLIGHT software.

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b) For A320 aircraft: single engine standard strategy using 300 knots/
M.78 to descend, fuel quantity calculation refer to Flight Crew Manual
– Flight Performance; Single Engine Standard Strategy – Descend –
Single Engine Flight; Obstacle Strategy; Long Range Cruise; Holding
(2) Fuel Quantity Calculation of Emergency Descent
On ERJ190, use Vmo/Mmo and idle thrust for descent. On A320, use
Vmo/Mmo and idle thrust for descent. For EMB145 follow the
requirements of emergency descent procedure, at speed not more than
250 knots, idle thrust. Use maximum speed cruise (MSC) during level
flight.
a) For EMB145 aircraft: Fuel quantity calculation refer to EMB145
"Airplane Operations Manual": 1-05-35 Flight Plan - Gear Down -
"Maximum Speed Cruise - Twin Engines - Gear down Table", "Descent -
All Engines Operating - Gears down Flight Table", "Holding - All
Engines Operating - Gear down Flight Table", or uses EMB145 the
INFLIGHT software to calculate.
b) For ERJ190 aircraft: Fuel quantity calculation refers to the ERJ190
"Airplane Operations Manual‖: "Descent Table", 6-15 Cruise - Fixed
Speed Cruise - "Maximum Speed Cruise Table (Twin engines), ―6-20
Flight Plan, Section 6, Volume I; or uses ERJ190 the INFLIGHT
software for calculation.
c) For A320 aircraft: Fuel quantity calculation refers to A320 Flight Crew
Operation Manual – Flight Performance, Cruising and Holding
9.1. 3. 4 Determination of Current-day Actual Released Fuel Quality
1) Flight dispatcher shall check line analysis fuel and determine the
dispatcher release suggested by dispatcher fuel on the base of the
conditions of weather, NOTAM, and conditions of destination and
alternate airport. If has no doubt when dispatched, the Captain must
strictly refuel as per the amount indicated on the Dispatch Sheet
(Telegraph). If there’s any disagreement, he should contact the dispatch
in charge to discuss it until both sides reaches agreement and make a
statement on the Dispatch Sheet, then inform the Loading Office in
time.
2) The flight dispatcher and the flight crew take the responsibility of
ensuring the aircraft weight and C.G. are within limits, otherwise no
takeoff.

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9.1.3.5 Oil
1) Adequate oil quantity to cover the requirements of trip, contingency,
alternate, reserve and taxi must be loaded prior to departure.
2) The minimum oil quantity requested for any flight is equal to the
minimum quantity specifies for a particular engine, plus the estimated
oil consumption.
3) The estimated oil consumption should cover the flight time the
aircraft can be operated with the minimum quantity of fuel requested by
the fuel planning plus 15 minutes.
4) The hourly oil consumption is normally determined by the
maintenance.
5) The minimum and maximum oil tankering and the maximum average
estimated oil consumption are provided by the Maintenance and
Engineering Dept.
9.1.3.6 Fuel and Oil Records
Fuel and oil loaded and consumed data will be entered into the aircraft
technical log.
9.1.4 Aircraft Weight and C.G.
9.1.4.1 Generals
In pursuit of a safe and efficient operation, our TJA will take control of
the weight and balance. The calculation and determination of any type
of weight should be in line with the documents provided by the factories
and the related regulations of the CAAC to ensure a proper load within
the weight and balance center limits.
1) Definition
(1)Maximum Taxi Weight: The maximum weight limited by the
aircraft structure strength and airworthiness requirement when
releasing brakes.
(2)Maximum Takeoff Weight: The maximum weight limited
during taxing. Maximum Taxi Weight is bigger than Maximum
Takeoff Weight.
Note: the factors affecting the aircraft performance:
a) Runway length, slope;
b) Air temperature, wind speed;
c) Pressure altitude, airport elevation;
d) Runway pavement conditions (dry, wet, snow, standing
water)
e) Obstacles;
f) Tire speed, braking energy;
g) Climb limitation
(3)Maximum Zero Fuel Weight: The maximum weight limited by the
aircraft structure strength and airworthiness requirement before
refueling.

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(4)Maximum Landing Weight

The maximum weight limited by the aircraft structure strength and
airworthiness requirement when landing.
(5) Dry Operating Empty Weight (DOEW):
The total weight of aircraft ready for a specific type of operation
excluding all usable fuel and traffic load. Operational Empty Weight
includes: gross weight of aircraft structure, engines, seats, lavatory,
unusable fuel and oil close circuit and other internal structure, and extra
crew, catering, newspapers, drink, etc. Balance moment is the method
identifying balance station. The position of reference point is fixed for a
specific type aircraft.
(6) Moment: Moment refers to the product of weight & balance arm.
(7) MAC %.MAC% refers to the percentage of mean aerodynamic
chord as a means of indicating the position of airplane enter of gravity.
2) The basis of calculation of weight and balance:
(1) The relevant part in the operation manual of the aircraft cat
(2) Weight and balance manual
(3) Aircraft weighting report;
(4) Aircraft modification report.
9.1.4.2 The Responsibilities of Relevant Departments and
Personnel (CCAR121.677)
1) Weight and Balance Unit (Load Distribution Section)
(1) The unit is in charge of the aircraft's loading plan and the
calculation of the weight and balance.
(2) The personnel of this unit should complete all kinds of weight
and balance sheet without any error in order to the show the
actual take-off weight of the aircraft.
2) Weight Balancer (Load Distributor)
These people should finish the weight balancing work for the airliner in
time and without any error according to the weight and balance manual
and the manifest sample provided by the aircraft manufacturers and
ensure an accurate delivery of the business documents on board.
3) Cargo loading Team
The team ought to finish the uploading work according to the schedule.
If the uploading plan needs to be changed, the team members should
inform the Weight and Balance Unit (Load Distribution Section)
4) Passenger Service Unit (Check-in Counter)
This unit should submit the data on the passenger numbers to different
compartments, the baggage number and the weight to the Weight and
Balance Unit 30 minutes before departure. This data should be reflected
on the weight and balance manifest.
5) Operation control centre（or the Agency）

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(1) Operation control centre（or the

Agency） is committed to provide the aircraft maximum performance
limited takeoff weight based on the following elements and notify the
Weight and Balance Unit.
a) OAT of the day;
b) Conditions of the runway in use
c) Wind speed of the runway
d) Aircraft configuration（MEL）and so on.
(2) The flight dispatch fuel, flight plan fuel determined by the
captain and the dispatcher (or the agent) should be submitted to the
Weight and Balance Unit (Load Distribution Section).
6) Flight Dispatcher: The dispatchers will coordinate the activities of the
ground service personnel and provide the proper and accurate data for
the flight crew. Without the following documents, no flight can be
dispatched and released.
(1) Takeoff Gross Weight
(2) Control of C.G.
(3) Fuel Quantity to be refueled;
(4) Distribution of the passenger seats;
(5) The cargo weight and location.
7) Flight Crew: The crew members carrying out the flight should check
up the load of the aircraft based upon relevant regulations and ensure a
secure weight and balance.
(1) Pilot-in-Command
a) Make sure that if the aircraft has been refilled with sufficient
fuel of proper type;
b) Check up the accuracy of the calculation on the weight and
balance table;
c) Receive and sign the weight and balance table;
d) Supervise and check up the loading and ensure the real take-off
weight within the limits. Do not sign the manifest if the fuel volume and
passenger numbers are not in line with the weight and balance chart and
the difference has been beyond the limits. Then ask for a new manifest
and modify the loading plan.
e) Ask for a modification of the original manifest if it has been
drafted and the real change on load has not been beyond the limits on
the premise of punctual departure and arrival. May not ask for a
modification due to the short time, but have to check up the accuracy of
the calculation for the weight and balance and shoulder the
responsibility for that.

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9.1.4.3 Principles of Weight and Balance

（CCAR-121.133(a(16))/679/697/699）
In the weight and balance control program of TJA, the real weight
procedure or the approved average weight procedures for the passengers,
aircrews and baggage are adopted.
Use actual weight or approved average baggage weight procedure.
The weight of every aircraft should be determined based upon the
weight marked in the weight and balance control program or the weight
determined by the aircraft weighing procedure stated in the Engineering
Manual of TJA.
1) Weight Limitations
During all kinds of weight calculations, must keep them within the
weight limitation according to the Flight Manual of individual aircraft.
(1) Maximum takeoff weight shall not exceed the lowest weight of
the following: a) The certificated maximum takeoff limitation weight
limited by structure limitations.
b)The maximum permissible takeoff weight of the runway to be used (in
cluding runway pressure altitude and slope along with amendments to w
ind and temperature conditions when taking off).
c)The maximum takeoff weight that may conform to the applicable rout
e performance limitations, taking into consideration fuel and oil consum
ptions.
d)The maximum takeoff weight that conforms to the zero fuel weight li
mitations of the authorized maximum design, taking into consideration f
uel and oil consumptions.
e)The maximum takeoff weight that may conform to the landing perfor
mance limitations on arrival at the destination airport, taking into consid
eration fuel and oil consumptions.
(2)At the same time, the aircraft estimated landing weight shall not exce
ed the minimum value of the following landing limitations:
a)Considerations shall be taken of the situations with regard to runway h
eight, slope, wind, temperature and runway surface at the estimated time
of arrival on the basis of the maximum runway restricted weight of the r
unway to be used;
b)The maximum limited approach climb (go around) weight , including
corrections for altitude and temperature;
c)Validated structure restricted weight;
(3) The actual landing weight of aircraft
a)The actual landing weight of aircraft shall not exceed the maximum st
ructure restricted weight or the landing restricted weight except in emer
gency

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b)Landing shall not exceed the maximum cross wind or tail wind limitat
ions.
c)When the total weight of aircraft exceeds the weight of any structural
or landing restricted weight as a result of favorable en-route wind or so
me other factors upon arrival at destination airport, fuel jettisoning or ho
lding over airport is mandatory so as to reduce the aircraft weight and to
keep the actual landing weight within the restricted limits.
2) Limitation of Center of Gravity
(1)Furthermore, the center of gravity of the aircraft shall be
kept within the restricted limits:
(2)The purser shall confirm that the passengers are seated in
accordance with the numbers as indicated on their boarding passes in co
nformity with the requirements of the weight and balance department for
passenger seating arrangement;
(3)The uploading work should be done in accordance with the loading
plan. And if there are some changes, the table will be modified while the
pilot-in-command informed. The change can not go beyond the balance
limit.
(4)Loading/unloading service shall conduct their loading/unloading acco
rding to the formulated loading program. Should there be any adjustmen
t, weight and balance service shall amend its manifest and notify the pilo
t-in-command accordingly.
3) Weight and Balance Manifest
The Weight Balancer or the other authorized qualified agent will work
out the load manifest b and shoulder the responsibility for the accuracy of
the manifest. Only after receiving and checking up the manifest can the
pilot-in-command fly the aircraft.
(1)Weight and balance manifest shall include the following information:
（CCAR-121.679）
a) If there is a weight and balance management system, the manifest
should be prepared by this system；
b) If there is no weight and balance management system, the manifest
should be prepared by the ground personnel in charge of the
navigational affairs；
c) If there are no ground personnel in charge of the navigational
affairs, the data should be prepared by the flight crew.
(2) The load manifest should contain the following information:
（CCAR-121.697）
a)The weights of aircraft, fuel, consumption fuel, cargoes, baggage alon
g with the weight of passengers and flight crew members;
b) Maximum allowable takeoff weight of the flight ;
c) The total weight calculated in accordance with the

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authorized procedures;
d)The center of gravity calculated in accordance with the authorized
procedurese) Passengers’ name(Saved in the computer booking system
at present)
(3) The captain must bring the following documents to the destination
（CCAR-121.699）
a) The copy of filled load manifest；
b) The copy of dispatching form；
c) The copy of flight plan；
The copies above should be kept for at least 3 months (Operation control
Dept. is in charge of keeping them)
9.1.4.4 Weight and Balance Control （CCAR-121.133(a)(16)) (b)(6)）
1) Control Principles
The following principles should be obeyed in order to take control of the
weight and balance and ensure that the load of the aircraft will not
exceed the maximum take-off weight and the maximum landing weight,
maintaining the center of gravity within the limits.
(1) Adopt the real weight or the approved standard(average) weight
of passengers and aircrew members；
(2) Adopt the real weight or the approved standard (average) weight
of baggage;
(3) Figure out the weight and balance based upon the real weight of
passengers and baggage during the charter flight or other special
services；
(4) The weight of every aircraft must be determined based upon the
weight marked in the weight and balance control program or the weight
determined by the aircraft weighing procedure stated in the
Maintenance Engineering Manual of TJA;
(5) The approved weight and balance control system should
comply with the airworthiness requirements and the operation limit;
(6) TJA will often review the business range and standards for the
weight and balance according to ―Weight and balance control，Chapter
4, Flight Dispatch Manual” approved by the CAAC.
2) Weighing of the aircraft
The aircrafts belonged to the TJA should be weighed periodically in
order to take control of the weight and balance.
(1) The work will be done in line with the procedures stipulated in the
Aircraft Maintenance Scenario, the Maintenance Management Manual
and the Engineering Manual；
(2) The Maintenance Engineering Department should submit the
weighing report in written form to the related units.
3) Determination of Passengers and Cargo Weight
(1) The calculation for the weight and balance table will adopt the

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standard weights for avoidance of weighing every passenger or baggage.

The standard weights for the passengers and carry-on baggage are as
follows：
Passenger Adult Child Infant Flight crew
member
Domestic route standard
weight (kg) 72 36 10 77
Charter and special Actual Actual Actual Actual
flight
(2) If the real weights of the passengers and the baggage have been
known or the average weight is definitely different from the standard
weight listed in the table above, some relevant adjustment should be
made.
(3) If the registered baggage which has passed the examination is not
weighed, its weight can be figured out according to the standard weight
listed in the table below:
Flight type All passengers
Normal flight 10kg
Charter and special flight Actual weight
4) Verification of the Weight and Balance Sheet
The pilot-in-command will check up the manifest. Notice:
(1) The accuracy of the indexes for the operational empty weight and
the center of gravity；
(2) The passenger numbers and the distribution；
(3) The uploading work based upon the manifest；
(4) The actual total fuel weight and the fuel quality.
5) Standard of Last minute Change
(1) If the load volume needs to be changed at the last minute, the
responsible load master for this flight should modify the original
load sheet. The Captain and the load master should confirm that
the change is not beyond the weight and balance limi and does not
exceed the allowance for change. It can also be changed by other
load master and the captain or pilots authorized by the captain.
Maximum allowance for last minute change to the load sheet:
a) DONIER-328：+/-1 person，+/-72 KG
b）E145: +/-1 person，+/-72 KG
c）ERJ190：+/-3 persons， +/-216 KG
d）A320: +/- 5 persons, +/- 360 KG
(2) If the change will affect the center of gravity, the
pilot-in-command can ask the weight and balance unit to re-draft a
new table and ensure the modified one can meet the performance
requirements of the aircraft.

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6) Doubts on the Weight and Balance and Relevant Solutions

Before takeoff: The pilot-in-command should check up the load and
sign his name on the weight and balance table as recognition of its
accuracy. Before signing, if the weight of the aircraft has been beyond
the limit, the pilot-in-command should coordinate with the dispatcher
and the Weight and Balance unit and take some necessary measures to
obtain a qualified data within the limit. Otherwise, nobody can dispatch
the flight.
(1) Change of the fuel quantity
If the aircrew fills much more fuel due to the weather or other factors, it
may cause the overweight of the aircraft. While fulfilling the formalities,
the aircrew should give the reasons to the dispatchers who should
immediately inform the Weight and Balance Unit after the consultation.
The unit will re-calculate the real take-off weight and the estimated
landing weight based upon the new fuel volume. If the change has been
beyond the weight and balance limit, the unit should inform the Cargo
Department to discharge some load to ensure that the weight and the
center of gravity of the aircraft are within the limit.
(2) Before Landing
If the aircrew members have some questions on the gross weight or the
load, they should inform the operation control centre (and its agencies)
and ask them to do the following work:
a) The dispatcher informs the destination aerodrome at once;
b) The destination aerodrome should check up the gross
weight and the load volume of the approaching aircraft carefully and
inform the related service unit on the ramp. Then it should send the
summary of the whole process and the special situation to the operation
control centre of the TJA;
c) The aircrew ought to submit a safety report to the Operation
Management Dept. within two weeks.
(3）The change of passenger seat in flight must be reported to the
captain by purser and agreed by the captain
7) Turnback and Diversion
(1) While returning to the departure airport or diverting to an
alternate due to some special situations, the operation control centre
(and its agencies) and the Commercial Transport Unit and so on should
make full preparation after receiving the notification.
(2) Before departing where the aircraft has landed, the weight and the

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center of gravity should be re-calculated.

8) The Control of the Weight Data
(1) The original data on the limited weight and balance based upon
the aircraft's weight documents provided by the TJA will be sent to the
Load Distribution Unit of every aerodrome. The aerodrome should
send the feedback to the TJA after the completion of those files to
ensure the validity of them.
(2) The approved manifest will be used. The TJA will provide the
other aerodromes the manifest and ask them to use it.
(3) Before the operation of a new type of aircraft, the TJA will
provide trainings to the Load Distribution personnel.
9) Loading Plan
(1) Before the take-off, the Weight and Balance Unit should inform
the Transport Unit of the maximum load weight of this flight based upon
the estimated passenger numbers and baggage weight.
(2) The Transport Unit must make arrangements for the cargo in
accordance with those data and notify the Weight and Balance Unit.
(3) The Weight and Balance Unit will draft a detailed loading plan
(implementation scenario) based upon the calculated aircraft actual
weight and weight of the cargo and baggage to be loaded on-board to
ensure that the weight and the center of gravity are within the limit.
10) Loading Control
(1) The loading and offloading team should do the work based
upon the plan strictly for every flight. The Weight and Balance Unit
should complete the table according to the real uploading situation to
ensure that the weight and the center of gravity are within the strict
limit.
(2) Loading and offloading team should conduct loading strictly as
per loading plan.
11) Determination of the Fuel's Real Weight
(1) The weight of the airborne fuel can be figured out through the
index on the fuel meter minus the corrected value of fixed error.
(2) The pilot-in-command can estimate the accuracy of the take-off
gross fuel weight by comparing the index on the fuel meter with the sum
of the original airborne volume before refueling and the refueled volume.
There will be a minor difference between them due to the fuel
consumption of the auxiliary power device and the accuracy of the fuel
meter and the refueling devices. Usually, this difference can be ignored.
However, if the difference is quite large and definite, it should be
deducted or the fuel meter should be changed.
(3) The fuel ruler will be used if there is something wrong with the
fuel meter and while dispatching on basis of the minimum equipment
list.
12) The Delivery and Summary of the Weight and Balance Information

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If the aircraft is equipped with the ACARS system, the information

can be delivered by it and if not, it can be delivered by other devices
(including the telephone) or the Passenger Service Unit will provide the
ultimate weight report.
(1) Information Delivery（including the communication with the
airport station）
The communication contact can be made through the unwired telephone
or the exclusive control frequency. In order to ensure the accuracy, the
distributors will check up the information on the load balance and the
take-off weight before its delivery.
(2) Information Summary
All the weight and balance information and reports will be collected,
handled, recorded and documented by the Load Distribution Section.
13) The Treatment and Notification of the Weight and Balance
Information
(1) The field treatment of the Weight and Balance Information
The information should be handled by the personnel on duty with a valid
certificate or the working staff of an approved uploading agency.
(2) Notification of the Normal Weight and Balance Information
a) The Engineering Branch of the Maintenance Engineering
Department will provide the updated data on the aircraft's empty
operation weight and index (including the corrected value of basic
weight).
b) Then, the operation control centre will work out the table
and send it the relevant units (the executing units).
c) While notifying the task, the Dispatching unit will also
inform the Load Distribution Unit of the real refueled volume and the
estimated consumption of fuel during the flight. Besides, they should
notify the aircraft on duty, the Load Distribution Unit and the aircrew of
the information on the personnel joining in the aircrew.
d) The Load Distribution Unit will calculate the maximum
permitted weight for this flight based upon the notification and the
approved valid data and reference table.
14) Weight (Loading) Telegraph
It will contain the following information:
(1) Departure airport
a) The flight number and the tail serial number;
b) The dry operation weight of the aircraft
c) The center of gravity of the aircraft;
d) The flight crew number.
(2) The stopover:
a) The passenger number for every stopover aerodrome and
the distribution of the seats
b) The weights and distributions of the baggage, mails and

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cargoes.
15) Load Notification
(1) The load notification is a main part of the documents aboard,
including the cargo and mail manifest, the air freight note, the airmail
waybill, passenger list or name list and weight and balance chart.
a) The cargo and mail manifest will list every onboard cargo
and mail;
b) The passenger list includes the name of every adult, child or
baby aboard
Note: only saved in the computer at present
(2) The Ground Commercial Transport Unit will deal with the
load notification formalities with the flight crew;
a) Both sides will verify the loading information contained in
the load capacity table and put sign on it.
b) Also verify the take-off, zero fuel and landing weight and
the center of gravity marked on the weight and balance chart and sign on
it.
(3) Load and Balance sheet:
a) One for flight crew;
b) One forwarded to the arrival by flight crew;
c) One kept in file in case of further checkup.
(4) The cargo and mail manifest and the passenger list:
a) One forwarded to the arrival by flight crew;
b) One kept in file in case of further checkup.
c) Besides, both of them will be submitted to the Finance
Department of TJA for checkup
Note: only saved in the computer at present.
(5) The weight and balance information will be acquired by
telex to complete the load notification which will be given to the flight
crew while checking in. The weight information should be sent out
based upon the content of the notification.
(6) If the load notification can not be acquired, the information
may be copied in a proper way. But the information must be identical
with the original ones without any error.
9.1.4.5 Adjustment of Non-standard flight crew, on-board
provisions and catering weigh and index
1) TJA standard flight crew, on-board provisions and catering supply
D328 EMB145 E190 A320
Standard Flight 3/1 3/2 3/3 3/4
Crew
Standard Catering 75KG 200KG 310KG 405KG
Note: 3/1 means 3 flight crew members in the cockpit and 1 cabin
flight attendants

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2) Principle of adjustment
(1) For normal scheduled flight operation, there’s no need for
all loading units to exercise adjustment of non-standard flight crew,
catering weight and index; If non-standard flight crew occurs (different
from the support above), the captain-in-command should inform TJA
loading agent unit to adjust when flight arrives; In the case of no contact
or other more important support, could ask the load distributor to make
temporary adjustment when he submitting the weight and balance sheet.
The adjustment method is based on the latest valid Technical Bulletin
provided by the Technical Performance Office;
(2) For the overloading due to temporary adjustment, the captain can
ask the person joining the flight crew or non-relevant person to
disembark. The operation method refers to the article2, 3.12.9 of this
Manual;
(3) For non-scheduled flight operation, such as training flight, test
flight, ferry flight and so on, flight crew resources management center,
flight attendant dispatch center, cabin support should at least 2 hours in
advance inform operation control centre the exact passenger number,
whether load on-board provisions, catering etc.. And then operation
control centre will inform relative load distribution unit of the airport to
adjust.
9.1.5 ATC Flight Plan (CCAR-121.133(a)(18))
9.1.5.1 ATC Flight Plan
Flights are normally operated on an instrument flight rules plan. Certain
short flights (ferry, non-revenue) may be dispatched under visual flight
rules. For safety reasons, the ATC must be informed of the expected
operation before each flight, and an ATC flight plan must to be filed for
each flight (IFR and VFR), and special procedures or manoeuvrability
limitation must be indicated.
9.1.5.2 Filling and filing ATC flight plan
1) The pilot-in-command will fill out the flight plan and submitted to the
ATC service & report office directly or through flight dispatcher or
sub-contracted dispatch agent.
2) All the flight plans must be filed to ATC no later than one hour before
the expected take off time.
9.1.5.3 The Format of the ATC Flight Plan and the Completion
Guidance
1) Generals
(1) The Format of the ATC Flight Plan（sample）
(2) The Completion Guidance
a) The following item numbers are in line with the content of the
flight plan. The flight crew should review the CFP to ensure
that the entire format meets the requirements of the
International Civil Aviation Organization;

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b) The universal time coordinated (UTC) should be written in the

form of 4 letters.
c) The items before No.3 is normally filled out by the ATS or COM
unit, The only items need to be filled in the corresponding square
blanks is from No.7 to No.19, except specifies otherwise.
2) Item 7: the aircraft registered sign(call sign), an identification of the
flight
3) Item 8: the flight rules and flight type
(1) Filling the flight rules:
a) I--Instrument Flight Rules (IFR);
b) V--Visual Flight Rules (VFR);
(2) Leave no blanks and write down the type of the flight:
a) S-Scheduled Flight
b) N--Nonscheduled Flight
c) G--General Flight
d) M--Military Flight
e) X--Other Flight
4) Item 9: the number and the aircraft type, followed by a ―/‖, and then
write down the wake vortex cat.
5) Item 10: the equipment:
Fill in the COM/NAV aid the aircraft has：
a) S - standard equipment for the route to be flown is carried and

serviceable;
b) H— HF；
c) D—（DME）；
d) I— Inertia Navigation Equipment;
e) X—The flight track system for the flight routes over the North
Atlantic Ocean only, means that the on-board equipments can meet
the requirement of the Minimum Navigation Performance;
f) C—The responder with the functions of 4096, A mode and C
mode;
g) W—RVSM Operation；
h) F—ADF；
i) K—MLS；
j) L—ILS；
k) M—OMEGA；
l) O—VOR；
m) T—TACAN；
n) U—UHF；
o) V—VHF；
p) Z—Other equipment.
6) Item 13: Takeoff airport and time
Indicated by 4-letter ICAO code and estimated departure time

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comprising of 8 characters.
7) Item 15: Airway
(1) Fill in the planned flight speed
a) ―K‖ followed by 4 digitals in the unit of km/h,
b) ―M‖ followed by 3 digitals in the unit of Mach number;
(2) Then, fill in the flight level without space:
a) ―S‖ followed by FL unit of 10 m, and then leaves a blank; fill the
codes and airway code composed of codes to be flown over.
8) Item 16: the destination airport, estimated elapse time and the
alternate
The destination airport, estimated elapse time and the alternate
Write down the estimated elapse time after the 4-letter code of the
destination airport, leave a blank and then write down the alternate
airport. If the 4-letter code is not designated, write down
the―ZZZZ‖instead.
9) Item 18: Supplementary information:
Supplementary information: to provide supplementary information
not specified in the items above.
(1) OPR-Followed by the name of the operator. Filling out when the
name of the operator cannot be identified from the call sign.
(2) REG-Aircraft’s registered number
(3) SEL-Aircraft’s SELCALL number
(4) STS-Followed by the reasons for the special service requirements
provided by the ATC, for instance, STS/VIP, which means VIP on
board
(5) RMK-The content that the pilot-in-command believes necessary to
report to the ATC
(6) TYP-Followed by the type of the aircraft, adding the number of the
aircrafts before the type when necessary if ―ZZZZ‖ was filled in
aircraft type and number item.
(7) DEP-Followed by the name of the departure airport or the name of the
departure place if ―ZZZZ‖ was filled in the departure airport item.
(8) DEST-Followed by the name of the arrival airport, or the name of the
arrival place if ―ZZZZ‖ was filled in the destination airport item
(9) CS- Radio Call sign when it can not be recognized from the
identification mark of the aircraft clearly
(10) EET-Followed by the name of every Flight Information Region and
the estimated flying time in this region
10) Item 19: Supplementary
It is not a must item for regular air transportation, subject to
regulations of different countries or regions

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9.1.5.4 Pilot and ATC agreement

1) A clearance issued by ATC and accepted by a pilot
constitutes an agreement between ATC and the Captain as to
the planned execution of the flight. This agreement is the
current flight plan, whether or not it is the same as the
originally filed flight plan.
2) If at any point after take-off the Captain wishes to change
the flight plan, he must request the change and obtain the
concurrence of ATC in the form of an amended clearance.
Likewise, ATC may initiate an amended clearance for traffic
requirement and if concurrence between the Captain and an
ATC controller is not possible, the flight is continued under
the emergency authority of the Captain.
3) Any request for an amended clearance should be made
considering traffic and the planning and co-ordination
requirements of the ATC.
4) A pilot must not accept a clearance with which he cannot
safely comply or which exceeds the capabilities of the aircraft.
The Captain is the final authority as to the operation of the
aircraft; he is directly responsible for the operation of the
aircraft.
5) An ATC clearance is not an authorisation for a pilot to
deviate from any regulation or to conduct an unsafe operation.
If, due to severe weather, an immediate deviation is required,
the pilot’s emergency authority will be exercised.
6) A pilot should question any clearance or any part of a
clearance that he does not understand.
9.1.5.5 ATC Clearance（CCAR-121.133(a)(18)）
ATC clearance is the approval given by air traffic control unit for certain
aircraft activities within its administrative area under specific rules.
Once an ATC clearance is given to pilots, it should not be deviated from
except in contingency or when action is required in response to the
ACAS alert. If pilots have doubt about the ATC clearance, they should
request confirmation from the ATC. Nobody should fly the aircraft
against ATC clearance except in emergency.
1) Clearance limits
(1) ATC clearance can not cause the captain violate civil aviation
regulations, rules, laws, minimum safe altitude or facilities
resulting in unsafe factors to aircraft operation. The clearance given
by ATC induce the captain to break civil aviation regulations, rules,
laws or the captain considers it hazardous to flight safety, the
captain has the responsibility to apply for a new and corrected
clearance.

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(2) An ATC clearance issued before take-off normally includes the

destination airport as the clearance limit. A flight may be cleared to
a point short of the destination if ATC has no assurance that
co-ordination with a subsequent area control centre will be
accomplished before that flight enters its FIR.
(3) A flight must not continue beyond its clearance limit without
further clearance. It is the controller’s responsibility to furnish
further clearance before a flight reaches the clearance limit. This
clearance may change the clearance limit to a point beyond or it
may include holding instruction at the clearance limit. In the latter
case the controller should provide the pilot with an expected further
clearance time.
2) Departure procedure
(1) The departure procedure includes the routing and any altitude
restrictions during after take-off to the en-route phase.
(2) Generally, Standard Instrument Departures (SID) have been
established which identify each departure procedure with a name
and a number. At airports where they are used, these SIDs are
charted and used routinely to simplify and shorten clearance
delivery. A pilot is to accept a SID as part of the ATC clearance
only if the SID number in the clearance corresponds with his
charted information.
3) Route of flight
(1) If the route of flight is different from that filed, or if the flight is
an oceanic flight, or if a clearance is issued en-route, the clearance
must include a description of the route using airway designations,
radio fixes, or latitude and longitude.
2) When ATC includes the Mach number as part of the clearance, that
Mach number must be maintained as closely as possible (e.g. in
MNPS airspace), any change in Mach number must be approved by
ATC. Additionally, ETA amendments and/or TAS changes must be
reported to ATC.
4) Altitude
(1) A cleared altitude means an assigned altitude or flight level
including any restrictions. A new clearance is required to leave
that altitude or flight level.
(2) At airport without an approved instrument approach procedure, the
destination clearance authorises the pilot to proceed to the
destination airport, descend, and land.
(3) The clearance does not permit the pilot to descent below the MEA
or MOCA unless the descent and landing are made in accordance
with Visual reference Flight Rules.
(4) In some part of the world, altitude clearances are based on
separation from known air traffic and may not provide separation

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from terrain and obstructions. The Captain is responsible for

ensuring that any clearance issued by ATC provides terrain and
obstruction separation.
(5) Upon receiving a clearance containing altitude information, the
Captain must verify that the clearance does not violate any
altitude restriction for the route to be flown.
5) Holding Instructions
If a flight is cleared to hold, ATC holding instructions must be complied
with. These instructions may be issued by the controller or they may be
required on the charts.
6) Arrival route
(1) Clearance for an arrival route is not issued until a flight is
approaching
the terminal area. This is a detailed clearance that fully
describes the routing to a point from which the flight will be
manoeuvred for the approach to the airport.
(2) At some airports, Standard Terminal Arrival Routes (STAR) has
been established. They identify each airport arrival route with a
name and a number. STARs are charted and used routinely to
simplify and shorten clearance delivery. A pilot is to accept a
STAR as part of the ATC clearance only if the STAR number in
the clearance corresponds with his charted information.
7) Communications
The frequency of departure control or the next en-route facility may be
included with the clearance.
8) Approach clearance
An approach clearance is authorisation to conduct an approach and
missed approach. If the type of approach is not specified, the pilot may
execute any type of instrument approach approved for the runway to be
used. In this case, the pilot must announce his intended choice of
approach procedure. An approach clearance does not include clearance
to land.
9) Complying with a clearance
(1) The captain should follow the ATC clearance except in emergency
situation. The captain could apply for a new clearance when it’s
more effective taking another route, or it’s limited by aircraft
equipment, or the clearance given conflict with the procedure
stipulated.
(2) When ATC issues a clearance, a pilot is expected to comply
promptly after acceptance.
(3) ATC may use the term ―immediate‖ to communicate urgency and
the requirement for expeditious compliance.
10) Clearance recording
A pilot should make a visible record of each ATC clearance, and all

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route changes should be recorded on the flight plan log.

11) Cancelling an IFR flight plan
The flight plan is normally cancelled by the ―tower‖. After a landing on
a non-controlled airport the Captain must ensure that the flight plan is
cancelled.
9.1.5.6 Computer Flight Plan（CCAR-121.133(a)(18)）
1) General
TJA operation control department provides a computer flight plan (CFP)
for each flight. The captain should sign after receiving the CFP and fly
accordingly. For samples of the CFP and explanations, refer to the
associated crew supplemental material.
(1) Each of the designated flight should have a copy of computer flight
plan (CFP) and ATC Flight Plan (FPL).
(2) Computer flight plan (CFP) provide flight time, waypoints, enroute
wind, the required fuel at departure and it is the basis for
determining dispatch fuel when flight dispatcher decides to release
aircraft. Pilot shall take the fuel quantity calculated by the
computer as the refueling basis. The final dispatch fuel shall be
made by captain and dispatcher.
(3) Computer flight plan (CFP) include：
A Flight number, date, route, departure airport, destination airport
and alternate airport.
B Aircraft type and configuration difference, tail number；
C Route direction, waypoint name, waypoint coordinates,
identification code；
D Forecast wind en-route, forecast temperature, true airspeed；
E Planned flight attitude；the minimum flight altitude for all flight
phases.
F Cruising speed: usually use economic cruising speed as the
planned flight speed；
G Distance between waypoints, estimated ground speed and
estimated flight leg time；
H The predicted fuel consumption between waypoint, reserve fuel,
extra fuel, accumulated fuel consumption en-route；
I Accumulated flight route distances, flight time, departure fuel；
J Pay load, zero-fuel weight, takeoff weight, landing weight；
K Monthly updated HF set form provided by HONG KONG
DRAGON radio station.
L Operation types (ETOPS, IFR, adjusted flights, others) .
2) Revision of CFP
(1) If conditions change and the flight cannot be carried out in
accordance with the original plan, operation control department will
provide a revised CFP to the flight crew.
(2) Revisions to the initial dispatch could also be made through

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telegraph, radio communications or telephone. The flight crew could

make manual corrections on the initial CFP. Flight crew may keep the
original CFP by modifying manually in order to avoid delay.
3) Alternate airport Selection in CFP
The principle is to select a proper alternate airport for each flight for
alternate landing. When the weather at destination airport or first
alternate is marginal, at least one alternate airport must be selected.
The so-called proper is based on following factors:
(1) The suggested alternate airport listed in flight plan
(2) Actual and forecast weather, and the reliability of the forecast.
(3) Radio-aids facilities for approaching, and their conditions.
Note: When flight is dispatched initially, operation cost or economy
may not be taken into account. However, when aircraft is approaching
destination, if it is possible, captain shall consider these factors and
select a proper alternate. All takeoff airports for hainan airlines flights
including takeoff, route, landing, alternate should have air traffic control
tower. Flights with no ATC survellience will not be operated.

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9.2 Aircraft Ground Refueling/Defueling（CCAR-121.101(a)）

9.2.1 Generals
1) The airman must have been trained for respective aircraft fuel system
and successfully master aircraft refueling procedure. One flight crew
member is appointed by the captain to supervise the refueling process.
2) Normally the dispatcher contacts with the agent in charge of the
refueling service.
3) The captain should decide whether the refueling service conforms to
the standard.
4) The refueling/defueling procedure should conform to MH6005-1996
standard.
9.2.2 The Responsibility of Fuel Company
1) Provide eligible aviation fuel for aircrafts;
2) Connects the refueling pipe between the oil tanker and the aircraft;
3) Close/open the door of the refueling bay;
4) Safely input all the necessary aviation fuel as the refueling working
pressure and the rate of flow of various aircraft and fill out ―Aircraft
Refueling Sheet‖.
9.2.3 The responsibility of the flight crew includes:
1) Check the qualify of the aviation fuel and the qualify guaranty
provided by aviation fuel TJA;
2) Operate the aircraft oil tank manual/electrically valve, instrument,
switchboard or oil gauge and conduct loading balancing. If the
aviation TJA needs to operate this equipment, the TJA should provide
written commission document and take liability for it;
3) Check the fuel quantity in the fuel tank and whether the aircraft fuel
tank, cover skin cover and the component are all closed after
refueling;
4) Checks the fuel quantity and sign on Aircraft Refueling Sheet;
5) If the fuel tank has other requirements for the refueling pressure,
explain it to the operator of the fuel Company before refueling;
6) If the aircraft has special requirements on defuelling tools, the tools
must be placed on board and provided to the fuel Company before
defuelling.
9.2.4 Make preparatory work before refueling:
Make sure the following preparations are made before fueling.
1) No smoking inside the aircraft and 25m around the aircraft;
2) There must be at least one fire extinguisher around the aircraft (15m
away from the aircraft). The fire-extinguishing agent is not less than
60kg.
3) The vehicles and equipment servicing the aircraft have been secured
(for example the corridor bridge should be in proper place if it’s used);
4) Ensure that the fuel type is applicable and the fuel quality is eligible.
Use fuel water element indicator to check the water element and the

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deposit in the fuel.

5) Get to know the conditions of the water and deposit in the sink of the
fuel tank.
6) Ensure that the connection and installation method of the aircraft and
the refueling equipment is in normal operation.
7) Verify that the earthing of aircraft, refueling equipment and the
connector is in good condition. Special personnel should keep on water
for refueling to ensure the safety of refueling zone.
8) Close the on-board weather radar and VHF as well as other electronic
and electrical equipment not concerning with refueling. Only the
non-sparkle electrical equipment, explosion-proof lamp or flashlight can
be used nearby the aircraft (within the range of 25m); the working
heating apparatus, gas engine, welding machine and other equipment
that would generate naked fire cannot be used.
9) Do not remove and install the battery of the aircraft.
10) Do not carry out engine run test.
9.2.5 The limitation to be abide by during refueling/defuelling (Do not
carry out refueling or defuelling under the following circumstances)
1) The aviation fuel quality has not been ratified by the flight crew;
2) The aircraft is being electrically powered, oxygenating or being
heated with naked fire (wing top refueling);
3) There is sandstorm and heavy rain in the superjacent over the airport,
and there is thunderstorm in the 8 km visual range (wing top refueling);
4) The aircraft for refueling parks inside the garage;
5) The gas hole of the fuel system of the aircraft is not more than 25m
away from the fire zone of the garage;
6) There are working aircraft engine, heating machine and various
flashover electronic appliances in 25m around the aircraft;
7) The aircraft to be fueled is within 90m from the working space
detection radar at the airport or within 30m from the radar with 50KW
output power;
8) The aircraft that is refueling is within 100m away from the operating
alarm radar antenna, or within 20 m in front of 180°scan scope of the
navigation radar or weather radar antenna with the power output
25kW~90kW, or within 100m from the on-board surveillance radar;
9) The vent port of the fuel system or the reservoir port of the aircraft to
be fueled is within 10m away from the terminal or the corridor of the
satellite lobby;
10) The visibility of the apron is less than 50 m.
9.2.6 In the course of refueling or defuelling, special personnel should
be dispatched to warm the passengers not to use naked fire, smoke or
wander about within 25m away from the refueling area.
1) Do not remove and install the battery of the aircraft;
2) Do not use flash camera or other electronic flash equipment within

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6m away from the refueling facility or the oil filler and the gas hole of
the fuel tank of the aircraft;
3) Do not switch on the on-board meteorological mapping radar of the
aircraft;
4) The ground power car, air supply car, air stairs car, baggage car,
catering cart, cleaning car, shuttle and other vehicles with imperfect
anti-spark covering try to re-start up when it suddenly flames out within
6m away from the fuel tanker that is refueling the aircraft;
5) Do not use naked fire, non-flameproof lighting apparatus or
electrification facility to test the wireless device, radar and the electric
appliances;
6) Do not use electric tools, drilling bit, punching machine or similar
electric equipment;
7) Do not connect the static electricity wire with the wireless device, the
aircraft screw or the undercarriage of the high-pressure parts. Connect it
with the static electricity stake of the aircraft of the place specified by
TJA;
8) Do not carry out refueling or defuelling without the presence of flight
crew.
9.2.7 Items to be noticed during refueling or defueling
1) The auxiliary power unit can only start up before the fuel tanker
arriving. If it stops in the course of refueling, re-start up after the fuel
tanker leaves.
2) Avoid refueling in the rear of the aircraft. If it has to, the fuel tanker
must keep away from the vent of APU. If the fuel overflows, APU
should stop operating immediately until the fuel is cleaned. It can only
re-start up when there is no risk of catching fire.
3) The wing top refueling can not be carried out if the exhaust direction
points to the wing top.
4) The ground power unit should be at least 6m away from the vent of
the fuel tanker and the fuel tanker. The startup of the unit and electrical
connection with the aircraft should be performed before refueling
5) In the process of refueling, do not remove or install the connection
wire or operate the switches of other electric appliances. If the fuel
overflows, the device should shut down immediately until the fuel is
cleaned. It can only re-start up when there is no risk of catching fire.
6) Refueling can be conducted when the air conditioning is operating.
However, it must be shut down once the fuel overflows.
9.2.8 Normal Refueling Procedure
The captain should guarantee that the agent for refueling service has
signed on the four-couplet sheet after refueling every time, and take one
couplet and submit it to the Operation control centre together with the
flight task manifest after flight.

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Note: When it needs no refueling at the departure station, the flight crew
checks the fuel amount by means of the fuel gauge at the cockpit. No
refueling sheet is needed.
1) Preparation Work Before Refueling:
(1) The flight crew should refuel the aircraft as the fuel amount on the
dispatch release sheet without adding too much more fuel or
insufficient fuel. The flight crew should tell the refueling service
agent the planned flight dispatch fuel quantity (including the total
quantity). If the actual departure fuel amount is over 500 pounds
(270 kg) than the planned departure fuel amount. At the operation
base, the flight crew should notice the Operation control centre who
will amend the dispatch release sheet and notify the
Weight&Balance Office to revise the weight and balance sheet. At
the non-TJA operation base, the flight crew should manage to notify
the Weight&Balance Office to prevent over weight;
(2) The refueling person should open the access door, correctly conduct
refueling procedure as the expected refueling mode and refueling
amount and set ―refueling/defuelling‖ control panel switch and so on.
2) Refueling Process
(1) While refueling, only connect the electrical circuit concerned with
refueling. Do not switch on or disconnect the switch, electric circuit
or electric appliances (except for the lighting equipment at night),
especially the radar and the high-frequency broadcasting station,
which should stop operation while refueling to prevent explosion;
(2) In the course of pressure refueling, the refueling staff should connect
the earth wire at first, and then open the cover of the fuel tank and
connect the refueling pipe (or fuel gun); the refueling staff should
pay high attention to the refueling interface and each fuel tank, and
check whether the ―refueling/defuelling‖ control panel displays
normally. If there is any abnormal phenomenon or the fuel
overflows, stop refueling;
(3) While refueling, do not put the high work stand, apparatus and
equipment on the ground under the aircraft wing to prevent the
wingtip going down and damaging the aircraft. If the fuel leaks from
the vent, it will also damage the aircraft.
3) Works after Refueling
(1) The service agents should record the following information on
aircraft refueling sheet:
a) Fuel quantity (or defuelling quantity);
b) Actual density of the fuel;
c) Fuel type and grade;
d) Refueling date, flight number, and aircraft SN;
e) Signature of the service agents.
(2) After refueling, fill out ―aircraft refueling sheet‖ according to the

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actual fuel volume. The content must be complete and the letters should
be clear, no revision is permitted. The fuel volume is in liter as the
measuring unit. Except for Arab numerals, use Chinese. After finishing
the sheet the captain signs on it.
(3) The refueling staff should set up the ―refueling/defuelling‖ control
panel switch according to the procedure. After refueling, the service
staff should withdraw the fuel pipe (or fuel gun) and cover the fuel tank
first, and then take away the earth wire. The flight crew should confirm
that the fuel filler and the refueling cover are closed and all the refueling
equipment has been removed;
(4) Reasonableness Check
a) After refueling, the flight crew should carry out reasonableness
check, record the total fuel amount on Flight Task Manifest and
compare it with the record of the last time fuel left plus total fuel
quantity on the refueling sheet.
b) If any problem is found, find out the reason and correct it at once.
If the flight crew cannot find out the reason, as long as the actual
fuel amount of the aircraft is verified to be correct, the aircraft can
take off. However, the verification method should be recorded on
Aircraft Technical Logbook.
(5) Something to be noticed:
a) TJA’s aircraft are not allowed to fuel when the engine is still
working;
b) Do not fuel when there is thunderstorm. If there is rain, snow or
sandstorm and no covering measures can be taken, do not fuel at
the upper wing or the fuel filler.
9.2.9 Refueling Procedure when Fuel Quantity Indicator Fails
When one fuel tank indicator fails and aircraft need refueling, first
confirm if the aircraft could conduct refueling according to MEL of its
type. If it does and meets the refueling requirements, the flight crew
should, with the cooperation of maintenance people, strictly comply
with the flight manual and the refueling procedure with the failure of
fuel quantity indicator:
1) When the fuel indicator is ineffective, apply one of the refueling
methods:
(1) Empty the fuel tank at first, and then fill the fuel with known
quantity computed;
(2) Use fuel stick to read the residual fuel amount, calculate the fuel
amount to be fueled;
(3) Relevant aircraft type should apply the refueling procedure for it
on Aircraft Flight Manual.
Note:Qualified personnel who have taken part in the refueling training
of the TJA must strictly implement the refueling procedure. The refueling
staff must sign on the refueling sheet for ineffective fuel indicator. The
captain should check it and make a record of it on Aircraft Technical
Logbook.

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2) The refueling steps for the affected fuel tank whose fuel indicator is
inoperative:
(1) Check the residual fuel amount in the fuel tank and make a
record of it;
(2) Deduct the residual fuel amount by planned departure fuel
amount, calculate the fuel amount to be fueled and make a record of it;
(3) After refueling, verify the fuel amount in the fuel tank (using fuel
gauge or other methods), compare the total fuel amount in the fuel tank,
the original fuel storage level and the fuel amount to be fueled;
(4) Make a record of the original fuel storage level and the fuel
amount to be fueled on Aircraft Technical Logbook.
(5) Note:
a) When the fuel indicator is ineffective in the course of
refueling, stop refueling operation at once. Otherwise, strictly comply
with ―refueling procedure for ineffective fuel indicator‖;
b) The refueling operation should strictly comply with Aircraft
Flight Manual its type.
9.2.10 Ground Defuelling
1) Flight Crew’s Decision (required by the flight)
If it fuels too much and it is overweight, or there is specially arranged
scheduled flight, ground defuelling is necessary. The refueling operation
should strictly comply with Aircraft Flight Manual for different types of
aircrafts. Try not to do this to prevent flight delay. Before defuelling,
notify the aviation fuel Company to prepare for a defuelling van. While
defuelling, the flight crew decides the fuel amount to be fueled and
accomplish the preparatory work at the cockpit. The captain should
appoint one person to monitor the defuelling process on the ground.
With the permission of the flight crew, the work staff can start
defuelling. After it, the captain should verify the refueled fuel amount,
sign on the fuel form and indicate it is defuelling rather than refueling.
2) Maintenance People Decision (Required by the maintenance work)
When the maintenance personnel prepare for defuelling, they should
notify the aviation fuel Company to send a defuelling van. The
maintenance personnel who have maintenance license decide the fuel
amount to be defueled and accomplish the operating preparatory work at
the cockpit. One maintenance personnel must monitor the defuelling
process on the ground. With the permission of the flight crew, the work
staff can start defuelling. After it, the captain should verify the defueled
fuel amount, sign on the fuel form and indicate it is defuelling, not
refueling.
9.2.11 Refueling with Passengers Onboard Boarding or Disembarking
（CCAR-121.133(a)(10)）
1) Take preventive measures while refueling. The flight crew and the
aircraft crew should ensure that the passengers could be timely dispersed
whenever it catches fire (rarely happens). Keep the main passenger door
open and internal and external passages clean. Passenger steps or jetway

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should enable all passengers to board /disembark.

2) The captain should ensure that all the flight crew members and
maintenance personnel are at the position. The surrounding area nearby the
emergency exist must be clean and the fire-fighting devices are available at
any time. And ensure the ground service (such as food loading, cleaning
work) won’t endanger or hinder the emergency evacuation.
3) During the course of refueling, the captain should supervise that the
interphone or other proper communication means between the refueling
flight crew member and flight attendants keep two-way communication
without interrupting. And meantime pay attention to the fire alarm sent by
the refueling flight crew member so as to give a command to evacuate
passengers if necessary.
4) The purser has the responsibility of notify the cockpit to stop refueling
until resume safety condition in the case of any potential risk occurs.
5) During the course of refueling, the flight attendants should stay onboard
and stand nearby the exit. They must admonish the passengers not to smoke
because of refueling in progress and do not tighten safety belt.
6) The flight crew should keep the signs of ―NOSMOKING‖‖
FASTENSEAT BELT‖ in off position and all ―EXIT‖ signs in ―on‖
position.
Note: The there is fire of any other dangerous situation, stop
refueling/defuelling process at once. If it catches fire, disperse all the people
on board rapidly and asks for help.
9.2.12 Fuel Spillage
In the event of spillage during refueling, stop refueling immediately. The
disposal of the fuel spillage is accomplished by the airport (airport station).
When there is fuel spillage, the flight crew should find out the reason and
take measures to prevent it catching fire. Contact the field coordinators,
solve the problem according to MH3145.39---1996 of Preventive Measures
and Processing of Ground Fuel Spillage of Civilian Aircraft, and explain
the reason why the fire-fighting devices are placed on the spot.
9.2.13 Replenishment of other fluid（CCAR-121FS.661/663/657）
1) Replenish the fluid (oil, hydraulic fluid) with the type stipulated by
individual aircraft type in the required quantity. Close and lock all filling
covers and interface after replenishment, and record the quantity
replenished in the Flight Log Book.
2) TJA stipulates: the oil quantity must conform to the requirement
prescribed in the manual of aircraft type to ensure adequate oil quantity to
cover the requirements till landing. Flight crew has the responsibility to
check that the oil quantity complies with the safety level before each takeoff.
If not, should ask the maintenance people to replenish.

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Intentionally blank

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9.3 Operation in Cold Weather (CCAR-121.341/649(a) (b) (c) (d))

9.3.1 Operation Regulations under Cold Weather
1) Use de-icing liquid instead of mechanical beating when there are
moderate or mass of ice, snow accumulated on the surface of wings,
fuselage and engines. Avoid damage antenna, vent, stall warning
devices, etc. while eliminating ice and snow.
2) Sweeping instead of blowing with hot air to eliminate light and dry
snow under the condition of below 0 degree centigrade. If hot air is
used to de-ice, the temperature should be controlled below 100°C.
Ice accumulated by water, melted from ice and snow blew by hot air
flown to un-heated area, must be eliminated.
3) Checking trailing edge mechanical devices of airfoil and tail after the
ice, snow and frost on aircraft surface are eliminated to prevent ice,
snow, frost melted water flowing into the devices to freeze.
4) Strengthen the inspection and maintenance to anti-ice and de-ice
devices of all kinds of aircraft during winter maintenance to ensure
the operation reliability of each system. When the aircraft is parking
in icing conditions, insufflate antiseptic glycol-hydroxyl anti-ice
compound around it to avoid doors and windows freezing from ice,
snow and water.
5) Aircraft operating at night with icing conditions should have its
inspection lights on or be illuminated in an equivalent way for the
identification of icing on critical wing areas. These areas should be
illuminated in a way that will not affect the flight crew from
inspection by dazzling or reflecting lights.
9.3.2 Operations on wet or contaminated runway
9.3.2.1 Runway friction characteristics
The stopping performance of aircraft is to a greater degree dependent on
the available friction between the aircraft tires and the runway surface,
their landing and take-off speeds. In some conditions the runway length
required for landing or take-off could be critical in relation to the
runway length available.
Adequate runway friction characteristics / braking action is mainly
needed for three distinct purposes:
1) The deceleration after touch-down or rejected takeoff of an airplane;
2) The directional control during take-off or landing roll out, particularly
in the presence of crosswind, asymmetric thrust or technical
malfunctions;
3) Wheel spin-up at touchdown.
To compensate for the reduced stopping and directional control
capability for adverse runway conditions, performance corrections
are applied in the forms of:
(1) Runway length increment;
(2) Reduction in actual take-off or landing weight;

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(3) Reduction of actual crosswind component.

9.3.2.2 Measuring and expressing friction characteristics
The friction coefficient is defined as the ratio of the maximum available
tire friction force and the vertical load acting on the tire. This coefficient
is named "Mu" or ―µ‖.When friction measurement are not available but
can be only estimated, the pilot is informed only of the estimated braking
action reported as "good" - "medium" - "poor" - " nil" or a combination of
these terms.
Pilots should treat reported braking action measurements with caution
and interpret them conservatively.
Table 1 – Braking action versus Mu values

Estimated Friction Coefficient
braking action (Mu)
Good ≥0.4
Medium to Good 0.36 - 0.39
Medium 0.30- 0.35
Medium to poor 0.26 - 0.29
Poor 0.21-0.25
Nil 0.2 and lower
9.3.2.3 Braking action reports
Friction measurements or braking action estimation may be reported:
1) In plain language by the tower/ATC
2) By the routine weather broadcast (ATIS)
3) By SNOWTAM
When necessary, ATC issues the latest braking action report for the
runway in use to each arriving and departing aircraft. Pilots should also
be prepared to provide a descriptive runway condition report to ATC
when requested after landing.
9.3.2.4 Meteorological observations
Meteorological observation is an item to aware of runway conditions
and to estimate the braking action.
On snow- or ice-covered runways not treated with, e.g. sand, the
coefficient of friction varies from as low as 0.05 to 0.30. The braking
action is very much dependent upon the temperature especially near the
freezing point. However, when it is freezing, the braking action could be
fairly good, it will so remain if the temperature decreases but if the
temperature rises to the freezing point or above, the braking action will
decrease rapidly. Sometimes very low friction coefficient values occur
when humid air is drifting in over an icy runway even though the
temperature may be well below the freezing point.

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Some of the various conditions which are expected to influence the

braking action are given below:
1) Friction coefficient between 0.10 and 0.30 (poor-medium)
(1) Slush or rain on snow- or ice-covered runway;
(2) Runway covered with snow or standing water;
(3) change from frost to temperature above freezing point;
(4) The type of ice which is formed after long periods of cold;
(5) A thin layer of ice formed:
a) By frozen ground having been exposed to humidity or rain at
0°C or above;
b) Radiation effect
2) Friction coefficient between 0.25 and 0.35 (poor-medium)
(1) Snow conditions at temperature just below freezing point;
(2) snow-covered runways at temperatures below freezing point,
exposed to sun;
(3) Slush-covered runway.
3) Friction coefficient between 0.35 and 0.45 (medium -good)
(1) Snow-covered runways which have not been exposed to
temperatures higher than about -2°C to -4°C.
(2) Damp or wet runway without risk of hydroplaning (less
than 3 mm water depth)
9.3.2.5 Aircraft performance on wet or contaminated runways
Contaminated runway: A runway is considered to be contaminated when
more than 25% of the runway surface area within the required length and
width being used is covered by the following:
◆ Surface water more than 3 mm deep, or slush, or loose snow;
◆ Snow which has been compressed into a solid mass
◆ Ice, including wet ice.
1）Contaminated surface report
The following criteria may be applied with respect to runway covere
d with deposits (e.g. standing water, slush or wet snow):
(1)When a dry runway is covered with standing water for more than 10
%, it shall be regarded as a wet runway, on which wet runway revisi
on and restrictions shall be applied.
(2)When airport temperature is nearing zero with standing water, slush
or wet snow on runway and provided that the reported friction coeffi
cient (if any) does not impose any restrictions, the following rules sh
all apply:
a)When scattered deposits cover 10% or less than 10% of runway, the o
peration on runway shall be treated as wet runway operation.
b) When scattered deposits cover 11% to 25% of runway, the

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Braking action on runway shall be treated as medium.

c)When scattered deposits cover 25% to 50% of runway, the Braking act
ion on runway shall be treated as medium to poor.
d)When scattered deposits cover more than 50% of runway, the braking
action on runway shall be treated as poor.
e) Pilot's report may be used as a reference.
As aircraft performance and landing distance on a slippery or
contaminated runway can be found in associated operation manuals.
Corrections for takeoff and takeoff roll performance and landing
distance are given in the Aircraft Flight Manual established for given
depths of water or contaminant. Therefore the only way to determine the
applicable take-off and landing performance is to obtain the depth and
type of contaminant.
9.3.2.6 Guidelines for operations on wet or contaminated runway
Takeoff and landing on a contaminated runway shall be implemented in
compliance with the regulations specified by the Administrator and Cor
porate Operations Manual. Flight crews shall make a revision to the pert
inent data (e.g. takeoff weight, speed) according to QRH and reduce cro
sswind criteria and control the aircraft in accordance with the steering m
ethods on wet runway recommended in the manual.
1) For D328: takeoff is forbidden when the runway covered
with standing water, slush or wet snow
of more than 7 mm (inclusive) in depth, loose snow more than
28mm; landing is forbidden when standing water, slush or wet snow
of more than 15 mm (inclusive) in depth, and loose snow more than
60 mm; crosswind limitation of takeoff and landing on
contaminated runway is 8 knots.
2) For E145: Maximum standing water and snow on takeoff and
landing runway: 8mm standing water or wet snow slush, 9.4mm
slush, 16mm wet snow, 40mm dry snow, 64mm loose dry snow.
For E190: takeoff and landing is forbidden when runway is covered
with standing water or wet snow/ slush of 13mm and above, dry
snow: 60mm and above;
For A320: takeoff and landing is forbidden when runway is
covered with standing water or slush over 12.7MM, loose snow over
50.8 MM.
3) Takeoff and landing is forbidden on a runway with reported braking
action medium or below, or friction coefficient 0.3 or below.
Note：for the case of 1) 2)
No takeoff or landing is permitted on a runway covered with snow, slush
, water or ice unless the following conditions are satisfied:

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(1)The depth of snow or slush along the full length of the required shortes
t runway shall not exceed the maximum value specified for the type o
f aircraft in question. The general guiding principle: The width of run
way cleared of contamination is 40 m. When the runway cannot be cle
ared of contamination within a suitable time to reach a width of 40 m,
refer to respective aircraft manual.
(2)The snow at both sides of runway length and width shall be removed
to ensure sufficient ground clearance when the outer wheels of differ
ent types of aircraft touch down on the runway edges and when flaps
are extended at the same time;
(3) The usable part of runway shall be clearly identified;
(4)The runway centerlines shall be marked out clearly if necessary.
The use of thrust reversers is mandatory on contaminated runways.
The two most important variables confronting the pilot when runway
coefficient of friction is low and/or conditions for hydroplaning exist are
length of runway and crosswind magnitude.
The total friction force of the tires is available for two functions -
braking and cornering. If there is a crosswind, some friction force
(cornering) is necessary to keep the aircraft on the centreline. Tyre
cornering capability is reduced during braking or when wheels are not
fully spun up. Locked wheels eliminate cornering. Therefore in
crosswind conditions, a longer distance will be required to stop the
aircraft.
Table 2 – Relationship between the braking action/surface condition
(contaminants) and frictions coefficient
Max
Braking action Predicted relationship crosswind
(kt)
ICAO
Term Definition Surface condition
code μ
Water＜3 mm (0.125 in);

Normal braking
Dry ice＜19 mm (0.75in) ;
good efficiency and 5 ≥0.4 Max
directional control Compacted snow. OAT≤
15°C；
Good
to
4 0.36- 0.39 30
medi
um
Dry snow ≥19mm (0.75in)；
Braking efficiency
Snow disposed with sands;
medi reduced and difficulty
Ice disposed with sands; 3 0.30 - 0.35 25
um slightly encountered in
Compacted snow. OAT＞
directional control
15°C

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Medi
um to 2 0.26-0.29 20
poor
Braking action poor and Wet snow；
difficulty in directional Slush；
poor 1 0.25-0.21 15
control. Possibility of Water＞3mm (0.125in)；
hydroplaning exists. Ice (not melted)；
Braking action is
predicted to be zero.
Hard to control the Ice (melting)； 0.2 and
nil 9
direction. Note: Taxi, Wet ice； below
takeoff and landing are
forbidden.
Maximum cross wind is provided in the associated Aircraft performance
manual but should be no more than the above values.
9.3.3 Ground de-/anti-icing（CCAR-121.133(a(17)）
9.3.3.1 Glossary /Definitions
1) Deicing: Deicing is a procedure by which frost, ice, slush or snow is
removed from an aircraft to render it free of contamination.
2) Anti-icing:
A precautionary procedure that provides protection against the
formation of frost and/or ice and the accumulation of slush and/or snow
on surfaces of an aircraft for a limited period of time.
3) Frost
The deposit composed of ice formed directly from water vapor at a
temperature below 0oC.
4) Rime Fog
It is a kind of super cooled drip, the crystal deposit forming on the
object in the cold weather.
5) Snow
It falls in the form of the small ice crystals and can deposit on the
surface of the aircraft.
6) Frezzing rain
Supercooled droplets of liquid precipitation falling on a surface resulting
in a thick coating of ice.
7) Holdover Time
Holdover time is the estimated time that an application of anti-icing
fluid is effective in preventing frost, ice, slush or snow from adhering to
treated surfaces. Holdover time is calculated as the beginning with the
final application of the anti-icing fluid, and as expiring when the fluid is
no longer effective.
8) Icing Meteorology Condition
The condition when the ambient temperature is below or equal to 10℃
on ground，and there is visual moisture in the air ( such as cloud，or the
mist ,rain ,snow, freezing rain, icy crystal of which the visibility is equal
to or less than 1.65 kilometers) or standing water, slush, ice or snow on
the runway.

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9) Inspection Before Takeoff:

During the remaining time after deicing and anti-icing, pilots should
inspect the wings and important surfaces to make sure if there is any
clinging frost, ice or snow.
10) Contamination Inspection Before Takeoff
It is an inspection carried out five minutes before takeoff by flight crew
and maintenance to confirm if there is ice, snow or frost on the wings,
control surfaces or other critical surfaces. If the inspection is carried out
after the holdover time, the flight crew or qualified mechanics should
perform the inspection per aircraft specific procedure to confirm if there
is ice, snow or frost on the wings, control surfaces or other critical
surfaces;
11) External Inspection
Inspection done outside the aircraft. The exterior inspection includes
touch inspection to the leading edges of the wings and the upper surface
of wings to make sure there is no contamination on the wings, control
surfaces and other critical surfaces. The External inspection must be
carried out in the within 5 minutes prior to take off
12) De-icing Code
De-icing Code stands for aircraft de-icing quality. Mechanics should
record the de-/anti-icing fluid code in de-/anti-icing work form after
completing the de-/anti-icing work, the code used is as follows:
(1) Type I Anti-icing Fluid
(2) TypeⅡ anti-icing fluid 100 refers to 100% the Type II de-icing fluid;
(3) TypeⅡ anti -icing fluid75/25 refers to the mixed solution of the 75%
TypeⅡ de-icing fluid and the 25% water.
(4) TypeⅡ anti-icing fluid50/50 refers to the mixed solution of the 50%
TYPEⅡ de-icing fluid and 50% water.
13) Damp:
A runway is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance.
14) Humid:
A runway is considered humid when it’s shiny because of a very thin
layer of water. If the thinness of the water is no more than 3 mm, then the
possibility of hydroplaning risk is low.
15) Standing water
The depth of the water on the surface of runway is more than 3mm
because of heavy rainfall/or blocked drainage.
16) Slush
Slush is water saturated with snow, which spatters when stepping firmly
on it. It is encountered at temperature around 5°C, the density is about
0.85 kg/litre (7.1 pd/U.S. gal.)
17) Wet snow:
Snow which, if compacted by hand, will stick together and tend to or
form a snowball. The density is about 0.40 kg/litre (3.35 pd/U.S.gal.).
18) Dry Snow

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Snow which can be blown if loose or, if compacted by hand, will fall
apart upon release. The density is about 0.2 kg/litre (1.7 pd/U.S.gal.).
19) Compacted snow:
Snow which has been compressed into a solid mass (typical friction
coefficient is 0.2).
20) Icy runway:
A runway is considered icy when its friction coefficient is 0.05 or below.
9.3.3.2 Duties
1）The management of De-/anti-icing, implementation organization of
TJA includes the following departments:
(1) Maintenance and Engineering Dept.;
(2) Flight Department;
(3) Operation Control Dept..
2）The duties of Flight Department are as follows:
(1) In charge of pilot de-/anti-icing procedure training，check and
qualification approval（authorized）；
(2) In charge of setting up De-/anti-icing Program（flight part）.
(3) Conducts the operation part of the manual;
(4) In charge of after de-/anti-icing check to ensure there is no ice, snow
and frost on the critical surface and fuselage surface.
3） The duties of flight crew members when conducting de-/anti-icing are
as follows: (―De-/anti-icing Policy” General Operation Manual)
（1） Any time when icing conditions exists or may exist, the captain
has the right to bring forward detailed requirements for aircraft
de-/anti-icing when he considers necessary;
（2）The captain and the dispatcher decide jointly whether release the
aircraft and determine whether the meteorological conditions at that
time cause
（3）The captain or assigned flight crew member completes the after
de-/anti-icing check, contamination check before takeoff to ensure that
there is no ice, snow, frost existing on the critical control surfaces and
typical fuselage surface;
（4）Closely cooperates with the ground de-/anti-icing staff, establishes
necessary communication procedure, no language obstacle, English
should be used when non-native language is the communication
language, fully understand the intention, content and items to be noticed
of ground staff not to disturb de-/anti-icing work due to
misunderstanding between each other;
（5）Report to the dispatcher and ATC so as to make them know the
status of de-/anti-icing work, if necessary;
（6） Use different mixture ratio, different quantity de-/anti-icing fluid
depending on different de-/anti-icing in diverse weather condition.
（7）Flight crew has the right to repeat or do de-/anti-icing once more;
（8）Has the right to rectify any actions against de-/anti-icing procedure;

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（9）Enhance close cooperation and coordination among ground

de-/anti-icing staff, listen to their check opinion.
(10) The person in charge of Maintenance and Engineering Dept. (or the
maintenance agent) is responsible for icing condition check, confirming
and determining de-/anti-icing implementation work. The release
maintenance people are in charge of verifying the efficiency and effect
of de-/anti-icing. The captain takes the responsibility since the aircraft
starts taxing with its own power.
(11) When at the airport without maintenance person accredited by
Maintenance and Engineering Dept. an agency by agreement, the flight
crew should complete the Ground De-/Anti-icing procedure.
9.3.3.3 The reason, the time and method for aircraft de-/anti-icing
When the outside temperature below 0°C, raindrops keeping in
extremely cold condition will freeze as soon as touch any objects on the
ground.
The ice will form when the humid air with temperature above freezing
point touches fuselage with lower temperature, this phenomenon is
related to the aircraft itself.
1) Conditions which cause aircraft icing
(1) Weather-related conditions:
When the outside temperature below 0°C, raindrops keeping in extremely
cold condition will freeze as soon as touch any objects on the
ground.Icing conditions on the ground can be expected when air
temperatures fall below freezing and when moisture or ice occurs in the
form of either precipitation or condensation. Precipitation may be rain,
sleet or snow. Frost can occur due to the condensation of fog or mist.
(2) Aircraft-related conditions
a) The concept of ice is normally only related to significant
adverse weather, however, for aircraft, even the outside temperature is
above freezing point, but ice and frost could still form on the aircraft
surface, wing and control surfaces if the temperature of the aircraft
fuselage is below 0℃（32F）and the air is damp or there is high density of
mosture.
b) If the rain drops on the surface with temperature a little bit
below 0℃（32F）, it’s possible that a layer of clear ice forms especially on
the upper surface of aircraft wing. In most case, frost accumulates on the
upper surface of aircraft wing at the same time.
2） The reason of icing
(1) Low-temperature fuel added in the aircraft and/or long time
flight in air experienced in last flight cause the temperature of the fuel
remaining in the fuel tank below 0℃（32F）.
(2) Lots of Low-temperature fuel in the wing tank retained in the
humid condition close to 0℃（32F）for a long time results in forming of
ice or frost.

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(3) The snowfall causes possible re-icing if the temperature of the

fuel added during turnaround is a slightly above 0℃（32F）that can melt
the snow. There is icing risk if the ground temperature is about 0℃
（32F）when raining. Sometimes even the temperature is 8℃-14℃
（46F-57F）, deep icing could occur while raining.
3) Impact of Icing to the aircraft
(1) Icing affecting to aircraft performance
a) The most obvious affect of icing to aircraft performance is lift
decrease and stall speed increase. Airflow on aerofoil is destroyed when
there is ice, snow or frost on the leading edge of wings, therefore the
airflow for creating lift is seriously affected. Effect on aerodynamic
performance by contamination on leading edge of aircraft wings is more
evident than that on middle part or tailing edge of wings.
b) Angle of attack is another part affected by icing. For clean wings, lift
required for normal takeoff is lower than maximum lift. Takeoff lift may
close to maximum lift and close stall angle when there is frost on wings.
When ice is accumulated on the wing, the critical angle of attack decrease
a lot. When rotate, the aircraft may enter stall angle of attack, which may
cause the aircraft cannot produce enough lift for takeoff. The flight crew
shall pay attention to that the AOA sensor regards the wings clean, and
will not make any correction to contamination influence. This will cause
the possibility of aircraft stall before the stall warning appears. Meanwhile,
when there is ice or some contamination on wings, its capability of
creating lift will decrease, and the aircraft may stall at a small angle of
attack. Moreover, the characteristics cannot be anticipated according to the
form and degree of the contamination.
c) Contamination on wings and fuselage will create so much skin friction
that aircraft frictions drag increases. Meanwhile, due to the heavy weight
of ice accumulated on the whole aircraft, the position of icing on wing
surfaces will affect the center of gravity and lift center of the aircraft. For
the sweepback wings, it is more serious to have a contamination on the
outboard/rear part than the inboard/forward part of the wings, the total lift
of outboard/rear part of the wings will decrease, which leads to a forward
movement of the lift center and a pitch up of the aircraft during takeoff;
contrarily the aircraft will pitch down.
d) Characteristics of influences from wing contamination:
① Lift decreased;
② High stall speed;
③ Small stall angle of attack;
④ Drag increased;
⑤ Lift center position shifted
(2) Influences to aircraft systems:
a) Contamination to engine air inlet may reduce the available thrust of
aircraft;

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b) If contamination is not eliminated from aircraft main control surface

area, the control surfaces will be frozen at their present positions or their
movement will be restricted. At the same time, note that when there is
ice at control surface area, the related surface will be damaged when the
aircraft is operated;
c) The landing gear will be damaged when ice on landing devices is not
eliminated. Snow/slush accumulated on landing gear and steering strut
may fall off during takeoff and damage the aircraft;
d) Contamination on aircraft exterior sensor probes or ports，or areas in
front of or close to sensors will lead to a wrong information provided to
flight instruments, engine instruments and automatic flight control
systems;
e) Vapor or ice remained on the seals of cabin door and cargo door will
lead to a depressurization of aircraft or damage to seals.
f) Aircraft parts vulnerable to icing effect:
① High lift devices;
② Control surfaces;
③ Engines;
④ Landing gears;
⑤ Sensors;
⑥ Fuselage.
(3) Icing effect on engines
The contaminations dropped from forward fuselage may be ingested
into engines resulting in damage to engines. Strengthen visual check
after de-/anti-icing and touch the forward fuselage surface to make sure
that there’s not any clear ice adhering to the fuselage surface.
4) The criteria of applying ground de-/anti-icing
(1) Weather conditions for applying de-ice/anti-ice procedures
a) If there is freezing frost or precipitation, de-ice/anti-ice procedure
must be considered;
b) Whenever according to the information provided by weather
department, the OAT is below 5°C, and there is visual moisture (for
example, fog, rain, snow, sleet or ice crystal with a visibility less than
1.5 kilometers), or there is water, slush, ice or snow on the runway. Or
the OAT is less than 10°C, the ambient temperature reaches or is close
to the weather condition of dew point, and there is possibility for frost,
snow or ice accumulated on fuselage or control surfaces;
c) Freezing rain and drizzle: precipitation at the time of an OAT below
0°C, raindrop that remains a super-cooling status touches aircraft
fuselage and forms icing;
d) Freezing precipitation, ice crystals: such as there is snow, sleet or hail
when OAT is between -4°C and 1°C, the difference between
temperature and dew point is within 1°C, and there is wet snow on the

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aircraft surfaces;
e) OAT is about below -8°C, the difference between temperature and
dew point is more than 5°C, dry snow has dropped on the aircraft
surfaces;
(2) Ground conditions of aircraft ground de-/anti-icing implementation
Ice accumulation may come from the ground operation influences or
ground conditions. When weather conditions do not have the
temperature conditions of icing and snowing, but the icing ground may
cause ice, snow to adhere to the aircraft fuselage surface. such as:
a) Operations on apron, taxiway or runway covered with moisture,
snow water or snow;
b) The blowing snow caused by surface wind or other aircraft and the
snow blown and swept by ground assistant anti-icing equipment
continually.
(3) he conditions to cause frosting on aircraft fuselage surface
When the temperature is at freezing point or below, and relative
humidity is very high, there will be frost formed on aircraft fuselage
surface. When an aircraft stays overnight at an airport or descends from
the cruise altitude to land, frost accumulation is normal since fuselage
surface and fuel temperature remains below freezing point. TJA aircraft
are allowed to operate when the depth of frost on the lower wing is up to
3mm (including 3mm) duo to cold fuel.
(4) Conditions for applying aircraft anti-ice system to carry out
anti-icing with engines running
It is indicated that icing conditions exist when TAT is 10°C（50F）or
below and there are following conditions, anti-icing should be carried
out:
a) There is visual moisture in the air in any form( such as cloud, mist
with a visibility less than 1 nautical mile, rain ,snow, sleet, ice crystals) ;
b) Standing water, slush, ice or snow on the apron, taxiway, and runway;
(5) Description of icing intensity:
a) Trace- Ice becomes perceptible. Rate of accumulation is slightly
greater than the rate of sublimation. It will not be dangerous to aircraft
even if the deicing/anti-icing equipment is not utilized unless
maintaining in icing area for an extended period of time (over 1 hour).
b) Light- The rate of accumulation may create a problem if flight is
prolonged in this environment (over 1 hour). Occasional use of
deicing/anti-icing equipment removes/prevents accumulation. It does
not present a problem if the deicing/anti-icing equipment is used.
c) Moderate- The rate of accumulation is such that even short
encounters become potentially hazardous and use of deicing/anti-icing
equipment or alternation of flight route is necessary.

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d) Severe- The rate of accumulation is such that deicing/anti-icing

equipment fails to reduce or control the hazard. Immediate change of
flight route is necessary.
(6) The clean wing concept
Clean Wing typically refers to the wing sector, control surfaces and
stabilizers that must remain a clean aerodynamic configuration, without
any adhesion. The concept of ―Clean aircraft‖ comes from CCAR-121.
The aircraft with snow, frost or ice on wings, engine air inlet or other
main surfaces is not allowed to takeoff. It is because that ice
accumulating on aircraft will bring obvious, sometime destructive affect
to the aircraft equipment and performance. Contamination from frost,
snow or ice will change the aircraft aerodynamic design, and always
make the condition worse.
(7) Inspection of clear ice
A thorough inspection of the aircraft surfaces is an important item of
flight preparation because aircraft performance is certificated in clean
surface, adhesion on any part directly affects aircraft aerodynamic
configuration, subsequently imposes great effect on aircraft performance,
further affects flight safety.
a) When the aircraft encountered rainfall conditions (such as rain,
drizzle, fog) on the ground , and frost or ice has formed on the fuel tank
area of lower wings, or it is suspected that clear ice has formed on upper
wings, proper action should be taken to access upper wings to check
whether there is clear ice;
b) A layer of clear ice underneath the snow/snow water is very difficult
to spot, so in some cases, it can only be confirmed by touching to know
whether the ice exists.
5) The time and place for ground de-/anti-icing
(1) The time for de-/anti-icing:
a) The proper time regarded by Maintenance and Engineering people
according to the inspection;
b) Before takeoff when the flight crew confirms that the de-/anti-icing
is necessary;
① Takeoff preparation has been completed, without malfunctions;
② All passengers on board;
③ All passenger doors closed;
④ All relevant equipment have been removed(except de-/anti-icing
equipment);
⑤ The aircraft has been towed to or at proper de-/anti-icing station.
c) According to the regulation of TJA, captain, maintenance personnel
and TJA flight dispatcher should ensure that all the flight controls
operate normally and be free from ice, frost or snow 5 minutes before

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cleared takeoff time. When there is slush, snow, sleet or water on

taxiway, or it is raining and outside temperature is close to freezing
point, the personnel mentioned above should codetermine to
de-ice/anti-ice. When the conditions for the codetermination are not
distinct enough, the following standards can help to make the decision
of using de-ice/anti-ice procedure:
① If frosting or precipitation presents, use of de-/anti-icing procedure
must be considered.
② Whenever on the ground temperature is below 6°C, and dew point
is 3°C lower than OAT, there is high possibility for frost, snow or ice
accumulating on aircraft, it is necessary to carry out the de-ice/anti-ice
procedure;
③ In flight whenever the temperature drops below 10°C and there is
sufficient vapor, it is necessary to carry out the de-ice/anti-ice
procedure.
(2) De-/anti-icing place:
a) The place to implement de-/anti-icing must be allowed by the airport
Administrator and clearly indicated on the airport chart;
b) The place to implement de-/anti-icing should be agreed by
Maintenance and Engineering people and ATC controller through
consultation;
c) The places above comprise:
① Apron;
② Bridge;
③ Aircraft de-/anti-icing holding area before takeoff;
④ Places far away from hangar of parking apron, taxiway;
⑤ Holding point of takeoff runway (special clearance from ATC
required).
9.3.4 Flight crew de-/anti-icing Operational procedure
（CCAR-121.133(a)(17)）
9.3.4.1 Flight crew ground de-/anti-icing procedure
1) Basic requirement for flight crew
(1) Master the content of this manual which related with the flight, and
perform the operation procedures in cold weather.
(2) Knows the regulations and requirements of TJA ground
de-/anti-icing management policy, personnel duties etc.
(3) Be familiar with check method for implementation of ground
de-/anti-icing
(4) Understands and properly exercises the procedure for de-/anti-icing
holdover time change with the changing of weather conditions;
(5) Acquire qualification for de-/anti-icing work through training.
2) External inspection before departure

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(1) External inspection before takeoff is the first step for the flight crew
to decide whether a protection for ice, snow, frost is needed. The
inspection must comprise:
a) Leading/trailing edge and upper/lower surfaces of wings;
b) Control Surfaces;
c) Engine air inlets;
d) Antenna;
e) Fuselage (including radome);
f) AOA sensors, pitot tube and static ports;
g) Fuel tank vents;
h) Air conditioning system and APU inlet;
i) Landing gears (including: struts, support bar, landing gear
doors, wheels and hubs);
j) Water drain and on-board water supply equipment are not
frozen;
(2) The lower part of forward fuselage should be touched to ensure
there’s no clear ice during the inspection;
(3) For the treatment of frost formed on the fuel tank area of lower
surface of the wing duo to low fuel temperature, the flight crew carry
out according to the related criteria in ―Supplementary
procedure/Adverse weather‖ of the FCOM.
3) Cockpit preparation before de-ice
(1) De-/anti-ice information notification
After aircraft external inspection mentioned above, the flight crew
should inform the departments and personnel related to de-/anti-icing
(such as Maintenance and Engineering Dept., dispatch department,
traffic control department or de-/anti-icing principal,mechanics, flight
attendants and other relevant persons.) of the decision of carrying out
ground de-/anti-icing, and make de-/anti-icing preparation in
cooperation with mechanics.
(2) Cockpit preparation
a) Maintain air-ground communication and obtain de-icing clearance;
b) Establish communication with ground mechanics or de-icing
signaler;
c) Parking brake is on;
d) APU or GPU on, APU bleed OFF;
e) Verify engines shutdown or at idle thrust (de-icing with idle thrust)
f) Both air conditioning PACKS OFF
g) Close all windows, passenger doors and emergency exists to avoid
contaminating galley floor and interior furniture; If the ice or snow
on the passenger door affects the closing of the door, ice or snow
must be disposed before closing the door (to avoid contaminating

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cabin, small amount of heated de-icing fluid can be used) ;

h) Stab trim full down or as required (see SOPs). Do not move the stab
trim during the de-icing unless signaled by the ground mechanics.
i) Flaps up or as required (see SOPs); if ice has built up between the
flap surfaces due to severe icing conditions, flaps may be extended
to and maintain at the landing positions as commanded by the
de-icing personnel. After flaps are set (up or extended), do not move
the flaps lever without the command from the ground mechanics.
j) Turn off all lights on the de-icing/anti-icing areas as necessary;
k) Complete Ground De-/Anti-icing Checklist.
4）Time and way to establish communication with ground mechanics
Time and method for communication and contact
(1) Communication, contact time: in order to prevent aircraft from
damage and person from injury, communication must be established
between flight crew and ground mechanics before and after
de-/anti-icing;
(2) Contact method: gesture and interal communication system;
5) Flight crew inspection after de-/anti-icing
(1)Authorize a qualified mechanic to complete the walkaround check
again;
(2) Flight control check: complete the control check before normal
engine startup, and ask ground mechanics for the situation of external
check to make sure that the flight control system is free of jam due to ice,
snow;
(3) Clean up residual anti-icing fluid on the windshield;
(4) Reconfirm the de-/anti-icing holdover time;
(5) Verify that the ground de-/anti-icing equipment has been removed;
(6) Complete normal check before engine startup;
Note: Don’t move flaps or stabilizer trim until clearance has been
acquired from ground mechanics during the inspection mentioned
above;
6) Before takeoff check within the holdover time
(1) In ground icing conditions, de-/anti-icing of the aircraft has been
done and holdover time has been established, the captain should confirm
the inspection before takeoff. This inspection should be done at time
closest to takeoff time and not exceed the holdover time. At least one
before takeoff inspection should be done after establishing the holdover
time.
(2) In order to confirm ice, snow and other contaminations, verify all
non-heated external surfaces of front windshield and equipment in front
of windshield, such as windshield glass, wipers.
(3) Complete the check of the leading edge devices of the wings

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through cabin windows if it is impossible to confirm the outside

situation via the observation from the cockpit.
(4) The aircraft can not take off if cleanness situation is not confirmed.
The captain has following options:
a) Check and verify the situation through mechanics;
b) Repeat de-/anti-icing;
c) Move the aircraft to a far away place and take de-snow
action.
7) Before takeoff contamination inspection after the holdover time
(1) Inspection time:
a) Aircraft has finished de-/anti-icing, but the holdover time
is over (anti-icing effect expires when the holdover time is over);
b) The aircraft has not done the de-/anti-icing, but the
weather causes the wing contamination.
(2) The before takeoff contamination inspection must be completed in 5
minutes before takeoff. According to the weather conditions, if the taxi
time and holding time before takeoff is longer then holdover time, the
captain has the right to taxi back to do the contamination inspection to
make sure whether another de-/anti-icing is needed
Note: after the de-/anti-icing, if there’s no hazardous weather conditions,
contamination inspection/procedure before takeoff could be omitted. In
this case the captain has the responsibility to make a similar decision
according to reliable information. For example: de-/anti-icing treatment
has been done on the aircraft with de-icing Type I Fluid at 6:00 because
of icing. At 8:00 no contamination has been found by the flight crew
during external inspection before takeoff, and the temperature is above
freezing point, weather is clear. At 8:30 when aircraft taxies out, the
temperature is rising and weather is better. At this time there’s no need
to do before takeoff contamination inspection, except when doubts exist.
8) The record after the de-icing
If the cabin door has been closed at the time of de-icing, it is the captain’s
responsibility to make a record about the beginning time of using anti-ice
fluid, anti-ice code, on the Aircraft Log Book (Technical Log Book) and
to verity the holdover time after the de-icing operation.
9.3.4.2 Flight crew operational procedures in cold weather
1) Operational procedures in cold weather
(1) When the captain and dispatcher consider that the icing condition
encountered or expected en routes or in some airports will severely
affect the flight safety, any one of our company must not release any
airplane, or continue the operation on these routes, or land at these
airports.
(2) when the frost, ice, or snow are found adhered to the wings,

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control surfaces, propellers, engine inlets, or other critical surfaces

before departure, the dispatcher must not dispatch and release the
airplane, and flight crew must not take off without the ground
deicing/anti-icing operation.
(3) When icing condition is encountered in flight, the captain should
use the de-/anti-icing equipment properly and timely to increase cruise
power properly and report to the ATC. Change of flight level should be
requested immediately if airspeed decreases continually after using
de-/anti-icing equipment. If icing condition persists and it is impossible
to maintain minimum safe speed after changing flight level, the captain
must land at the nearest airport or turn back, and report ATC and TJA
Operation control centre his decision to get ground supports.
(4) TJA de-/anti-icing procedure should be exercised if ice, frost,
snow is found before flight.
2) Pre-flight notices under icing condition: After the aircraft de-ice on
the ground, ground de-ice/anti-ice checklist must be finished before
takeoff;
(1) In low temperature condition, carefully check if the flap position
indicator is consistent with leading edge device annunciation panel. Set
flap lever immediately back to the position corresponding to the flap
position when the flap stop moving.
(2) Strictly following the pre-flight checklist and check (if needed) if
the engine de-ice/anti-ice switches are in ON position to ensure that the
aircraft is in takeoff configuration.
(3) The inspection during takeoff roll and takeoff
Aircraft may be taxied at the captain discretion on apron and taxiway
not cleared of snow and slush. More power than normal may be required
to commence and continue taxi so caution should be taken to avoid jet
blast damage to buildings, equipment and other aircraft. The crew can
taxi only when the boundaries/edges of manoeuvring areas and taxiway
is clearly identified. If there is any doubt, request "Follow me" guidance.
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
(1) The captain should confirm engine anti-ice on.
(2) Taxing in the area covered with ice or snow, keep 300m
distance from the front traffic to prevent snow or freezing ice
blown by the front aircraft adhering to the aircraft.
(3) The flight crew or qualified maintenance staff should verify the
aircraft surface through check ensuring no contaminations on
the aircraft to satisfy the requirement for takeoff aircraft

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surface.
(4) Before taxing to takeoff position the captain shall verify that the
aircraft remains in effective holdover time and meet the
de-/anti-icing standards.
4) Considerations for takeoff in icing conditions
Severe retardation may occur in slush or wet snow.
In most cases, lack of acceleration will be evident early on the take
off run. Maximum permissible power must be used from the start.
Large quantities of snow or slush, usually containing sand or other
anti-skid 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
taxiway.
(1)Check N1 number under icing condition to ensure the aircraft
reach necessary takeoff thrust;
(2)Push control lever forward a little to increase the efficient force
of nose gear, use aileron to increase control to direction;
(3)Adopt pointing takeoff under moderate or severe icing
conditions.
(4) For D328: takeoff is forbidden when the runway covered
with standing water, slush or wet snow
of more than 7 mm (inclusive) in depth, loose snow more than 28mm
(1.1 inch); crosswind limitation of takeoff and landing on contaminated
runway is 8 knots.
E145: Maximum standing water, snow and wet slush on departure
runway: 8mm; slush: 9.4mm; wet snow:16mm ; dry snow: 40mm ; loose
dry snow: 64mm.
E190: Takeoff is prohibited with 13 mm or more of standing
water, wet snow or slush, or 60 mm or more of loose snow on
the runway.
A320: Takeoff is prohibited with more than 12.7 mm of
standing water or slush, or more than 50.8 mm of dry snow on
the runway.
5) In-flight icing conditions handling
The flight crew shall take the following measures timely when icing
in-flight:
(1) Use de-ice/anti-ice devices correctly and timely, properly increase
cruise power, moderate or severe icing shall be reported to ATC; if
flight speed continue to decrease after using de-ice/anti-ice devices,
request for changing flight level promptly. If there are still icing or the

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flight cannot maintain minimum safety speed after changing flight level,
the captain shall land at the nearest airport or return to the departure
airport, and shall report the measures taken to ATC and dispatcher of the
TJA’s Operation control center.
(2) Aircraft without de-ice/anti-ice devices or with malfunctioned
de-ice/ anti-ice devices is forbidden to fly in icing areas.
(3) Change flight altitude to break away from icing areas.
(4) Check wing surfaces and control systems’ ice accumulation
conditions of the icing aircraft before landing. Landing is permitted only
when the icing condition does not affect flight safety.
(5) The icing aircraft shall fly at the speed regulated in manual when
landing and touchdown. If ice on windshield cannot be eliminated, open
side window to land.
6) Holding and approach
(1) Apply anti-ice system as necessary;
(2) Increase approach speed properly considering the icing condition
during approach.
7) Landing
Pilots should be aware that where rain, hail, sleet or snow showers are
encountered on the approach or have been reported as having recently
crossed the airfield, there is a high probability of the runway being
contaminated. The runway state should be checked with ATC before
commencing or continuing the approach. Very often a short delay is
sufficient to allow the runway to drain or the contaminant to melt.
Use of reverse thrust on landing on dry snow in very low temperatures
will blow the dry snow forward especially at low speed. The increase in
temperature may melt this snow and form clear ice on re-freezing on
static ports.
The required landing field length for dry runways is defined as 1.67 times
the demonstrated dry landing distance. For wet runways, this landing
distance requirement is increased by 15%.
The required landing field length for contaminated runways is defined as
1.15 times the demonstrated contaminated landing distance.
(1) Considering the influence of the crosswind limitation and braking
action on the slippery runway, except in the emergency situation that
must land, otherwise landing on the slippery runway covered with
snow is not proper when the reported braking action is poor;
(2) Landing in the conditions of strong cross wind and blowing snow
may cause vision blurred which results in seeing ground not clearly
during flaring. In those cases, may request turn on runway lights as
landing reference.
(3) During landing, be aware of the above factors affecting roll distance,
find relevant checklist and performance charts to do calculation
during approach preparation;

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(4) If landing in extremely cold weather, consider correcting DH or

MDA and approach altitude and each approach point altitude (IAP,
FAF) with pressure altitude correction table;
The factors and considerations involved in landing on a wet and
contaminated runway are quite complex and depending on the
circumstances, the pilot may have to make critical decisions almost
instinctively. The following list of items summarises the key points
to be borne in mind. Several may have to be acted upon
simultaneously
a) For D328:Don’t land on the runway covered with standing water,
slush or wet snow of more than 15 mm (0.6 inches) in depth,
loose snow more than 60 mm(2.4 inches)(refer to D328 AFM);
E145: Maximum standing water, snow and wet slush on landing
runway: 8mm; slush: 9.4mm; wet snow:16mm ; dry snow:
40mm ; loose dry snow: 64mm.
E190: Landing is prohibited with 13 mm or more of standing
water, wet snow or slush, 60 mm or more of loose snow on the
runway.
A320: Landing is prohibited with more than 12.7 mm of standing
water or slush, or more than 50.8 mm of dry snow on the runway.
b) Limit crosswind components when runway conditions are poor and
runway length short.
c) Establish and maintain a stabilised approach. Consider the many
variables involved before landing on a slippery runway:
① Landing weather forecast
② Aircraft weight and approach speed
③ Landing distance
④ Glide path angle
⑤ Do not exceed VAPP at the threshold. An extended flare is more
likely to occur if excess approach speed is present.
⑥ Be prepared to go-around
⑦ Flare the aircraft firmly at the 1000 ft aiming point. Avoid build up
of drift in the flare and runway consuming float. A firm landing, by
facilitating a prompt wheel spin up, also ensures efficient antiskid
braking.
8) Landing roll
Firm landing may make the wheels spinning up rapidly and can ensure
effective anti-skid effect. Get the nose of the aircraft down quickly.
Do not attempt to hold the nose off aerodynamic braking. Aim to
have the nose wheel on the ground by the time reverse thrust reaches
the target level. Immediate use both maximum braking and

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maximum reverse can minimize the roll distance of the aircraft on

the slippery runway
(1) Apply brakes
It is recommended to avoid landing without anti-skid, because normal
operative anti-skid device could distribute contaminants.
a) With auto brake inoperative, use brakes when the speed has
decreased below tire hydroplaning speed if runway length permits. Once
the situation requiring maximum braking occurs, press the pedals with
maximum force and maintain. Use maximum reverse thrust until the
aircraft stops, if necessary.
b) Items to be noticed when using manual brakes: Manual braking
action on wet, slippery runway with ice and snow decreased
significantly, apply brakes gently up to maximum brake pressure, don’t
alternate the pedals, until maintain adequate braking action to decelerate
the aircraft to safe taxi speed; Pay attention to working status of
anti-skid braking to prevent brakes failing.
(2) Directional control during landing
Anticipate the cross wind influence to aligning with landing direction.
When apply reverse thrust and brakes during cross-wind landing, pay
attention to the thrust of reversers will increase cross wind influence
leading to deviating from centreline; Excessive use of braking will cause
aircraft deviating from centreline too. Don’t correct the aircraft on
lateral axis completely which may cause aircraft to side skid on the
slippery runway surface due to the stable ability in cross wind. Use
rudder and flaps to maintain aircraft on the runway centreline. With
decreasing of rudder efficiency, reduce flaps input accordingly. (For
maximum cross-wind relative to runway conditions, see 9.3.2.6 3) Table
2).
a) When aircraft returns runway centerline, maintain direction with
proper rudder travel, use differential braking if necessary.
Note:
① Do not allow large deviations from the runway heading to
develop as recovery can become very difficult. Use of the nose
wheel steering is not recommended. Under slippery conditions,
the nose wheels must be closely aligned with the aircraft track or
they will scrub.
② If directional or lateral control difficulties are experienced,
disconnect the auto brake, if necessary, reduce reverse thrust levels
symmetrically, and regain directional control with rudder, aileron and
differential braking. Once under control, reapply manual braking and
increase symmetrical reverse levels as required while easing the aircraft
back towards the runway centreline.
9) Taxi into parking stand and park
(1) Parking on the slippery runway or parking apron with slope,
release parking brake until chops on.
10) Start up engines and taxi into de-/anti-icing area

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On some airports, de-/anti-icing area is a designated apron where the

aircraft shall taxi into and do de-/anti-icing. For operation in cold
weather, the following items should be done first:
(1) Before leaving the gate/stand, make sure that there is no ice and
snow in the engine inlet, air inlet, on the landing gear and cockpit wind
shield;
(2) Must push back the aircraft and then start engines if on the slippery
taxiway;
9.3.5 Characteristics and operation of de-/anti-icing fluid
（CCAR-121.649(c(2(V))) ）
9.3.5.1 De-/anti-icing fluid degrading the aircraft performance
1) When any type of de-/anti-icing fluid is used in any condition, the
liquid membrane formed on the aircraft surface has small influence on
the lift decrease which is accepted by aircraft manufacturer and CAAC.
So the flight crew calculates takeoff mode based on performance. The
aircraft operated by TJA still has adequate safe margin in
reduce/reduced thrust takeoff.
2) Former pilots worry about that Type II fluid dropped on the ground
during takeoff may degrade landing aircraft performance. However, the
demonstration proves that this type of fluid will vaporize and dissipate,
the residual liquid will be swung to both sides during takeoff by the
vortex generating on the wing tip. 60 seconds after takeoff all residual
liquid will freely drop off.
9.3.5.2 Selection and use of De-ice fluid
There are two types of de-ice/anti-ice fluid adopted by G CE: Type and
typeⅡ、1) TypeⅠde-ice fluid is a glycol liquid with fluid characteristic
of light weight and quick flow, so it has low glutinosity or coherence to
wing and tail control surfaces. The color of this type of de-ice fluid is
magenta or red. Diluted with water (the normal proportion is 50%/50%)
and heated to not lower than 60°C when using, it will reach the best
de-ice effect. It is usually used when there is no waiting time or short
waiting time between de-icing and takeoff. It can be used as anti-ice
fluid also.
2) TypeⅡde-ice fluid is a thick and transparent glycol liquid with fluid
characteristic of high glutinosity. Diluted with water according to OAT
when using. It can reach the best anti-ice and protection effect without
heating.
Note：It shall be noted that the ice and snow on aircraft should be
eliminated before using TypeⅡde-ice fluid. The aircraft can also be
de-iced with heated (the liquid can flow freely when the temperature is
about 35°C) diluents de-ice fluid first, and then sprinkled with water
diluted anti-ice fluid. TypeⅡde-ice fluid can be used as de-ice/anti-ice

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fluid which needs heating before using.

9.3.5.3 Effective Holdover Time
1) Effective holdover time, coming from the chemical characteristic of
the fluid anti-ice character, means the estimate time of frost/ice forming,
or ice or snow/slush accumulating on the processed aircraft surface that
de-ice or anti-ice fluid can prevent. Effect holdover time begins at the
using of anti-ice fluid and terminates when the de-ice fluid does not
work and provide protection anymore. The Effect holdover time Table
of TypeⅠand typeⅡ in section 5 is provided by the automatic
engineering department of NASA. Table 1 and Table 2 are used to
confirm the effect holdover time of TypeⅠand TypeⅡde-ice fluid
respectively. The effect period will be reduced in severe weather or
heavy wind or blew by other aircraft jet air. Otherwise the effect
holdover time may prolong when conditions improved.
2) The tables are clear and easy to use. Effect holdover time can be
confirmed through the following four aspects: type of the fluid, fluid
thickness (regarding TypeⅡde-ice fluid only), OAT, and weather
conditions (snow, freezing precipitation, etc.). The type of the fluid used
(TypeⅠand typeⅡ) shall be decided first when looking up the table.
The intersection of temperature/thickness (regarding TypeⅡde-ice fluid
only) column and weather column is the Effect holdover time.
3) The two tables provide the range of Effective holdover time
respectively. According to the conditions (i.e. severe, moderate, light),
dividing the time range by three will make the effect holdover time more
accurate (reference to the example under the table). According
experience, visibility may below 450m (1/4 nautical mile), between
450m (1/4 nautical miles) to 1850m (1 nautical mile), or more than
1850m (1 nautical mile) under different conditions of severe snow,
moderate snow or light snow respectively. From this rule we can know
that the decreasing of visibility is cause by snow, fog does not act as
assistant.
4) Summarizing the above, effective holdover time is an
approximation value, which affected by many factors. We can judge if
de-ice fluid has lost effect of preventing icing by check aircraft surface,
especially the wings upper surface. When aircraft surface becomes from
smooth and wet to snow or ice covering, TypeⅠde-ice fluid can not
protect the aircraft any more. This changing is comparatively fast. When
aircraft surface becomes from smooth and gluey to snow or ice covering,
TypeⅡde-ice fluid can not protect the aircraft any more. The changing
of TypeⅡis slower than that of TypeⅠ. When confirming TypeⅠde-ice
fluid losing effect, TypeⅡde-ice fluid shall be used after the aircraft
surface having been cleaned by heated TypeⅠde-ice fluid.
5) The effective holdover time tables are used as guidance. Exact
holdover time of de-ice/anti-ice fluid can be corrected according to the

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runway conditions. Preflight de-icing inspection must be carried out if

the holdover time has expired.
6) For detailed de-ice/anti-ice holdover tables, refer to associated crew
supplemental material.
9.3.6 Runway condition information code
When a runway is covered with standing water or other
contaminants, a code with 8 numerical digits will be indicated behind the
RMK on the METAR or SPECI in some regions:
(1) The first two digits represent the runway number
(2) The third digit represents the type of contaminants
(3) The fourth digit represents the coverage of contaminants
(4) The next two digits represent the depth of contaminants
(5) The last two digits reprents the friction coefficient or braking
action.
9.3.6.1 Runway condition information code explanation
1) Runway's number (the 1st, 2 digits): With 2 figure expressions, like
09, 27 and so on. If has the parallel runway, ―left‖ the side runway
indicated with the original number, but ―right‖ the side runway adds
50 to express that (for example the 09th runway, the left runway
expression is 09, but the right runway expression is 59; Moreover
the 27th runway, the left runway expression is 27, but the right
runway expression is 77). When all runways receive affects, uses
―88‖ the number block to express.
Note: Sometimes the first two figures are ―99‖, this does not
express the runway, was only said when broadcast the notification,
has not received the new telegram, but was only the previous time
content repetition.
2) runway deposit (the 3rd numeral): expresses in the terms of the
followings:
0----Clean, dry runway
1----Dump
2----Wet or standing water
3----The rime or the frost cover (usual depth is smaller than 1 mm)
4----Dry snow
5----Wet snow
6----Melted snow
7----Ice
8----Compacted or fluctuation snow
9----Freezes the wheel rut or the prominent keel
/---- has not reported the deposit the type (for example to runway
cleaning)
3) The runway pollutes cover degree (the 4th digit): According to the
following proportion, the contamination coverage degree is indicated in

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unit number.
1----Is smaller than 10% runway pollution (cover)
2----11%-25% runway pollution (covered)
/---- no report (for example to runway cleaning)
4) Deposit thickness (the 5th, 6 digit): According to the following
proportion represents deposit's thickness with two digits, when the
thickness in use is the average value of the observed or when is
important to the operation, uses the largest thickness value.
00----less than1 mm
01----1 mm
10----10 mm
15----15 mm
20----20 mm
90----90 mm
91---- not being used
Then the thickness is indicated by the following
92----10 cm
93----15 cm
94----20 cm
95----25 cm
96----30 cm
97----35 cm
98----40 cm and above
99----A runway or runways can not be used due to snow,slush,water,
collections or runways are being cleaned etc, but no depth report.
//---- No valuable depth of collections or no calculation.
5) Friction factor or brake energy (the 7th,8th number):is indicated by
two numbers. Brake energy is also indicated by two numbers if no
friction factor. The average of various values is provided normally, or
takes the minimum value when operation is critical.
(1) Friction factor：
28---- friction factor 0.28
35---- friction factor 0.35
(2) Brake energy：
91----poor
92---- medium /poor

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93--- medium
94--- medium /good
95----good
99----nil
//----no brake performance reported, runway can’t be used,
airport is closed.
(3) Example
a) Case1：99421593----the repetition of the previous snow
information because of no new or effective SNOWTAM that is
runway is covered by 11-25% dry snow, 15 mm depth, braking
action medium/good.
b) Case2：14//99//----runway is being cleaned，14can not be used.
c) Case3：14////14----runway14 has been polluted, but no effective
report or no updated information due to airport is closed.
d) Case4：88//////----all runways have been contaminated, but no
effective report or no updated information due to airport is closed.
e) Case5：14CLRD//----indicate the contamination of runway14 has
been stopped（no further report unless further contamination）.
9.3.7 Cockpit de-icing/anti-icing inspection on ground
9.3.7.1 For Ground Deicing/Anti-icing Checklist, refer to associated
supplemental material.
9.3.7.2 Supplementary inspection
During various phases, refer to the appropriate FOM/AOM to complete
the normal operation check in addition to the checks mentioned above.

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Intentionally blank

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9.4 VFR/IFR Policy（CCAR121.665）

1) Normally all commercial flights shall be conducted under an IFR
Flight plan unless approved by Operation Departments of TJA. In some
area only short flight or part of flight segment can be conducted in VFR
and flight is non-revenue. 2) All kinds of flights must fill ATC flight
plan.
3) If the VOR navigation receiver is required by flight course, at least
one approved distance measuring equipment (DME) shall be equipped
in the airplane that can receive and indicates the distance. If DME fails
on the course, pilots shall inform the failure to ATC immediately when
such failure occurs.
9.4.1 IFR transferred to VFR
1) An aircraft electing to change the conduct of its flight from
compliance with the IFR to compliance with the VFR shall 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.
2) When an aircraft operating under IFR is flown in or encounters VMC,
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 VMC (Require current meteorological reports or a
combination of current reports and forecasts to indicate that
meteorological conditions along the portion of the flight to be flown
under the visual flight rules will, at the appropriate time, be such as to
render compliance with these rules possible.).
9.4.2 Simulation of abnormal situation in flight
Request shall be made to ATC when simulation of abnormal or
emergency situation is required. Revenue flight is not allowed to
simulate IMC manually (instrument flight weather condition) condition.
9.4.3 Fuel management in flight Fuel management in flight refer
to9.9.3
Captain should ensure the available fuel in flight is not less than the fuel
required to fly to one airport and land safely under the condition that 30
minutes holding fuel is not used.
9.4.4 Weather condition/ weather minima
1） During IFR flight, captain shall not:
(1) Taking off, or flying over the waypoint that revised in flight plan.
Unless specified in weather condition, the weather condition at destination
airport and/or required alternate airport is equal or high than planned
minimum standard.
(2) Continue flying
a) Estimated point (when estimated point procedure is used) （refer
to 9.1.4.2 8）. Unless specified in weather condition, the weather
condition at destination airport and/or required alternate airport is equal

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or high than planned minimum standard.

b) Continuing to fly to destination airport. Unless specified in latest
weather condition, the weather condition at estimated destination airport or
at least one alternate airport is equal or high than planned minimum
standard.
2） During VFR fight, captain should:
Takeoff is not allowed, unless the current weather report or current
weather telegram and forecast indicate the VFR required route or weather
condition of part of route is accord with the requirement at proper time.
Inform ATC and perform ATC clearance if VMC flight is not
possible.
Stop VMC approach if visual contact is lost.
9.4.5 Instrument departure and approach procedure
1) Instrument departure and approach procedure must be performed that
is formulated by the country which owns the airport.
2) However, captain may accept the ATC clearance deviated from the
standard mentioned above, this clearance has considered the operation
conditions, abiding by the provided standard of obstacle clearance. The
final approach phase must be visual, or perform required by the
established ILS procedure.
3) Flight below MSA that marked in instrument approach chart is not
allowed unless approved approach or holding procedure is established.
4) As TJA does not operate visual circling approach, all description in
this Manual associated with circling approach are for study purpose
only.
5) Minimum standard for a certain specific type of approach and landing
procedure is regarded as appropriate, if:
(1) Ground equipments required by procedure in appropriate charts
working normally.
(2) Flight system working normally according to requirement of type
of approach.
(3)The required aircraft performance standard meet the requirement,
and Qualification of flight crew meets the requirement.
6) The minimum criterion of TJA must be accord with minimum
criterion published by administration authority.
9.4.6 Takeoff conditions
Before start of takeoff, captain must:
RVR on takeoff direction or visibility is equal or more than
appropriate minimum criterion. Planned runway condition should meet
the requirements of safe takeoff and departure.
9.4.7 Starting and continuing of approach
Captain must confirm the following conditions are met before the
start of approach and landing:
1)Weather conditions and planned runway condition of the airport

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shall meet the requirement of safe approach, landing or going around

according to the obtained effective information and performance
information are fully considered in operational manual.
2) The decision of the landing rollout in flight shall be based on the
latest effective report; decision shall be made within 30 minutes before
landing is appropriate.
3) Captain or pilot flying shall start ILS approach without considering
reported RVR/visibility, outer marker or equivalent position is not
allowed to fly over when reported RVR/visibility is below appropriate
minimums criterion.
4) When reported RVR/visibility is decreased below appropriate
minimums criterion at outer marker or equivalent position, approach
may be continued to DA/H or MDA/H.
When there is no outer marker or equivalent position, captain or pilot
flying should make decision for continuing approach or abort the
approach before final approach phase and above 1000ft. If MDA/H is
equal to or above 1000ft, captain or pilot flying should set an altitude for
this approach. If RVR/visibility is below appropriate minimums
criterion, it is not allowed to fly below this altitude.
5) Continuing with approach to DA/H or DDA/H is allowed if sufficient
visual reference is obtained at DA/H or DDA/H and complete the
landing.
9.4.8 VFR and VMC limitation above cloud
1) Visual approach is prohibited in night flight.
2) Visual approach is prohibited when altitude is ≥20,000ft.
3) VMC is prohibited when above cloud.
9.4.9 Noise abatement procedure
1) Captain should be familiar with the noise abatement procedure at
departure airport and landing airport. The required airspeed, altitude,
configuration and thrust must be met under the condition that aircraft
may operate normally.
2) When it is not possible to abide by the noise abatement procedure at
departure airport and landing airport, captain shall report to ATC and
obtain the support from ATC.
9.4.10 Instrument flight rules or non terrain navigation route
visual flight rules operational radio equipment
1) When operating with instrument flight rules or non terrain navigation
route visual flight rules operation radio equipment, this airplane
should equipped with necessary radio equipment with normal
operation condition CCAR121.347 and should be quipped with 2
sets of independent radio system. Use any of the system could
receive the flight route and main navigation equipment and radio
navigation message with approach navigation equipment. Otherwise,
one set of beacon receiver is required to provide visual and audio

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information of instrument landing system receiver. The installed

equipment for receiving navigation information can also be used for
receiving approach information, only if it can receive these two
messages.
2) Flight with the low frequency radio message or ADF navigation, or if
the airplane is equipped with 2 VOR receiver and the navigation
equipment location and airplane fuel quantity, the airplane should
position the receiver or when the ADF receiver is failed, VOR
equipment should be used. Continuous flight or the suitable airport,
other radio system is used to complete the approach. So low
frequency radio position receiver.
3) When the navigation receiver is required by item a) and b), one
approved DME should be installed which can receive and indicate the
distance.
4) If DME is failed on the route, the pilots should immediately report the
malfunction to the ATC if this malfunction happens.

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9.5 Altimeter settings procedure (CCAR-121.133(a)(22))

9.5.1 Types of altimeter settings
1） Altimeter settings are divided into 3 types：QNE (1013.25 hPa /
29.92 inHg) ，QNH and QFE 。
2） Each setting has a different altitude reading as indicated by the table
below. It depends on every specific reference data and obtains a method
of providing aircraft vertical altitude according to ICAO standard.
Altimeter setting Reference data Altitude

indication
QNE 1013.25 hPa / 29.92 inHg Flight level
QNH Local mean sea level pressure Flight altitude
Altitude
QFE Airport pressure above airport
9.5.2 Setting procedures

Flight crew should verify that the difference between altimeter settings
(primary altimeters, primary altimeter and airport elevation)is less than
75 ft. When an altimeter setting is set, each crew member shall call the
new setting value and crosscheck the setting value and altimeter
readings.
1) Airport with transition altitude and transition level
(1)Take and climb
a) Before takeoff altimeter set QNH or QFE（according to airport
procedure requirement）
b) When passing through transition altitude, set standard (1013.25
hPa).
(2) Cruising
a) Altimeter shall be set to the nearest airport QNH by left seat and
right seat when cruising altitude is below or equal transition altitude.
b) Altimeter shall be set to standard (1013.25 hPa) by left seat and
right seat when cruising altitude is above transition altitude.
(3) Descent
When passing through transition altitude, set the proper QNH or
QFE（according to airport procedure requirement）。
2) Airport without transition altitude and transition level
(1) Take and climb
a) Before takeoff altimeter set QNH or QFE（according to airport
procedure requirement）。

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b) After takeoff, set standard (1013.25 hPa) according to ATC

clearance when passing through transition altitude。
(2) Cruising
a) Altimeter shall be set to the nearest airport QNH by left seat
and right seat when cruising altitude is below or equal transition altitude.
b) Altimeter shall be set to standard (1013.25 hPa) by left seat and
right seat when cruising altitude is above transition altitude.
(3) Descent
Set the proper QNH or QFE（according to airport procedure requirement）
before entering airport area or cleared by ATC。
9.5.3 Temperature corrections
(1) Deviation from ISA will lead to errors of altimeter reading.
When actual temperature is below ISA, actual altitude is below altimeter
indicated altitude.
(2) When consideration for terrain with obstacle is necessary and in
very cold weather, significant deviation may be produced between
indicated altitude and actual altitude. Actual correction may be
calculated when temperature deviation (cold) is taken into account and
altitude required to be corrected, flying with corrected higher altitude.
(3) Refer to 9.1.1.3 1 for details about altitude correction
9.5.4 Altimeter disagree in flight
1） If altimeters disagree happens in climb or cruising, the average
reading between two altimeters shall be used to decide flight level or
flight altitude.
Note：Not for RVSM airspace
2）If altimeters disagree happens in descent, the lower altimeter reading
shall be used to decide safety altitude and critical altitude. Altitude shall
be further checked using G/S indication when passing through outer
marker. Keep in mind: G/S may be unreliable.
9.5.5 Flight level segment table in instrument flight
Note：Not applicable to RVSM airspace

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Table 1 – Flight level（CCAR）

180º- 359 360º- 179º
ft (x100) metres ft (x100) metres
20 600
39 1 200 30 900
59 1 800 49 1 500
79 2 400 69 2 100
98 3 000 89 2 700
118 3 600 108 3 300
138 4 200 128 3 900
157 4 800 148 4 500
177 5 400 167 5 100
197 6 000 187 5 700
217 6 600 207 6 300
236 7 200 226 6 900
256 7 800 246 7 500
276 8 400 266 8 100
301 9 200 291 8 900
321 9 800 311 9 500
341 10 400 331 10 100
361 11 000 351 10 700
381 11 600 371 11 300
401 12 200 391 11 900

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Table 2 – Flight level（ICAO）

180º- 359º 360º- 179º
Ft (x100) Metres Ft (x100) Metres
10 300
20 600 30 900
40 1 200 50 1 500
60 1 850 70 2 150
80 2 450 90 2 750
100 3 050 110 3 350
120 3 650 130 3 950
140 4 250 150 4 450
160 4 900 170 5 200
180 5 500 190 5 800
200 6 100 210 6 400
220 6 700 230 7 000
240 7 300 250 7 600
260 7 900 270 8 250
280 8 550 290 8 850
310 9 450 330 10 050
350 10 650 370 11 300
390 11 900 410 12 500

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Table 3 – Flight level（Russia，Mongolia and North Korea）

180°- 359° 360°- 179°
ft (x100) metres ft (x100) metres
30 900
39 1 200 49 1 500
59 1 800 69 2 100
79 2 400 89 2 700
98 3 000 108 3 300
118 3 600 128 3 900
138 4 200 148 4 500
157 4 800 167 5 100
177 5 400 187 5 700
197 6 000 207 6 300
217 6 600 226 6 900
236 7 200 246 7 500
256 7 800 266 8 100
282 8 600 299 9 100
315 9 600 331 10 100
348 10 600 364 11 100
381 11 600 397 12 100

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9.6 Altitude alert system （CCAR-121.133(a)(22))

For callouts and procedures, refer to the associated SOP.
1）The function of altitude warning system is to alarm flight crew when
aircraft captures or is deviated from preselected altitude/flight level
using an auto trigger visual and/or aural signal. This system and its
function may be used in the whole flight to ensure the accuracy of
the selected altitude.
2）Altitude warning system is used to indicate approved altitude, not the
equipment to remind transition altitude or flight level or altitude
report.
3）According to different designs for altitude warning, the altitude alert
is 1000 feet before reaching the selected altitude/flight level. 1000
feet before the target, both pilots should normally call ―One
thousand to go‖. When the altitude is captured, PF calls out ―altitude
captured‖, PNF confirms the mode. At altitude hold, PF calls out
―altitude hold‖, PNF confirms the mode (refer to the associated SOP
for the standard callouts of each type of aircraft.).
4）During instrument approach, missed approach altitude must be set in
altitude window as soon as final approach is approved.
5）The use of altitude alert system does not relief the responsibility of
the pilot to level off or going to level off at correct altitude/flight
level.

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9.7 GPWS（CCAR-121.133(a)(32))/360 ）
1) Whenever an alert is triggered, flight crew should perform a
go-around immediately with the maximum climb performance.
Refer to the associated QRH and SOP.
2) It is not allowed to inhibit the GPWS warning by pilots at any time
during the flight, unless advised on a Chief Pilot Technical Advisory
or a GPWS malfunction is identified and the system is deselected as
required by the QRH.
3) A record shall be made on log book and made a flight crew active
report on SMS after landing whenever GPWS is triggered.

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9.8 Air traffic collision avoidance （CCAR-121.133(a)(32)/356）

9.8.1 Air traffic monitoring
If weather condition permits, captain, first officer shall observe visually
the movement of conflict aircraft and take action to avoid. When
conflict is critical, the following actions shall be taken immediately to
avoid:
1) Change course
2) Change altitude
3) Adjust airspeed
4) Perform right side avoid principle
9.8.2 TCAS
1) TCAS is a backup (Safety Network) to visual collision avoidance,
application of Right-of-way rules and ATC separation. All aircraft
operated by TJA are installed with anti-collision system (TCAS), each
member of the flight crew shall receive training on how to use TCAS.
2) The flight crew’s timely and proper response to TCAS information is
the basic for TCAS working effect. It will seriously reduce or lose the
protection effect of TCAS if the flight crew does not follow TCAS
message to adjust flight path due to slow response, or afraid of
investigation afterward according to CAAC and the company’s
regulation, or other reasons. Therefore, flight crew is required to
response TACS alert according to the following instruction principle.
(1) Response to TA (Traffic Advisory)
Response to TA (Traffic Advisory) is designed to try to find the
intruding aircraft and other possible nearby traffic visually.
Coordinate the other crew members to search the approaching
traffic. Pilot should not deviate from the planned status based on TA
message only. For visual found aircraft, keep and set up safe
separation according to current flight regulation and correct operation
rules.
(2) Response to RA (Resolution Advisory)
a) When RA (resolution advisory) and ATC instruction conflicts,
the Pilot Flying must respond immediately to the RA indication and
maneuver as required.
b) According to the direction and value offered by TCAS,
immediately adopt correct control to satisfy RA requirement
(climb or descent at 1500 FPM in normal condition).
c) Respond the ―increase‖ or ―reversal‖ RA movement message

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immediately. TCAS requires the initial vertical speed response

within 2.5 second of RA ―increase‖ or ―reversal‖ occurs. Avoid
the red arc light or indicated pitch avoidance area, fly to the green
arc light or indicated pitch guiding area.
d) Monitoring pilot should remind pilot flying when deviating
from TCAS indicated flight route. Pilot not flying and any observer
on aircraft should help search the intruder visually and constantly
crosscheck TCAS indication and other available traffic information to
ensure correctness of RA response to the flight.
e) If the initial RA is degraded or weakened (such as, climb RA degrade
to non descent RA), the flight crew should respond the degraded RA,
and correspondingly adjust aircraft vertical speed, and keep the
pointer or pitch indicator out of the red arc light or indicated pitch
avoidance area. The flight crew should notice that: careful observing
RA and quick response to weakened RA will minimize altitude
deviating and the potential affect to air traffic control, which will be
in favor of TCAS correctly solving traffic confliction but not
increasing or causing more troublesome messages such as ―reversal‖
or ―crossing‖, etc.
f) Over react to TCAS RA is not proper, since it will increase
interference to other traffic.
g) Sometimes it may be impossible to respond TCAS RA and comply
with ATC clearance at the same time. Respond the RA properly even
if a TCAS RA is not consistent with current clearance. TCAS can
track all the nearby traffic equipped with transponder, so response to a
RA caused by an intruder can ensure the necessary safe maneuver to
avoid the intruder and other traffic equipped with C Mode at the same
time.
h) If the movement required by the TCAS RA against Right-of-way
rules, VFR ―not enter cloud‖ rule, IFR or other similar rules, the flight
crew should follow the TCAS RA to solve the urgent traffic conflict.
Deviation from the rules or indicated altitude shall be minimized
under the premise of satisfying the TCAS RA.
i) If deviate from ATC clearance due to responding TCAS RA, return to
fly on current ATC clearance or according to ATC clearance changed
afterward when the traffic conflict solved or hearing TCAS ―clear of
conflict‖ signal. If deviate from indicated altitude due to responding
TCAS RA, the pilot should contact ATC immediately after

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responding the RA if practicable. When the RA cleared, the flight

crew should inform ATC that they are back to the original required
status, or the corrected clearance has been received. The flight crew
may use other method to report as well.
j) If the TCAS RA conflicts with other cockpit warnings, those danger
warnings have passed TCAS audit and training verify (that is to say
response to stalling warning, windshear and GPWS take precedence
over TCAS RA, especially when aircraft above ground altitude below
760 meters (2,500 feet)).
3) Requirements
(1) Flight crew should use TCAS traffic information display to learn
the nearby traffic condition and help to observe other traffic
visually. When some electronic flight information system TCAS
working together with ―track up‖ mode, the flight crew is required
to consider the difference between aircraft heading and track when
visual observing traffic nearby.
(2) Unless approved by CAAC, flight crew is required to use TCAS
in all airspace flight, including ocean, international and foreign
airspace.
(3) If practicable, the flight crew shall use the same altitude data
source to provide altitude information to TCAS and ATC
transponder. Using public altitude data source will eliminate the
unnecessary RA caused by different altitude data sources.
(4) According to TJA policy, the flight crew should accurately report
TCAS encounter and system malfunctions to improve TCAS or
NAS (National Airspace System).
(5) TCAS will not change or reduce flight crew basic right and
responsibility for ensuring safety flight. Since TCAS cannot ―see‖
the aircraft that installed without or with fault transponder, using
TCAS solely cannot guarantee the safety separation in every case.
Other aircraft may disable to maneuver due to equipment
malfunction. Moreover, TCAS may issue RA in conflict with
terrain considered flight path requirement, such as during an
obstacle limited climb or during approaches into rising terrain.
Since many approved instrument procedures and obstacle clearance
requirement of instrument flight rules are designed to avoid
highland or obstacles, therefore it is very important for the pilots to
maintain altitude situation awareness and continue to use proper

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control rules and sense. The flight crew should keep constantly
scan searching outside visually, carry out the principle of
―observing and avoidance‖, and continually contact ATC when
necessary and proper.
(6) All TCAS avoidance measures adopted should be reported to ATC.

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9.9 Policy and procedure for fuel management in flight

（CCAR-121.133f(2)/555(a),(b)）
9.9.1 General provisions
The fuel quantity before engine start is not allowed to be less than
the minimum fuel quantity required by TJA regulations.
Fuel shall be checked regularly in flight to ensure the fuel remaining is
not less than the required minimum fuel for flight. It may help captain to
find the possible fuel leak or the high rate of fuel combustion than
planned fuel.
9.9.2 Fuel check in flight
1) The following record and evaluation shall be made for fuel
remaining：
(1) Compare to actual and planned fuel consumption rate.
(2) Check fuel remaining is sufficient to complete the planned flight.
(3) Confirm the estimated fuel remaining at destination airport.
2) When computer flight plan is used for flight, flight should check
fuel regularly to monitor fuel (on waypoints, and at least every 30
minutes) and make notes on ：
(1) Check time
(2) Fuel burnt
(3) Fuel remaining on board
(4) Fuel flow
Block fuel (fuel before engine start) minus fuel burnt, and compare to
the fuel remaining onboard. If there is no significant difference between
two values, the fuel remaining on board may be used. This way of fuel
monitor may help to find fuel leak, and provide a reliable foundation of
fuel data when fuel indicator fails or fuel used data loses. However, the
significant difference may occur even if no failure for fuel indicator or
no fuel leak for the following reasons （more than 1000 kg may exist on
some aircrafts）：
(1) Fuel burnt on APU（150 kg/h）is not put into used fuel.
(2) Mistakes on fuel indicator
(3) Tolerance on fuel burnt indication
(4) The agglutination of water in fuel tank may affect the indication
of fuel indicator.
9.9.3 Fuel management in flight
1) Captain shall ensure the fuel remaining onboard is not less than the
required fuel that aircraft is able to fly to another airport and land safely,
without using the 30 minutes holding fuel.
2) If fuel is checked in flight and find that the planned fuel at destination
is less than the required diversion fuel +30 minutes holding fuel, captain
must consider continue to destination, or divert to an alternate,

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or fly to the destination alternate and take the best solution to ensure
the fuel remaining on board is not less than the minimum fuel after
landing.
3) Flight with no specific alternate airport
A decision waypoint enroute for diversion shall be decided before takeoff.
Before reaching the decision waypoint, captain shall assess the fuel
remaining, weather condition, traffic and operation condition at
destination and decide continue to the destination airport or divert to an
alternate on route. Before reaching the last decision waypoint for
diversion, continuing with destination airport is not allowed unless ensure
the fuel remaining at the destination airport is not less than the required
fuel remaining for this type of aircraft, or two individually operated
runways are available at the destination and the weather condition at the
destination meet the minimum requirements.
9.9.4 Requirement for Minimum Fuel Remaining
The planned fuel at destination airport is not less than the required
diversion fuel +fixed reserved fuel.
If fuel is checked in flight and find that the planned fuel at destination is
less than the required minimum fuel, captain shall take the following
actions:
1) Change the planned flight route, altitude or cruising speed to
reduce the fuel consumption.
2) Select another alternate airport, this airport will reduce required
diversion fuel.
3) Assign a proper alternate and continue to destination in the range
of decision fuel range.
4) Change the planned landing airport (if the above methods are not
suitable)
9.9.5 Making new plan in flight
When planned operation condition has occurred, or other reasons
lead to the previous flight plan is not accepted or not valid, new flight
plan shall be made in flight. For example:
Weather or runway condition at destination and alternate is getting
worse.
Additional fuel consumption is required due to ATC or the change
of enroute wind.
Degraded flight performance
9.9.6 Minimum fuel operation(CCAR-121.555)
Minimum Fuel announcement by the captain to ATC is an indication
that an aircraft’s fuel supply has reached a state where, upon reaching
the destination, it can accept little or no delay. It is important to keep in
mind that a minimum fuel advisory is not an emergency; it is only an
advisory that an emergency situation is possible should any undue delay
occur. Its purpose is to provide ATC a precaution for possible

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emergency.
1) When minimum fuel occurs, the captain should observe the following
rules:
(1) Announce Minimum Fuel to the ATC;
(2) Advise the ATC of the time to sustain in flight with the remaining
fuel;
(3) Continue the flight along the cleared route;
(4) Advise flight dispatchers that Minimum Fuel has been announced
(5) If flying in VFR or areas not covered by radar, report present
position and ETA.
2) Calculation of Minimum Fuel
Minimum Fuel refers to the specific minimum fuel quantity in flight
when the ATC must be advised to take emergency measures. It is the fuel
quantity that can provide the aircraft to fly 30 minutes with the holding
speed at 450m (1500ft) above the field elevation after reaching the
destination airport.
Refer to Annex 8 for holding fuel required for 3o minutes under different
conditions for E190, E145 and A320.
9.9.7 Emergency fuel operation
Emergency fuel operation procedure is to be used when the aircraft is
flying to the nearest suitable airport, and the captain has no other airport
or procedure available.
1) Emergency fuel status
(1) The aircraft is at the emergency fuel status if the following
conditions occur and the captain should declare an emergency:
a) The captain decides that the aircraft must direct to the
destination to land due to low fuel quantity at a certain point.
b) All the available methods for reducing fuel consumption have
been used, and no other delay is allowed.
(2)When the emergency fuel conditions occur, the captain shall：
a) Declare emergency fuel situation to ATC;
b) Standard callout: MAYDAY, MAYDAY, MAYDAY, XX
Flight is in emergency fuel condition, fuel remaining XXX, flight
timeXXXX (minutes)

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9.10 Adverse and potential hazardous weather（CCAR-121.99(b) 、

(c) , (d) ）
9.10.1 Thunderstorm
9.10.1.1 General
The intensity of the thunderstorm judged by the appearance is
insignificant because there is no actual connection between them.
Thunderstorm may be treated calmly by thorough understanding and
correct use of weather radar. In real life operation, we should always be
aware and keep in mind that is: ―any thunderstorm shall not be
underestimated, they are all dangerous.‖
9.10.1.2Meteorology information
1) Thunderstorm and related dangerous weather information will be
reflected in weather forecast and report, as well as various cloud charts.
2) When the coverage area of the thunderstorm is too wide, or with the
tendency of extension and threats the flight safety, the SIGMET will be
issued by weather information department, indicating the thunderstorm
movement area.
3) In addition, ATC request flight crew notify the actual weather
condition when such dangerous weather is encountered, these reported
weather condition is one of the composition parts of the dangerous.
4) The Meteorological Office does not issue SIGMET messages in
relation to isolated thunderstorm activity and the absence of SIGMET
warnings does not therefore necessarily indicate the absence of
thunderstorms..
9.10.1.3 Hazardous of thunderstorm
1) Never regard a thunderstorm lightly. Avoiding thunderstorms is the
best policy
(1) Don't land or takeoff in the face of an approaching
thunderstorm. Turbulence wind reversal or windshear could cause loss
of control.
(2) Don't attempt to fly under a thunderstorm even if you can see
through to the other side. Turbulence and wind shear under the storm
could be disastrous.
(3) Don't fly without airborne radar into a cloud mass containing
scattered embedded thunderstorms.
(4) Don't trust the visual appearance to be a reliable indicator of the
turbulence inside a thunderstorm.
(5) Do avoid by at least 20 NM any thunderstorm identified as
severe or giving an intense radar echo. This is especially true under the
anvil of large cumulonimbus.
(6) Do circumnavigate the entire area if the area has 6/10
thunderstorm coverage.
(7) Do remember that vivid and frequent lightning indicates the
probability of a severe thunderstorm.

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(8) Do regard as extremely hazardous any thunderstorm with tops

35,000 feet or higher.
2) Thunderstorms concentrate every weather hazard to aviation into
one vicious package. The most important hazards are:
(1) Turbulence
Potentially hazardous turbulence is present in all thunderstorms.
Strongest turbulence within the cloud occurs with shear between updrafts
and downdrafts. Outside the cloud, shear turbulence has been encountered
several thousand feet above and 20 NM laterally from a severe storm. A
low-level turbulent area is the shear zone associated with the gust front.
Often, a "roll cloud" on the leading edge of a storm marks the top of the
eddies in this shear and it signifies an extremely turbulent zone. Gust
fronts often move far ahead (up to 15 NM) of associated precipitation.
The gust front causes a rapid and sometimes drastic change in surface
wind ahead of an approaching storm.
It is almost impossible to hold a constant altitude in a thunderstorm, and
manoeuvring in an attempt to do so produces greatly increased stress on
the aircraft. It is understandable that the speed of the aircraft determines
the rate of turbulence encounters. Stresses are least if the aircraft is held
in a constant attitude and allowed to "ride the waves".
(2) Icing
Supercooled water freezes on impact with an aircraft. Clear icing can
occur at any altitude above the freezing level; but at high levels, icing
from smaller droplets may be rime or mixed rime and clear. The
abundance supercooled water droplets makes clear icing very rapid
between 0°C and -15°C.
(3) Hail
Hail competes with turbulence as the greatest thunderstorm hazard to
aircraft. Supercooled drops above the freezing level begin to freeze.
Once a drop has frozen, other drops latch on and freeze to it, so the
hailstone grows. Large hail occurs with severe thunderstorms with
strong updrafts that have built to great heights. Eventually, the
hailstones fall, possibly some distance from the storm core. Hail may be
encountered in clear air several miles from dark thunderstorm clouds.
(4) Low ceiling and visibility
Generally, visibility is near zero within a thunderstorm cloud. The
hazards and restrictions created by low ceiling and visibility are
increased many fold when associated with the other thunderstorm
hazards.
(5) Effect on altimeters
Pressure usually falls rapidly with the approach of a thunderstorm, and
then rises sharply with the onset of the first gust and arrival of the cold
downdraft and heavy rain showers, failing back to normal as the storm
moves on. This cycle of pressure change may occur in 15 minutes. If the

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pilot does not receive a corrected altimeter setting, the altimeter may be
more than 1000 feet in error.
(6) Lightning
A lightning strike can puncture the skin of an aircraft. Lightning has been
suspected of igniting fuel vapours causing explosion; however, serious
accidents due to lightning strikes are extremely rare.
Nearby lightning can blind the pilot rendering him momentarily unable to
navigate either by instrument or by visual reference.
Lightning can also induce permanent errors in the magnetic compass and
lightning discharges, even distant ones, can disrupt radio communications
on low and medium frequencies.
In the event of lightning strike, conduct the following procedure:
a) In flight, check of all radio communication and navigational
equipment and the weather radar.
b) Record the lighting strike in the technical logbook。
c) On ground, check
① compensation of the (standby) compass
② signs of damage on fuselage, wings, radome, empennage
antennas, pitot heads
③ all control trailing edges and static dischargers
④ radio and navigation equipment.
Lightning intensity and frequency have no simple relationship to other
storm parameters. But, as a rule, severe storms have a high frequency of
lightning.
(7) Engine water ingestion
Jet engines have a limit on the amount of water they can ingest. Updrafts
are present in many thunderstorms, particularly those in the
development stages. If the updraft velocity in the thunderstorms
approaches or exceeds the terminal velocity of the falling raindrops,
very high concentrations of water may occur. It is possible that these
concentrations can be excess of the quantity of water engines are
designed to ingest. Therefore, severe thunderstorms may contain areas
of high water concentration which could result in flameout and/or
structural failure of one or more engines.
9.10.1.4 The avoidance of adverse weather and handling principle
1) General principle
(1) Company policy
a) When weather report there is possible thunderstorm en
route or onboard weather radar check the potential dangerous weather is
encountered, aircraft may not be dispatched according to the instrument
flight regulation until onboard weather radar operates normally.
b) TJA principle is to treat every thunderstorm as
dangerous weather. Actions shall be taken as soon as possible to avoid
thunderstorm area when thunderstorm is forecasted or has been known.

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c) Decision of dispatching aircraft shall be made by flight dispatcher and

captain together according to the weather information, especially the
latest weather report and forecast, analyzing the character of
thunderstorm, developing tendency etc, selecting the route to be avoided
and selecting alternate.
d) When thunderstorm is encountered in flight, captain must judge the
intensity of the thunderstorm, distributions, movement direction and
cloud base, ceilings, and make the decision of detour or return and
report the decision to ATC.
e) Flying into CB or TCU is strictly prohibited.
f) If detour is made to keep away from the thunderstorm, give full
allowances for turning and withdrawal and abide by the following
regulations:
① Only airplanes with weather radar operate normally can fly around
the thunderstorm.
②Deviations for weather can only be executed above the safety
altitude and the offset must not exceed the effective radius of navigation
equipment (except for the airplane with inertial navigation system); when
flying around the clouds, the distance from the airplane to the
thunderstorm must be less than:
◆ 5 nautical miles for the flight altitude 10000 FT.
◆ 7.5 nautical miles for the flight altitude 20000 FT.
◆ 10 nautical miles for the flight altitude 30000 FT.
When the airplane flies between two thunderstorm clouds, the distance
between two clouds should be greater than twice of the above distance.
Note: Increase the fly-around distance appropriately according to the
thunderstorm developing conditions and the moving speed.
③Deviations above or under the thunderstorm is prohibited.
④During takeoff and landing, the estimated takeoff, landing and
go-around track should be greater than 3 nautical miles from the
thunderstorm.
⑤ When the airplane flies into the thunderstorm area, it is unable to
carry out homebound flight and has to fly through the clouds, the flight
personnel must be composed and quick-witted. Concentrate on
instrument flight, do not get panic and abide by the following
regulations:
◆ Report to the ATC personnel immediately and get prepared for it
(check whether the safety belt is tightened, open the cabin lighting
equipment and so on);
◆ Fly through it at the appropriate altitude with comparatively mild
airflow; keep away from the cirrocumulus and zero isotherm area. The
true height of airplane should be more than 1000m;

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◆ Keep flying with the turbulence flight speed that is specified

according to the airplane type;
◆ Pay attention to the flight position and keep contact with the
communication department on the ground. Try to fly at the selective
flight direction. Do not turn around with steep turns if it is necessary;
◆ Pay attention to the operation of the engine and apply anti-ice
equipment timely.
2） Flight crew handling
a) Requirements
Flight crew and flight dispatcher should try to avoid making the flight
plan in dangerous and adverse weather condition flight, taking into
account the weather condition and try to minimize the potential weather
risks when selecting altitude and flight route.
b) The aircrew should keep in mid their duty and make a report to
ATC department if there is potential hazard weather condition.
① Before departure and during cruise flight, the pilot should be
aware of the weather condition of the destination airport (destination
alternate, route alternate) and get to know the evolution of the weather
about the flight route, so that they can get prepared for the hazardous
weather condition and ensure flight safety.
② Once the airplane airborne, try best not to fly in thunderstorm
area or at the place with medium turbulence or above. However, if it can
keep away from the center of the thunderstorm by means of visual
reference or the meteorological radar, the captain can decide to detour.
③ If it encounters the bad weather with turbulence or above and the
captain is unable to keep it away from the center of the thunderstorm, he
should terminate flying as soon as possible.
④If the captain decides to detour in the area suffering with severe
thunderstorm, he must take into account the length of new flight route,
the terrain, the effective distance of the local navigational apparatus and
communication equipment with a view to the bad meteorological
condition.
⑤The captain should not manage to wait at the airport on the
meteorological condition of intense turbulence. The safety measure is to
fly to the alternate and wait for the applicable meteorological condition.
⑥As the vertical gust maybe endanger flight, the captain should
take a comparatively higher safety liftoff altitude in bad weather
condition or turbulence airflow.
(3) Application of Meteorological Radar
a) Dispatching requirements:
①According to CCAR.121.319, when the meteorological report
shows that the on-board meteorological radar has detected thunderstorm

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or other potential hazard weather condition, the meteorological radar

must work normally, otherwise, nobody can dispatch flight according to
instrument flight rules.
②In instrument flight regulation conditions, when the
meteorological report shows oblivious thunderstorm or other potential
hazard weather condition exist, a normal onboard meteorological radar
must be working normally before flight is released. .
③If meteorological radar is not working probable, MEL/CDL shall
be consulted when alternate route may be used to avoid thunderstorm or
other potential hazard weather condition.
b） Requirement of route flying
①When there is thunderstorm to be forecasted or has been known
according to weather forecast, the on-board meteorological radar should
be used at any time;
②For the airplane with on-board meteorological radar, utilize the
radar to observe the cumulonimbus in the front, especially in the course
of the flight in the clouds, ascertain whether there is cumulonimbus in
other cloud layer. If the echo of the meteorological radar is very strong
and the bring light spot is in red, there must be strong cumulonimbus
and the airplane cannot fly into it, take detour measures immediately;
③During flight, if the radar is inoperative, select another flight
route to keep away from the hazard weather and continue flying only
with approval of ACT.
④During flight, once the airplane is in thunderstorm and the radar
is inoperative, the captain should comply with the Flight Operations
Manual and take corrective measures, fly with the airspeed required in
bad weather condition and observe other operation limits.
2) Departure and arrival
(1) When significant thunderstorm activity is approaching within 15
NM of the airport, the commander should consider conducting the
departure or arrival from different direction or delaying the take-off or
landing. Use all available information for this judgement, including
PIREPs, ground radar, aircraft radar, tower-reported winds, and visual
observations. In the terminal area thunderstorms should be avoided by
no less than 3 NM. Many ATC radars are specifically designed to
reduce or exclude returns from "weather" and in these cases little or no
assistance can be given by ATC.
(2) It is recommended that any guidance given by ATC should be
used in conjunction with the aircraft own weather radar, in order to
guard against possible inaccuracies in the ground radars interpretation of
the relative severity of different parts of a storm area. Any discrepancies
should be reported to ATC.

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(3) Gust fronts in advance of a thunderstorm frequently contain high

winds and strong vertical and horizontal wind shears, capable of causing
an upset near the ground. A gust front can affect an approach corridor or
runway without affecting other areas of the airport. Under such
conditions, tower-reported winds and the altimeter setting could be
misleading.
(4) Microburst may also accompany thunderstorms. 2 NM or less in
diameter, microbursts are violent short-lived descending columns of air
capable of producing horizontal winds sometimes exceeding 60 kt
within 150 ft of the ground. Microbursts commonly last one to five
minutes and may emanate from high-based cumulus clouds
accompanied by little or no precipitation, or may be associated with
large cumulonimbus build-ups and be accompanied by heavy rainfall.
(5) Because of their relatively small diameter, airport anemometers
and low level windshear alert systems may not sense this phenomenon
in time to provide an adequate warning of nearby microburst activity.
3) En-route flight
(1) Requirement of route flight
a) When there is thunderstorm to be forecasted or has been known
according to weather forecast, the on-board meteorological radar should
be used at any time;
b) For the airplane with on-board meteorological radar, utilize the
radar to observe the cumulonimbus in the front, especially in the course
of the flight in the clouds, ascertain whether there is cumulonimbus in
other cloud layer. If the echo of the meteorological radar is very strong
and the bring light spot is in red, there must be strong cumulonimbus
and the airplane cannot fly into it, take detour measures immediately;
c) During flight, if the radar is inoperative, select another flight route
to keep away from the hazard weather and continue flying only with
approval of ACT.
d) During flight, once the airplane is in thunderstorm and the radar is
inoperative, the captain should comply with the Flight Operations
Manual and take corrective measures, fly with the airspeed required in
bad weather condition and observe other operation limits.
(2) Overfly thunderstorm
Avoid overflying thunderstorms unless a minimum of 5000 ft clearance
above the storm top is ensured. When possible, detour between the
storm cells of a squall line rather than directly above them. Keep the
radar antenna tilted down during overfly to properly assess the most
severe cells, which may be masked by clouds formations.
a) Lateral avoidance
At altitudes above the freezing level, supercooled rain and hail may

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indicate as only weak radar echoes, which can mask extreme

thunderstorm intensity. Avoid weak radar echoes associated with
thunderstorms by the following minimum distances:
Altitude Lateral offset
10 000 ft 5NM
20 000 ft 7.5 NM
30 000 ft 10 NM
b) Flight near thunderstorms
If flight closer than the minimum recommended distances is
unavoidable, observe the following precaution:
① The safest path is on the upwind side. Although severe turbulence
and hail can be encountered in any direction outside a thunderstorm,
strong drafts and hail are more often encountered outside the body of the
cell on the downwind side.
Avoid flight under the anvil. The greatest possibility of encountering hail
is downwind of the cell, where hail falls from the anvil or is tossed out
from the side of the storm. Hail has been encountered as much as 20 NM
downwind from large thunderstorms.
Avoid Cirrus and Cirrostratus layers downwind from the storm tops. Such
layer may be formed by cumulonimbus tops and may contain hail, even
though the radarscope shows little or no return echoes.
② If ATC requirements make flight into unsafe conditions imminent,
the Commander should request a change of routing and if necessary use
his emergency authority to avoid the severe weather conditions. Captain
may use the emergency handling right to avoid or stay away from
dangerous weather when necessary.
③ Be attention to any flight in the vicinity of thunderstorms carries the
risk of a sudden severe turbulence.
c) Thunderstorm penetration
If thunderstorm penetration is unavoidable, the following guidelines will
reduce the possibility of entering the worst areas of turbulence and hail:
①Use the radar to determine the areas of least precipitation. Select a
course affording a relatively straight path through the storm. Echoes
appearing hooked, finger-like, or scalloped indicate areas of extreme
turbulence, hail and possibly tornadoes, and must be avoided since the
possibility of strong turbulence; hail even hurricane must be inside in
these areas.
② Adjust heading and penetrate perpendicular to the thunderstorm
line. Once inside the cell, continue ahead, a straight course through the
storm most likely get the aircraft out of the hazards most quickly. The
likelihood of an upset is greatly increased when a turn is attempted in
severe turbulence and turning manoeuvres increase the stress on the

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aircraft.
③Pressure changes may be encountered in strong drafts and may
conduct to an altitude error.
④ Gyro-stabilised instruments supply the only accurate flight
instrument indications.
⑤ Avoid level near the 0°C isotherm. The greatest probability of
severe turbulence and lightning strikes exist near the freezing
level.
⑥ Generally the altitudes between 10 000 ft and 20 000 ft
encompass the more severe turbulence, hail, and icing
conditions.
⑦ Due to very high concentration of water, massive water ingestion
can occur which could result in engine flameout and/or structural
failure of one or more engines. Changes in thrust should be
minimised.
(3) Operation notices
If is not possible to avoid flying through or near to a thunderstorm, the
following procedures and techniques are recommended:
a) Approaching the thunderstorm area ensures that crewmembers'
safety belts are firmly fastened and secure any loose articles.
b) Switch on the Seat Belt signs and make sure that all passengers are
securely strapped in and that loose equipment (e.g. cabin trolleys and
galley containers) are firmly secured. Pilots should remember that the
effect of turbulence is normally worse in the rear of the aircraft that on
the flight deck.
c) One pilot should fly the aircraft and control aircraft attitude
regardless of all else and the other monitor the flight instruments
continuously.
Height for penetration must be selected bearing in mind the importance of
insuring adequate terrain clearance. Due to turbulence, wind shear, local
pressure variations the maintenance of a safe flight path can be difficult.
d) The recommended speed for flight in turbulence must be observed
and the position of the adjusted trim must be noted.
e) Autopilot shall be uses most likely in severe turbulence since the
autopilot is likely to produce lower structural loads and smaller
oscillations than would result from manual flight. The auto-thrust should
be disconnected to avoid unnecessary and frequent thrust variations.
f) Check the operation of all anti-icing equipment and operate all
these systems in accordance with FCOM instructions: "Operation in icing
conditions". Icing can be very rapid at any altitude.
g) Flight crew must apply or be prepared to apply the FCOM
procedures: "Operations in or near to heavy rain, hail or sleet", and
"Operation in windshear/downburst conditions".
h）Turn the cockpit lighting fully on to minimise the blinding effect of
lightning.。
i) Continue monitoring the weather radar in order to pick out the

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safest path. Tilt the antenna up and down occasionally to detect

thunderstorm activity at altitudes other than that being flown.
9.10.2 Icing conditions
Icing conditions occur when low temperatures are accompanied by
precipitation. Icing of the aircraft is one of the most dangerous flight
hazards.
Refer to 9.3.4.2 1) for procedures for ―operating in icing conditions‖
9.10.3 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 the intended flight path...The affects of turbulence for flight
can be summer up to 3 kinds: The first kind, the severe turbulence may
make aircraft out of control, the second kind, reduce the air input in the
engine inlet and make engine shut down in extremely severe turbulence;
the third is make flight crews and passengers feel tired, feel dizzy, feel
sick and vomit. Severe turbulence may make passenger die because of
bump. If the weather conditions and route forecast indicate that
turbulence is likely, the cabin crew should be pre-warned, and passenger
advised to return to their seats or be seated at the nearest seats available
and to ensure that their seat belts are securely fastened. Catering and other
loose equipment should be stowed and secured. When encountering
turbulence, pilots are urgently requested to report such conditions to ATC
as soon as practicable.
1） Classification of intensity may be defined as follows:
INTE SEVERE
NSIT LIGHT MODERATE
Y
DEFI Turbulence that causes Turbulence that causes Turbulence that
NITI slight, rapid but rapid bumping or causes large, abrupt
ON rhythmic bumping, but shaking, but no changes in altitude
no obvious changes in obvious changes in and/or attitude. It
attitude or with slight, attitude or with usually causes large
erratic changes in changes in altitude and variation in
altitude and attitude. attitude but always indicated airspeed.
Occupants may feel a within control. Aircraft may be
slight strain against Occupants may feel a momentarily out of
seat belts or shoulder slight strain against control.
harness. seat belts or shoulder
harness.

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REAC Drinks are shaking but Drinks are spilled. Unsecured objects
TION no spills are caused. Passengers feel are tossed about.
INSID Passengers may feel a definite strains against Passengers are
E THE slight strain against seat belts. Walking are forced violently
CABIN seat belts. A little bit difficult hard to stand against seat belts or
difficulty is up without any shoulder harness.
encountered in moving assistance. Difficult to Food service and
the trolleys. move the trolleys. walking is
impossible
2） For Turbulence Handling Procedure please refer to Standard
Operation Procedures
3）Attach: Information for thunderstorm turbulence area
Turbulence area information for related troposphere is provided to TJA
operated all areas. Meteorology Department shall use various
aeronautical information source as the preparation measures for
thunderstorm turbulence area.
(1) Additional information source for domestic operation include:
a) Continuously updated radar chart;
b) Radar report from meteorology service department every hour.
c) Published turbulence area information for related troposphere
mainly refers to thunderstorm. Sometime the information published for
turbulence area may cause severe windshear or turbulence risk.
(2) Standard form
Domestic turbulence area information for related troposphere mainly
refers to development observation, and radar picture and radar report are
provided by the State meteorology bureau.
(3) Forecast and report procedure
a) The turbulence area information for related troposphere with
standard form shall be formulated by the professionals who is familiar
with meteorology picture and radar report and has the high flying
techniques.
b) Thunderstorm turbulence area information for related troposphere
shall be issued whenever the followings is observed or received:
maximum ceilings, the enroute area or approaching enroute area.
c) The turbulence area information required to be published: When
the speed of cloud mass is observed or expected to be 50 kts or higher,
shower turbulence area information shall be issued, because the fast
movement of air mass is approaching turbulence. If shower happens in
very dry air mass, the drops of rain and temperature change between air
masses are significant. Minor thunderstorm and connecting windshear is
easy to be produced in this situation.
Note: windshear and turbulence may exist only if convective movement
indicated by turbulence area information.
9.10.4 Windshear
Windshear is a rapid variation in wind velocity and/or direction along

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the flight path of the aircraft. A missed approach must be initiated

immediately if a windshear caution or warning is triggered.
1) For windshear handling procedure, please refer to Standard
Operation Procedures.
2) Report when windshear is encountered:
When encountering windshear conditions, pilots are urgently requested
to report such conditions to ATC as soon as practicable in stating the
loss or gain of speed and the altitude at which it was encountered.
3) Low Level Windshear
(1) Defination: Low level windshear normally refers to the average
wind vectors about two points difference in between that normally
occurs below 600 meters. Three types can be divided:
a) Vertical windshear. Refers to the wind direction or wind speed
change between two points within a certain distance in the vertical
direction.
b) Lateral windshear refers to the wind direction or wind speed
change between two points in the lateral direction, for example, the
opposite windshear on the runway. Vertical windshear refers to the
change between two points in lateral direction for descending air flow.
（2） The characters and judgment of the low level windshear
At present, strong low level windshear is inevitable, the effective way is
avoidance. Though low level windshear is difficult to be judged,
indications are possible to be observed. Normally, the following
measures are used for judgment:
a) Visual judgments
The judgment for the signs of the low level windshear visually is the
effective way of judging low level windshear.
① Exterior air flow dust of the thunderstorm cold character. Dust
cloud is moved by the strong front air flow of the exterior air flow dust
of the thunderstorm, indicating the range and altitude of the exterior air
flow, the altitude presage the strength, normally dust cloud is followed
by strong windshear.
② The CB of the down burst thunderstorm is the important characters
of the strong downburst air flow, the lower of the CB, the bigger of the
individual size, the dimmer of the color, indicating the downburst of the
windshear is more stronger. Windshear changes complicatedly within 2
kilometers, accompanying with strong windshear normally.
③ Rolling sized cloud. In the cold front thunderstorm, the strong cold
exterior of the air flow may have vortex moving organization and
accompany with low level rolling sized cloud. Closing to the ground,
like a wall with dark grey color and accompany with dust cloud. If this
happens, it indicates there is strong low level windshear.
Judging by visual clue may be object and brief, but with limitations.
Some windshears don’t have obvious visual characters, for example the

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inverse temperature windshear produced in clear skies, therefore, the

assessment should be measured by professional equipments.
b) Judgment by cockpit instruments
Flight instruments are indicated abnormally in case of encountering
windshear and accompany with aural warning.
① Airspeed indicator
Airspeed indicator is one of the most sensitive instrument when aircraft is
encountered windshear. Once the indication is not normal, should be
aware of the hazard of the windshear. Boeing stipulates that when the
airspeed indication changes 15-20 nautical miles per hour suddenly, it
should be regarded as windshear, and continuing with approach should
not be performed. When flying through downburst, airspeed increases
first due to headwind followed by the decreasing of the airspeed due to
tailwind, the significant fluctuation of the airspeed makes the judgment
mistake and control mistakes. Rejected takeoff should be performed when
it happens on ground.
② Altimeter
The normal descent altitude indicated by altitude is the importance data
for aircraft approach and landing. During descent, actions should be
taken immediately when altimeter deviates from normal rate
significantly in short time and pull up timely. When downburst is
encountered, temporary climbing may occur followed with the hazard of
altitude loss. Therefore, wrong judgment shall be avoided.
③ Vertical airspeed indicator
Vertical airspeed indicator is closely associate with altimeter, and reacts
obviously when encountered windshear. Boeing suggests when the
vertical airspeed indicator indication changes 500ft/minute in very short
time, it should be regarded as windshear, and appropriate actions should
be performed.
④ Pitch attitude indicator
Pitch angle is the important reference that pilots should know during
takeoff and landing. When windshear is encountered, pitch angle
indication change quickly, the more fast and significant for the change,
the more dangerous for the hazard. Boeing stipulates that when the pitch
angle indication change exceeds 5 degrees, it should be regarded as
windshear, and continuing with approach should not be performed.
（3） To avoid the known windshear
Low level windshear normally occurs around the 15 nautical miles
exterior range of the thunderstorm center, there are different
temperatures in the mass front, the windshear intensity is decided by the
moving speed of the mass front. According to the current wind speed
and gust, turbulence may be or not be associated with windshear. To
avoid the known windshear , the following actions should be taken
according to the windshear intensity, aircraft intensity and captain flying

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skill etc:
a) Taking off should be delayed until conditions are improved when
strong windshear is confirmed:
b) During route flying, change heading in the vicinity of the known
windshear area;
c) Missed approach should be performed positively if the low level
windshear is known during approach, or diver to the alternate airport
until conditions are improved
(4) Measures of precautions for flight in low level windshear conditions:
Encounter windshear in flight is an extremely difficult and complex
problem. The time for pilots to react to control flight path until recovery
is very limited. For the quick and accurate reaction, the following
precaution measures should be followed when low level windshear is
forecasted and consider that the avoidance of windsear is not necessary:
a) Study weather forecast, be prepared mentally for the possible position,
altitude, and strength of the windshear.
b) Attention to listen to the ground metrological report and report from
other aircrafts, and reports during approach, studies the existence and
character of windshear, assess the risk for flying through windshear on
the flying aircraft and make correct decision. Normally, avoidance,
holding, diversion etc measures should be taken.
c) Crew coordination shall be stressed and make full use of the cockpit
resource. When flying in adverse weather, captain should organize the
responsibility sharing for the flight crew. Clearance on takeoff, approach
must be clear and brief. Flight crew should monitor flight instruments
from time to time, pay attention to any abnormal situation closely, fully
understand the runway environment, wind direction/speed, missed
approach procedure. Problems can be found and actions are able to be
performed immediately in case of any abnormality.
d) Do not attempt to fly through the severe windshear or strong
downburst area intentionally, especially in mountain area, low levels, or
single engine.
e) Keep distance with the strong downburst area. Outside downburst of
the thunderstorm may be exceeded the thunderstorm 20-30 kilometers
ahead. Do not fly through this area by luck.
f) If windshear is encountered on final approach phase, the proper
procedure shall be taken to go around to clear from windshear area
and join the holding or divert if only landing profile is not able to be
established;
g) If windshear is encountered, ATC should be reported immediately
about the windshear location, altitude, airspeed change range when
windshear is recovered in order to remind other traffics to fly into the
windshear, after flight finished, flight crew should report to company as
soon as possible using SMS format.

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In addition, the knowledge about the windshear should be well trained

for the pilots, increase the understanding of the windshear, organize
flight crew to be trained in simulator as necessary and it is very
necessary to promote the handling ability for the windshear.
4) Considering for various flight phases:
(1) Takeoff：
a) Use full thrust for takeoff, not use reduced thrust;
b) Use most suitable runway that avoids the area of suspected low
altitude windshear;
c) Consider properly increasing the airborne speed of such type of
aircraft.
(2) Approach
a) Stabilized approach should be established no lower than 1,000
feet (300 meters) above ground level (AGL);
b) Avoid large power reductions or trim changes in response to
sudden airspeed increases as these may be followed by airspeed
decreases.
(3) Modification
a) Use most suitable runway that avoids the area of suspected low
altitude windshear;
b) Consider to increase approach speed.
9.10.5 Jetstream
1) On atmospheric layer, the speed of wind in troposphere is stronger than
the vicinity of the ground; there are three strong wind layers, calls jet.
They are all narrow range with extreme high speed. The maximum of this
jet may exceed 400 kilometers, the ranger may extend to thousands of
kilometers, and width reaches several nautical miles.
East wind jet on the tropics normally lies in the low latitude air range,
altitude is about 15000m, and its direction is from east to west. It happens
in next half years only (southwest monsoon season), and is limited to the
Southeast Asia, India and Africa of the north part of the earth, wind speed
exceeds 180 kilometres per hour. Subtropical zone lies in the subtropical
latitude area, altitude is between 12000 and 15000, and the direction is
from west to the east. It lies between south and north latitude 20°～35°,
wind speed reaches 345～385 kilometres per hour. Extreme jet lies in the
high latitude, altitude is about 11000 meters, and the direction is from
west to the east. It lies between south and north latitude 35°～65°, with
various paths, wind speed reaches 300 kilometres per hour. When enroute
tallies with jet flow, the flight time may be reduces significantly and save
fuel.
2） Jetstream is one of the key considerations during flight, because not
only the airspeed is significantly increased or decreased, but also
accompanying with turbulence, and affect the normal flight, so flying
into jet layers should be avoided.

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3） On some routes, aircraft may make use of jet, but the possibility for
encountering the unexpected strong headwind when flying into high
level jet, pilot should be aware of the additional burnt fuel caused by
this.
9.10.6 Volcanic ash clouds
1） The hazard of volcanic ash clouds to aircraft: the volcanic ash clouds are
extremely harmful to the aircraft when flying in high level for long range flight.
Flying in volcanic ash clouds may cause failure of the flight instrument of static
system, serious damage to aircraft engines, control surfaces, windows and landing
lights, volcanic ash clouds may block static pitot system, and damage the sensor
which is used for transferring digital data to auto system. Engines are damaged by
volcanic ash impurities corrode and block, engines flame out may occur in serious
condition and endanger the flight safety. Trying best to avoid flying into volcanic
ash clouds in flight.
2） Important meteorological information for volcanic ash clouds: there has not been
volcanic eruption in china, but attention must be paid for the signs of the eruption.
Especially Chang Baishang Tianchi volcanic in Northeast area. In addition, volcanic
eruption on the route to America and Australia happens quite often, therefore,
contact should be kept closely with Earthquake department. we should pay attention
to collect the important meteorological information and transfer to the related
departments timely. At present, the WAFS system installed in aviation Beijing
meteorology centre may receive the important meteorological information about the
volcanic ash.
3） Measures taken by pilots for volcanic ash:
（1） Before takeoff, information about route volcanic eruption and volcanic ash
cloud should be obtained from navigation department. If the risk exists, the
important weather report about the volcanic ash should be required from
meteorological department, and study satellite cloud chart thoroughly.
（2）Keep alarm when flying in the known or reported volcanic ash area. When HF
interruption, static disturbing, high EGT on the aircraft occurs, indicating that
aircraft may fling into volcanic ash clouds, auto throttle should be disengaged to
prevent engine damage. If altitude is possible, reduce to idle thrust and clear
volcanic ash area as soon as possible.
9.10.7 Heavy precipitation
1）Heavy precipitation may occur as rain showers, snow showers and
hail. The greatest impairment to flight is the reduced visibility and the
risk of in combination with low temperature. Heavy precipitation can be
associated with significant downdrafts and windshear.
2）Effect from water ingested by jet engines
(1) Under given weather conditions, the water / air ratio absorbed by
jet engines is directly related to its performance and aircraft engine.
(2) This ratio is considerably increased at a high aircraft speed and
engines at flight idle (typical descent conditions).
This means that during descent, under heavy rainfall conditions, or

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hail, significant ingestion of water may cause surging or extinction of

jet engines.
(3) 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.
9.10.8 Sandstorms
Avoid flying in active sandstorms whenever possible. When on ground,
aircraft should ideally be kept under cover if dust storms are forecast or
in progress. Alternatively, all engine blanks and cockpit covers should
be fitted, as well as the blanks for the various system and instrument
intakes and probes. They should be carefully removed before flight to
ensure that accumulation of dust is not deposited in the orifices which
the covers are designed to protect.
9.10.9 Mountain waves
1） Mountain waves are caused by a significant airflow crossing a
mountain range.
2） On some airports, relief or obstacles may cause special wind
conditions with severe turbulence and windshear on approach or during
take off.
3） Special procedures or recommendations are indicated on airport
charts when appropriate. They must be taken into account by the flight
crews for the choice of the landing or take off runway.
9.10.10 Significant temperature inversion
9.10.10.1 Temperature inversion, the weather phenomenon
1) General
(1) In meteorology, air temperature at the earth’s surface is normally
measured at a height of about 1.20 metre (4ft) above the ground.
(2) All along the takeoff flight path, aircraft performance is computed
considering the altitude gained, the speed increase, but also implicitly
considering a standard evolution of temperature, i.e. temperature is
considered to decrease by 2°C for each 1000 ft.
(3) However, although most of the time, temperature will decrease with
altitude in quite a standard manner, specific meteorological conditions
may lead the temperature evolution to deviate from this standard rule.
With altitude increasing, marked variations of the air temperature from
the standard figure may be encountered. In that way, air temperature
may decrease in a lower way than the standard rule or may be constant
or may even increase with altitude. In this last case, the phenomenon is
called a temperature inversion.
(4) The existence of temperature inversion may particularly affect the
very lower layer of the atmosphere near the earth’s surface and make air
stable, the vertical movement in the air is inhibited.
(5) There are many parameters, which influence air temperature and
may lead to a temperature inversion. Close to the ground, air

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temperature variations mainly result from the effects of:

a) Seasonal variations
b) Diurnal / nocturnal temperature variations
c) Humidity of the air
d) Geographical environment such as:
① Mountainous environment
② Water surface (sea)
③ Nature of the ground (arid, humid)
④ Latitude
⑤ Local specificity
（6） As a general rule, valid for everywhere, low wind conditions and
clear skies at night, will lead to rapid cooling of the earth and a morning
temperature inversion at ground level.
2） Radiating temperature inversion
(1) Radiating temperature inversion normally occurs in the clear
night or night with few clouds, ground becomes cold with radiation
energy editing, and the temperature of the air level closing to the ground
decreases as well. Since the air close to the ground is much more
affected, so the more temperature decreasing happens to the level close
to ground, and less temperature decreasing when far away from the
ground, and the temperature inversion for high temperature with high
altitude occurs. The thickness of temperature inversion is normally from
dozens of meters to hundreds of meters, it occurs on the continent in the
year, much often in winter. When sun rises, the ground temperature
increases, temperature inversion disappears.
(2) The conditions of temperature inversion forming: clear night (night
with few clouds) wind breeze (2-3m/second). This is because cloud may
reduce the effective ground radiation, and is not favorable to ground
cooling. When wind is very strong, the mixed effort is too strong to cool
the air layer close to ground; when wind calm condition, cooling
effectiveness may not extend to the higher air layers and not benefit to the
thickness of temperature inversion; only proper wind can make
temperature inversion properly and damage by the mixed efforts of
turbulence.
（3）The radiation of temperature inversion close to ground are normally
formed from ground around sun set. At night, temperature inversion
becomes thickness with the stronger of the radiation cooling and becomes
the maximums at dawn. It becomes disappearing on the ground when sun
rises. The thickness may be between dozens of meters and 300-400
meters, only several degrees difference between the upper point and
lower point, reaching 10-15 is very limited. This kind of temperature
inversion may happen in the medium and high level continent, especially
quite often in the desert area.
3） Stratosphere temperature inversion

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（1） Stratosphere temperature inversion is formed when warm air flows

to the cold ground, the air level close to ground is significantly decreased
than the upper air flows because of the cooling of the ground.
（2） In wintertime, in the medium latitude seaside area, because of the
significant difference between sea and land, the strong stratosphere
temperature inversion may occur when warm air from sea flows to the
continent. This kind of temperature inversion is normally completed with
the form of advection fog.
（3）No matter in what conditions, flight crew report or weather report is
the best way for judging the temperature inversion.
9.10.10.2 Effect on aircraft performance
1) In the event of temperature inversion, the climb performance will be
affected in the cases where the thrust is reduced.
2） During a normal takeoff with all engines operative, the inversion will
have no effect since the actual aircraft performance is already far beyond
the minimum required performance.
3） Aircraft performance could be affected only in the event of an
engine failure at takeoff and a temperature inversion could become a
concern during the takeoff only in the following worst case with all of
these conditions met together:
(1) The engine failure occurs at V1, and
(2) Takeoff is performed at maximum takeoff thrust, and
(3) OAT is close to or above T.REF, and
(4) The takeoff weight is limited by obstacles, and
The temperature inversion is such that it results in the regulatory net
flight path margin cancellation and leads to fly below the regulatory net
flight path.
9.10.11 Altimeter error under other special conditions
1) Air pressure drops suddenly and causes altimeter indication error
when airplanes penetrate front or air mass in flight.
2) The wind speed increases when airplanes flies over some special
terrains, for example, flies through narrow and long valley and similar
terrain, which will cause the barometric pressure variation and altimeter
error.
3) When in doubt, the flight crew should ask ATC to verify the flight
level and correct altimeter error.

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Intentionally Blank

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9.11 WAKE TURBULENCE

Every aircraft in flight generates wake turbulence caused primarily by a
pair of counter rotating vortices trailing from the wing tips.
Wake turbulence generated from heavy aircraft, even from those fitted
with wing tip fences, can create potentially serious hazards to following
aircraft. For instance, vortices generated in the wake of large aircraft can
impose rolling movements exceeding the counter-roll capability of small
aircraft.
9.11.1 TAKE-OFF AND LANDING
Turbulence encountered during approach or take off may be due to
wake turbulence. Aircraft turbulence categorisation and wake turbulence
separation minima shall be referred to flight separation regulation.
(H) Heavy: ：Aircraft with maximum allowed takeoff weight is
equal to or above 136000 kilograms；
(M) Medium: aircraft with maximum allowed takeoff weight is
above 7000 kilograms and less than 136000 kilograms;
(L) Light: Aircraft with maximum allowed takeoff weight is equal to
or less than 7000 kilograms。
9.11.1.1 Separation time (no radar vector)
Wake turbulence separation minima given below define a minimum
separation time between two aircraft during take off and landing to cope
with wake turbulence (no radar vector):
1) Arriving aircraft：
(1) Medium behind Heavy aircraft: 2 minutes
(2) Light behind Medium or Heavy aircraft: 3 minutes
2) Departure aircraft：
The minimum separation time is 2 minutes (or 3 minutes if take off is
from an intermediate part of the runway) for a Light or Medium aircraft
behind a Heavy aircraft or for a Light aircraft behind a Medium aircraft.
Two parallel runways have no influence each others if they are
separated by more than 760 m and if the flight path of the second
aircraft does not cross the flight path of the preceding aircraft by less
than 300 m.
Departing and landing in opposite direction: The minimum separation
time is 2 minutes
9.11.1.2 Radar separation
Leading aircraft Following aircraft Separation minimum
category category
Heavy Heavy 4 NM
Heavy Medium 5 NM

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Heavy Light 6 NM
Medium Heavy 3 NM
Medium Medium 3 NM
Medium Light 4 NM
Light Heavy 3 NM
Light Medium 3 NM
Light Light 3 NM
9.11.2 IN CRUISE
Wake turbulence may be encountered in cruise, especially in North
Atlantic Track system where the aircraft flying in the same direction are
vertically separated by 1000ft.In this case, if considered necessary, the
pilot may offset from the cleared track by up to a maximum of 2NM in
order to alleviate the effects of wake turbulence. ATC should be advised
of this contingency action but will not issue clearance for any such lateral
offset. The aircraft should be returned to cleared track as soon as the
situation allows.

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9.12 Communication between cockpit and cabin（CCAR-121.133(f

(9)) ）
9.12.1 Communication in critical flight phases
1） Critical flight phases refer to taxi, takeoff, landing on ground
operation and flight phase below 10000ft (3000m) (except cruising).
2） In critical phase of flight, flight crew can not do things that are
irreverent to flight safety and may distract the crewmembers, or may
disturb other crewmember’s duty. Duty Captain should not allow the
crew members to do so. These include dining, casual conversations in
the cockpit, casual conversations between cockpit and passenger cabin
and reading leisure magazines.
3）In critical phase of flight, flight attendant is not allowed to enter
cockpit and communicate with cockpit unless flight safety is affected.
It’s flight attendant duty to check cabin and report any abnormality to
cockpit in proper way...
4）When communication with cockpit is necessary, it should be concise
and to the point. It’s captain’s decision for the continuity of the
communication.
9.12.2 The detailed classification and requirement during
communication
9.12.2.1 Before cabin door closed
Flight attendants make preparation for cabin safety and service
according to ―Cabin Attendant Manual‖ and report to captain in
command.
9.12.2.2 Prior to first aircraft movement
The Purser inform the PIC of whether all passengers are onboard, how
many extra crewmembers, supernumeraries, special passengers and
VIPs. Only when approved by the PIC, can flight attendants close the
doors and command arming slides/separator (if applicalbe). As soon as
door slides are armed (if applicable) and cabin is ready, the Purser
should push cockpit interphone ring one time immediately as a signal to
inform the flight crew that door slides are armed and cabin is ready
which must be received prior to the first aircraft movement.
9.12.2.3 Before takeoff
1) The PNF or cabin attendant should inform all cabin attendants via
PA: ―cabin crew return to your seat, we will take off soon.‖
2) If it is not possible to make PA due to time or other reasons, two
rings of ―fasten seat belt‖ (1second in between) sign shall be made to
remind cabin.
3) Flight attendant shall response by press interphone to show cabin is
ready for takeoff when receiving the sign from cockpit.
4) In case of the failure of preparation in the cabin (safety
demonstration and safety check) for takeoff, flight attendant shall notify
cockpit immediately until all cabin safety items are ready.

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9.12.2.4 After takeoff

1) Flight attendant may not start cabin service until being notified by
cockpit or ―seat belt‖ light extinguishes.
2） After takeoff, the purser should obtain the ETA and cockpit
demands during the initial communication through the interphone and
provide service.
3）When flight time exceeds 2 hours (including), flight attendant shall
communicate with cockpit every 30minutes (or required by pilot in
command) for non procedure communication.
4）If flight attendant failed in responding cockpit call (the first ring),
flight attendant shall enter cockpit timely according to the entering
procedure.
9.12.2.5 Before arrival
1) During descent, 30minutes before landing, flight attendants may enter
cockpit and communicate with a non procedure. Before aircraft is
reaching 10000ft (3000m), the flight attendants shall be advised about
the landing time, weather at destination, initial approach time.
2) If the cockpit estimates that there will be a holding under 10000ft
(3000m), the flight attendants shall be made aware to allow them to
continue with their air service and safety check.
3) In case of the flight attendants sense abnormal situation in the cabin
to the point that the cabins cannot make necessary preparations for
descent, the cockpit shall be so advised timely.
9.12.2.6 Before landing
Make sure the cabin has been prepeared before landing. When aircraft is
on final approach, two rings of ―fasten seat belt‖ (1second in between)
sign shall be made to remind cabin. If the cabin hasn’t been prepeared,
flight attendant should use two times rings to inform flight crew.
9.12.2.7 After landing
―Fasten seat belt‖ sign shall be switched off when captain in command
confirms engines are shut down, the clearance of disarm slide/separator
can not be ordered (if applicable) until the Purser confirms ―fasten seat
belt‖ goes off. Only after the slides/separators are disarmed can flight
attendants open cabin doors as required.
9.12.2.8 Ways for cabin crew to enter the cockpit
Push the cockpit interphone ring once and knock the cockpit door twice
and tell the flight crew the reason to enter the cockpit or as coordinated.
9.12.3 Announcement when delay
1）Cockpit should try to obtain information of delay and notify cabin
crew.
2）In case of taxi delay, captain in command shall notify cabin crew the

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delay after the calculating the estimated time and make cabin crew carry
out cabin service. Once taxi is restarted, cabin crew must be notified.
3）PA shall be made by cockpit when delay exceeds half hour
(including).
4）Cockpit may make PA as required.
9.12.4 Alert sign during turbulence from cockpit to cabin

1) Predictable light turbulence: flight crew turns the FASTEN
SEAT signs on and rings the bell once.
2) Predictable mmoderate or severe turbulence: flight crew turns the
FASTEN SEAT signs on and rings the bell twice, and informs
the cabin of the severity, time and duration of the turbulence via
interphone and PA if possible.
3) Unpredictable light turbulence: after the aircraft is under control,
flight crew turns on the FASTEN SEAT signs on and rings the
bell once if possible.
4) Unpredictable mmoderate or severe turbulence: after the aircraft
is under control, flight crew turns the FASTEN SEAT signs on
and rings the bell twice, and informs the cabin of the severity,
time and duration of the turbulence via interphone and PA if
possible.
5) After the turbulence, flight crew turns off the FASTEN SEAT
signs.
9.12.5 Communication in emergency situation
1) When emergency occurs in the cabin, chief purser/purser/flight
attendant shall make two times three rings (two times, each for 3 rings,
2 seconds in between) or use the emergency call to report cockpit
immediately.
2) When emergency occurs in the cockpit, cockpit shall make two times
three rings (two times, each for 3 rings, 2 seconds in between) or use the
emergency call to notify cabin crew, flight attendant shall enter cockpit
immediately.
3) Communication in evacuation
(1) When aircraft descent to 500ft (300m) (1 minutes before landing),
flight crew order ―prepare for the brace‖, flight attendant remind
passenger to ―fasten seat belt and prepare for brace‖.
(2) When aircraft descent to 100ft (30m)(30seconds before landing),
flight crew order ―brace‖ and flight attendant announce three times
―Brace, Brace, Brace‖ loudly,.
(3) Evacuation decision
a) Normally the decision of evacuation is made by captain:
① When captain order ―cabin crew at stations‖, flight attendant

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should go to responsible area quickly and wait for further instruction

from cockpit; when captain order ― emergency evacuation‖, flight
attendant should organize emergency evacuation quickly. Flight
attendant shall stay at stations when captain order ―cabin crew at
stations‖ and evacuation is not necessary.
b) Evacuation in abnormal situations
In the situation that cockpit has abnormal condition and purser is not able
to receive clearance in 30 seconds when interphone is pressed, the purser
has the right to perform evacuation in the followings:
① Uncontrollable smoke and fire.
② Fuel leak significantly.
③ Severe damage of the aircraft.
④ Water gets into the aircraft.
⑤ Abnormal noise, any condition that may endanger the
passenger’s safety
4) Hijack
The continuous 5 ring of ―cockpit interphone‖ indicate cabin hijack
occurs and is not convenient to talk to cockpit.
5) Communication during rapid decompression/emergency descent
The PIC should inform the cabin through PA ― Attention, crew,
emergency descent‖
6) Communication in case of pilot incapacitation
―Attention XXX, XXX is incapacitated‖
Note:
1) Any deviation from the communication mentioned above must be
based on the coordination among the purser, the security officer and
the captain as a minimum and the information must be transferred to
every crew member. Request all crewmembers to join the
coordination if condition permits.
2) During non critical phase of flight, cockpit shall be reported timely
when abnormal situation occurs in the cabin. （eg. Continuous rings,
call the cockpit or report to the cockpit, etc.）

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9.13 Four Flight Phases

9.13.1 Preflight preparation（CCAR-121.133(f (9)/ (16)) ）
1) Pilots must finish the preflight preparation on the Flight Net 12 -48
hours before flight; if conducting a continuous flight (no rest or back),
preflight preparation can be finished together; if there is rest or backup
day, Pilots must finish his preflight preparation 12 -48 hours before next
flight
2) Pilots who don’t finish preflight preparation within required time, his
quality for this flight will be cancelled. (AC-121-23)
3) Pre flight preparation for flight attendant, refer to ―Cabin Attendant
Manual‖.
4) Pre flight preparation for security guard, refer to ―aviation safety
manual‖.
9.13.1.1 Flight crews sign up（CCAR-121.137(a)）
All crew members who take part in the flight shall perform the
requirement on ―duty regulation‖.
Each crew member who takes part in the flight operation shall strictly
abide by the company’s signing in time regulation.
1) Flight Crew
(1) Sign in and take the flight documents.
85 minutes before takeoff (domestic flight), 105 minutes before
takeoff (international flight)
(2) Coordinate with dispatcher and go through dispatching process:
65-60 minutes before takeoff (domestic flight); 75-70 minutes
before takeoff (international flight)。
(3) Arrive at the parking bay;
50 minutes before takeoff (domestic flight); 50 minutes before
takeoff (international flight).
2) Flight attendants and security guard
(1) Coordinate with flight crew。
70-65 minutes before takeoff (domestic flight), 80-75 minutes before
takeoff (international flight)
(2) Arrive at the parking stand.
50 minutes before takeoff (domestic flight); 50 minutes before takeoff
(international flight).。
3) If flight crew has not singed in when duty time is up, dispatch
releasing station shall inform local ―flight crew resource management
office‖ duty personnel immediately and local ―flight crew resource
management office‖ duty personnel shall contact with flight crew and
find out reasons.
4) If flight crew has not singed in when duty time exceeds 10 minutes,
the local ―flight crew resource management office‖ duty personnel shall
inform back up flight crew to fly.
5) To satisfy the requirement of TJA signing in, the following have to be
abided by:

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(1) The duty flight crew should sign in immediately after arrive at the
airport, and shall not later than the regulated time of signing in.
(2) The duty flight crew shall inform the relevant departments no matter
why he/she is not able to sign in on time. Unless very special conditions,
he/she should inform the relevant department 60 minutes prior to the
signing in time.
(3) When the same flight crew flies two or more inconsecutive flights on
the same calendar day, only one sign-in is required. Operation control
centre must arrange the crew to rest after the completion of the first
flight to guarantee the crew in the best physical condition and hence the
flight safety.
About the route information kit: the flight crew should get the kit when
departing from the base for the flight. For the crew staying at the airport:
1. get all necessary information for the whole day at the first flight. 2.
when it is impossible to get all information or there is change to the task,
the information is sent to the flight crew by the ground staff.
(4) The back up flight crew at the airport shall wear uniform and signing
in same time with the flight crew of the first flight of the day, and
waiting at the appointed sleeping zone for possible assignment.
(5) The back up flight crew on telephone (Secondary back up crew)
shall signing in through telephone to the Production Control Office at
the beginning of back backup duty, and inform the his/her phone
number (or other way of communication). The crew member shall be
contacted though this number.
(6) Flight crew for any other assignment (including ferry flight, test
flight, training flight and line flight etc.) shall sign in on time.
(7) According to current regulations applicable for all employees,
breaking of the above regulations is considered against of discipline.
Written explanation is required to relevant departments and
management.
6) Signing in at out station
The crew should leave the accommodation place at time on schedule.
Enough time for preflight preparation should be ensure if there is no
time for leaving on schedule.
Note: The crew shall arrive at the parking bay no later than 50 minutes
before scheduled time for taking off.
7) If flight is delayed between 30 minutes and 3 hours because of
aircraft late arrivals or other reasons, Operation control centre or local
dispatch office shall inform flight crew to reduce flight crew’s duty time
to ensure the connecting flight duty time is reasonable.
8) Pilots who will take the flight operation shall carry the valid
credentials (pilot license for civil aviation aircraft, CAAC boarding card,

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and health certification), pilots’ flight case, and keep flight case in clean
condition, no damage. The followings shall be carried in flight case:
(1) 《flight experience book》
(2) Headset in good condition
(3) Calculator in good condition
(4) Flashing light in good condition
9.13.1.2 Flight documents envelop and flight document case
(CCAR-121.535/133(b))
Dispatcher shall collect and check the updated material, update flight
material envelop and flight document case. Flight crew should take onto
the aircraft before each flight the approriate flight material envelop and
flight document case containing:
1) Flight commission paper；
2) Flight information sheet；
3) Weather condition and weather forecast at departure airport, landing
airport and alternate airport；
4) 《flight safety/information feedback form》；
5) Preflight NOTAMS；
6) Computer flight plan；
7) ATC flight plan (FPL) ；
8) DD sheet（as required）；
9) Updated 《Airway manual》（domestic flight）; flight crew must know
the fules and procedures of the airspace intended for use. For domestic
flights, this information may be obtained from NAIP section 1.4
Classification of ATC Airspace. If there is any discrepancy between
NAIP and JEPPESEN charts, refer to the advisory issued by the
Operation Managment Department.
10) Updated《Jeppeson charts manual》（International, regional and
domestic route operation for special management）. For international
flight, ICAO standards are contained in JEPPESEN charts AIR
TRAFFIC CONTROL- ICAO ATS AIRSPACE
CLASSIFICATIONS--ANNEX11. Rules and procedures of associated
airspaces of a country can be found in JEPPESEN charts AIRTRAFFIC
CONTROL- ATS AIRSPACECLASSIFICATIONS for that country.
11) Necessary military airport communication, navigation and airport
information and materials.
12) Applicable performance requirements, runway characteristics, ATS
and communications, navaids and lighting; weather reporting;
emergency services and other required documents.

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9.13.1.3 Mental status and health condition （CCAR-121.133(f (9)) ）

1) When flight crew member has problem with health and is not accord
with the requirement on health certificate, flight is not allowed.
2) Flight crew member is not allowed to take any medicine that its effect
may last to estimated takeoff time, and is not allowed to take medicine
in flight, expect the medicine that has no side effect and confirmed by
doctor.
3) Captain and other crew member shall be aware of the spiritual status
and health conditions each other. When carrying on flight operation is in
doubt, captain or other crew member shall report to the responsible
dispatcher and local flight duty personnel.
4) TJA flight dispatcher and other operation personnel shall be notified
the spiritual status and health condition each other. When carrying on
flight operation is in doubt, captain or other crew member shall report to
the responsible dispatcher and local flight duty personnel.
9.13.1.4 Aircrew Coordination and Preparation（CCAR-121.133(f
(9))/137(a) ）
The purpose of aircrew coordination is to improve the communication
among the members of aircrew, increase the team consciousness of crew
member to ensure the flight safety. Understanding language shall be
used (Chinese or English) between flight crew and cabin crew. All the
flight attends shall coordinate with flight crew initiatively before the end
of pre flight preparation, contents and methods shall be strictly abided
by during flight. Coordination shall be completed before passengers’
boarding due to different flight time and is not able to coordination
before pre flight preparation.
The aircrew coordination before each flight shall include:
1) Coordination between flight crew and all the flight attends, which
include:
(1) Signals used between the cockpit and the cabin crew:
A. Signals for usual cockpit entry and normal communication;
B. Signals for emergencies such as hijack and explosives on board;
C. Whether ―Cabin ready‖ is required from the cabin crew before
takeoff and landing;
D. Signals for turbulence (light, moderate and severe).
(2) Others
A. Air security precautions;
B. Emergency situation handling (such as cockpit interference,
security issues, aircraft technical problems, pilot incapacitation,
cabin depressurization, fire, emergency evacuation and forced
landing, etc.);
(3) Special passenger service；
(4) How to ensure service quality（cabin and cockpit）

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2) The captain/Pilot in command shall discuss with the flight dispatcher

to decide whether or not release the aircraft, only when both of
captain/Pilot in command and authorized flight dispatcher comfirm the
flight safety of this flight, authorization can be signed on the Dispatch
Release by both of captain/Pilot in command and authorized flight
dispatcher。
(1) Study the weather, prepare for pilot age, and determine takeoff
weight according to the regulations in Flight Manual。
(2) Study the disposition project when the weather turns worse or under
special conditions。
(3) Acquire the latest NOTAM summary, correct the information of
flight, communication, navigation, and check the relevant flight
certificates again.
3) The contents of preparation for flight crew: flight preparation shall be
completed before each flight.
(1) As published《pre flight preparation card》；
(2) MEL and CDL items；
(3) Operational flight plan
(4) Updated map and chart
(5) Weather at destination, departure and alternate airport.
(6) NOTAMS；
(7) Aircraft performance, weight and quality
(8) Notice that is associated with flight shall be carefully checked and
read.
(9) Check flight crew’s credentials are ready and valid.
(10)Minimum flight altitude information may be provided in the OFP
or obtained from airport and en route charts. Such flight altitude
information typically includes:
  Minimum Safety Altitude (MSA);
  Minimum Descent Altitude/Height (MDA/H);
  Minimum En route Altitude (MEA);
  Minimum Obstruction Clearance Altitude (MOCA);
  Minimum Off-Route Altitude (MORA);
  Minimum Vectoring Altitude (MVA);
  Any other minimum altitudes prescribed by the Authority.
9.13.1.5 Cockpit entry
Unless required by operation, the cockpit flight crew shall take their
seats and keep quiet 20 minutes before the estimated takeoff time. The
last member of the flight crew who enters into cockpit is responsible for
closing and locking the cockpit door.
9.13.1.6 Flight crew preparation（CCAR-121.137(a) ）
Captain shall require all members of the air crew to fulfill the
followings:
1) Safety check：

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(1) The purser or safety guard assigned by captain shall perform

inboard emergency equipments, including: oxygen, first aid box
and emergency equipment.
(2) Security guard is responsible to check cabin baggage
compartment is clean and no uncertain articles.
(3) Flight attendants are responsible to fasten all galley articles
before takeoff.
(4) Flight attendants are responsible to check all passenger seats
are in upright position;
（5）After a new cabin crew has assumed control of the aircraft
cabin, the items above should be re-checked;
（6） After an aircraft has been left unattended by a flight crew or
cabin crew for any period of time, the items above should be
re-checked.
2) On board document check
Flight dispatcher must ensure that all onboard airworthiness and other
necessary manual, chart is valid; Flight crew shall check the followings:
(1) Enter cockpit to inspect;
(2) Check cockpit control equipment and emergency equipment.
Ensure the validity of FMC navigation database and correct input of
FMC data and that the new database for use is selected prior to the first
flight on the effective date for the new database.
3) Flight general situation (airport, route and forecast weather
condition).
4) Responsible for onboard emergency equipment check.
5) Duty of each crew member in emergency case。
6) Onboard anti-illegal disturbance (anti-hijack) project.
7) Assign duties to each member if the flight crew is temporarily
formed.
8) The type, amount and loading position of hazardous or radioactive
materials if loaded.
9) Maneuver specification during training or inspection flight.
10) The first officer shall control the aircraft according the company’s
regulation and company flight procedure (first officer control the flight).
11) Affirm aircrew’s carry-on items.
12) Other items need to learn
(1) Flight Plan or Dispatch Release Sheet
(2) Computer flight plan。
9.13.1.7 Aircraft status, loading document and inspection of aircraft
checking and accepting (CCAR-121.627)
1） Before each pre flight preparation, aircraft maintenance shall report
captain about the aircraft condition for the planned flight (including DD
effectiveness, technical condition, preflight preparation and check
result), and the possibility for this flight. Aircraft maintenance shall

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complete all duties before flight crew reaching aircraft, and provide
clean and bright cockpit (window shall be clean; all instrument screens,
consoles and other parts etc.). When captain is not satisfied with any
airworthiness and maintenance, flight crew may refuse the flight.
2) Flight dispatcher must provide and ensure that all onboard
airworthiness and other necessary manual, chart are valid (refer to
9.16.3)
3) The captain should check following items:
(1) Maintenance related flight record logbook and reserved list;
(2) Exterior check shall be performed according to the published
Standard Operation Procedures; takeoff is prohibited with frost, snow,
ice on the critical surface;
(3) Aircraft exterior status;
(4) The acceptance of the cleanness of cockpit
9.13.1.8 Weight Balance Load Sheet preparation and inspection
(CCAR-121.679/627)
1) Weight balance Plan
(1) Before takeoff, the load balance department should offer the
maximum cargo weight to cargo center. The weight is an
approximate value based on estimated passenger and luggage
loading weight. With this information, cargo center may plan the
structure of cargo tray and the distribution of bulk cargo. The
cargo center works out the cargo information and hand over to the
load balance department;
(2) On the day of flying, the weight balance department establishes a
loading plan and hand it to the loading unit according cargo,
passenger and luggage estimated value. Then the weight balance
department shall calculate the takeoff weight, landing weight and
center of gravity to ensure the aircraft limitations of takeoff
performance weight, zero fuel weight or maximum landing weight
are not exceeded. That department shall also execute the loading
plan to ensure the aircraft within the center of gravity limitation.
With the loading plan, the weight balance department can inform
loading group the type and amount of luggage and cargo should be
loaded in each cargo cabin.
2) Loading control (CCAR-121.699)
(1) When the flight arriving termination, the weight balance
department shall ensure that all items are loaded according to the
loading plan during loading. The department should accurately
complete Weight Balance Form, and ensure the aircraft weight,
center of gravity are strictly controlled within permitted
limitation;
(2) Flight dispatcher uses the airport analysis of scheduled takeoff
runway to determine the maximum takeoff weight limitation of

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present OAT. Any other factors that may affect aircraft takeoff
weight shall also be considered
(3) Flight dispatcher shall also provide the information of released
onboard fuel quantity, performance limitation weight, OAT,
runway used to load balance department, who will check the
performance limitation weight in the proper column of the Weight
Balance Form.
3) Before takeoff
The captain must check the Weight Balance Form and sign on it to show
certify the Weight Balance Form loading balance information all right
and within limitation area. If aircraft exceed any limitations of weight or
center of gravity, the captain shall coordinate with the flight dispatcher
and the principal of weight balance department, take necessary measures
to let the aircraft completely consist with those two requirements.
4) Aircraft Loading and Balance Form
The captain sign on the weight balance form, show that certify the
calculated performance standards of takeoff airport, airway, and
destination airport, and aircraft loading consist with the regulation of
weight balance.
9.13.1.9 The inspection before and during passenger boarding
The captain should inspect and verify following items:
1) Whether there is any passenger need special service.
2) The captain should permit passenger boarding when verifying that all
preparation (receiving ―cabin is ready‖ from purser, confirm
refueling is completed, maintenance signed of release and cockpit
preparation is completed) prior to passenger boarding has been
completed.
9.13.1.10 Cabin Door Close Regulation
Aircraft cabin doors must be closed and locked before push out taxi
when passenger boarding finished and the time of departure is coming
and approved by captain.
9.13.1.11 Re-open the doors
If the ground staff request re-openning the doors, the following
procedures should be followed:
1) The chief pursor (pursor) reports to the captain and gets captain’s
approval;
2) Request the flight attendants to disarm all the slides and cross check;
3) Open the cabin door. When performing this, one person opens and
another one monitors;
4) When the passenger door is closed again, the chief pursor (pursor)
makes immediate PA to arm the slides and cross check (if applicable);
As soon as door slides are armed (if applicable), the Purser should push
cockpit interphone ring once immediately as a signal to inform the flight
crew that door slides are armed which must be received prior to the first

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aircraft movement.
9.13.1.12 Before departure check
The captain should inspect and verify the following items before
departure:
1) All passengers have boarded (receiving passenger all boarded report
from the purser).
2) All cabin doors have been locked and receive ―CABIN IS READY‖
sign from cabin crew.
3) Verify that all obstacles around aircraft have been removed before
engine start and aircraft push out from the gate.
4) Passenger seat arrangement accords with the requirement of load
balance, which need confirming by the purser. Re-arrange the seat if
necessary and report it to the captain. The captain shall taxi out the
aircraft after receiving the report of all passengers be seated as the
regulated.
9.13.2 Engine Start and Taxi
9.13.2.1 ATC Procedure
The captain shall request for deliver clearance from ATC before every
takeoff, which is normally 10—20 minutes before departure (small
difference for different airports).
1) During pre flight preparation, listening and copy the latest ATIS/or
setting QNH or QFE as informed by ATC for the departure airport.
Before descent, listening and copy the latest ATIS or ATC clearance.
The QNH or QFE is the only reference for the takeoff, approach and
landing phase. The detailed QNH or QFE value is based on the airport
approach chart published by CAAC. When receiving altitude clearance,
both pilots have to confirm the settings when altimeter settings are
changed. All flight crew members should monitor their actions.
2) Before departure and during cruising, pilot should continuously
obtain weather condition for destination airport (destination alternate,
route alternate) and route weather condition.
3) Both pilots should copy ATC clearance in the way that they are able
to identify and keep in the position that is easy to reach in order to
consult as clear record basis when necessary.
4) Before departure, ATC clearance is not only comply with the planned
departure and initial path, but also accord with the all legs in the whole
flight plan. As important method for checking takeoff data, ―takeoff
briefing‖ shall include ATC clearance. If any doubt is found, related
manuals and maps shall be consulted. When ATC deliver is involved
with terrain deliver clearance,
flight crew should confirm the correction of the clearance when doubt
exists, and verify thoroughly. Captain has the responsibility to ensure all
ATC clearance meet the requirement of terrain, obstacles separation.
5) When ATC clearance is received, navigation data base must be

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verified is the same as the actual clearance, flying over navigation

equipments and waypoints shall be checked to ensure planned route is
the same as ATC clearance.
6) All flight crew member shall ensure the receive ATC deliver
clearance and landing clearance, and cross check the clearance before
takeoff and landing.
7) Flight crew should monitor radio communication continuously in
flight. In the area that is especially attentioned (fox example, flying over
north part of Japan and North Pacific Ocean), and HF is in use,
121.5MHZ shall be monitored. In the area without being covered by
ATC, proper frequency shall be monitored or follow TJA radio
procedure.
8) During operation, ―pilot monitoring‖ should keep communication
with ATC, all air-ground radio communication must use correct
standard terminology. When ATC clearance is received, pilot
responsible for communication must copy the clearance. Other flight
crew member should monitor and verify. A radio should be kept in the
controlled frequency or advisory frequency at any time. For every
communication, pilot responsible for communication must report flight
number for this flight.
9) The use of radio communication in flight.
(1) Time setting and language
a) Domestic flight
Use UTC and Chinese Mandarin.
b) Domestic flight for international, regional and specially
managed flight: UTC and English are to be used (with mandarin for
domestic sections of international flight.)
(2) Requirements
a) Every sentence for communication must be short, clear, and
understandable.
b) Use standard vocabulary only. During conversations, no radio
communication terms outside the Radio Communication Manual of
CAAC are permitted. No self-created words or phrases are permitted.
(3) During conversations, key words or phrases with similar pronounces
but opposite meanings must be repeated. Positive answers or negative
answers must be given in return for questions requiring positive answers
or negative answers. No ambiguous words/phrases or words failing to
express the true meaning are permitted in order to avoid making
mistakes.
(4) All pilots responsible for communication must study Radio
Communication Terminology published by CAAC and will not able to
carry out flight duty until examined by TJA and passed.
9.13.2.2 Takeoff briefing (CCAR-121.133(a)(25))
Briefings to be completed before takeoff should at least contain the
following information:

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 Aircraft technical status

 Fuel status;
 Airport/taxi diagrams;
 Weather;
 NOTAMS;
 Low visibility procedures;
 Departure/approach charts;
 Minimum safe altitudes and terrain;
 Use of automation;
 Takeoff (flaps, autobrakes and stopping distances);
 Abort takeoff and alternates;
 Special conditions and operations (e.g., crew familiarization with
the route or airport flown, hazardous materials, environmental,
non-standard departure, etc.).
 Jump seat requirement
Note:
The supplemental content in special conditions need to be added to
takeoff briefing refer to ―SOP‖ of related aircraft type and Takeoff
Briefing Card.
9.13.2.3 Takeoff before the due time or delay takeoff
When flight crew completed flight preparation, the captain should
contact with airport air traffic control department according the flight
time table, or according actual condition to request for clearance or
request for advanced takeoff. The aircraft may begin to taxi after
receiving clearance. The local airport air traffic control department may
require the flight crew advance or delay the takeoff according the air
traffic condition. The flight crew and the company’s flight dispatcher
should agree takeoff before the due time or delay takeoff considering
control and weather factors. At the same time, the flight crew should set
up the normal communication with air traffic control.
9.13.2.4 Parking push back
1) Communication between cockpit and ground, which should be kept
until aircraft engine start or the push out procedure completed, shall use
the aircraft interphone system except for under special condition.
2) Captain may give order to apron maintenance personnel or other
agent to request for push back from stand when receiving ATC
clearance and verifying there is no obstacle.
3) During the aircraft push out from the stand, the captain is entitled to
require the maintenance or other agent personnel follow the company’s
push out and tow aircraft procedures.
4) During the aircraft push out from the stand, the apron maintenance
or other agent personnel must cooperate with each other to ensure the
aircraft safety.
9.13.2.5 Engine starting up
1) Engine start shall under ATC clearance and ground mechanical
personnel’s permission.

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2) Do not set high power settings in improper area after engine start, to
avoid the strong airflow or dust blow down person, building, or other
parking aircraft.
3) Inform ATC and ground mechanical personnel if using auxiliary start
procedure such as cross bleed start up.
4) After aircraft push out and before taxi out, make sure that everything
is checked, and disconnect ground mechanical interphone and ensure
that tow car and tow bar disconnected.
9.13.2.6 Taxi requirement
1) Aircraft taxi by self-power must under captain’s command and
monitoring.
2) The aircraft can start taxi along the appointed way only when ATC
clearance is received, marshaller signal is seen and the taxiways are
confirmed.
3) Backward taxi of the aircraft is strictly prohibited.
4) When it needs to cross the runway during the taxi, ATC approval
must be obtained, strobe lights must be on and it is confirmed there is no
aircraft taking off or landing.
5) Taxiing at night shall keep low speed and switch on the navigation
light and taxi light or intermittently use the landing light.
6) When taxi following another aircraft, the latter one shall not overtake
the aircraft in front. The distance between two aircrafts shall abide by
the following regulation:
(1) Follow the tail of the light aircraft：
Not less than 100m。
(2) Follow the tail of the medium aircraft：
Not less than 200m。
(3) Follow the tail of the heavy aircraft：
Not less than 300m
7) When taxi close to apron or obstacles, the taxi speed shall be slow
enough to make full stop promptly at any time. Taxi must be guided by
marshaller when obstacle clearance is within 10 meters to wingtip,
otherwise stopping taxi.
8) Considering passenger comfort, do not turn in high speed or
completely brake one (one group) wheel while turning. Sudden brake
shall also be avoided.
9) Other member of flight crew shall observe the outside. Call the ―pilot
taxiing‖ for attention timely when there is any condition to take proper
measures.
10) Observe the obstacles around to prevent engine wake turbulence
blow to persons, vehicle, building or other parking aircraft.
9.13.2.7 Taxi Speed Limitation (details refer to SOP of different
aircraft type, the following speed just for reference)
1) Straight taxi: not exceed 25 nautical miles/hour;
2) Turning taxi: not exceed 10 nautical miles/hour;
3) Taxi in busy area: not exceed 10 nautical miles/hour.

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9.13.2.8 Cross Taxi Regulations：

Stop to taxi when other aircraft in sight see from the left window of the
cockpit. Aircraft turning shall give way to the aircraft in straight taxi.
9.13.2.9 Requirement to Marshaller:
When the aircraft push out from the stand, the marshaller shall guide the
aircraft in the following procedure under maintenance or other agent
personnel’s instruction：
1) The marshaller should stand at an easily seen position for the flight
crew to show guiding signal;
2) If necessary, the marshaller can have one or several assistants;
3) Instruction for guiding signal (refers to Appendix1）。
9.13.3 Takeoff and Climb（CCAR121.665）
9.13.3.1 Line Up
1) Be careful of runway incursion. ATC clearance must be obtained and
the final is verified to be clear of traffic before lining up and taxi to the
takeoff position.
2) The captain should takeoff immediately when get takeoff clearance;
the captain should request for takeoff again if the aircraft cannot takeoff
within one minute.
9.13.3.2 Takeoff （Standard procedure and special procedure）
1) Before takeoff , the captain and the other flight crew member shall
carry out the pre-flight preparation according to the content and
procedure regulations of that type of aircraft.
2) It is forbidden to take off if the weather is below Company minima.
（CCAR121.665）see 9.1.2.4 4)
3) Only the runway, of which surface condition consists with the
limitations regulated in Aircraft Operation Manual can be used.
4) Except for regulated additionally according to the airport, aircraft
type and weather conditions, when there is snow or water accumulated
on the runway, the aircraft must use the full runway to takeoff according
to the limitations regulated in Aircraft Operation Manual.
5) Crosswind standard follows regulation in section 7.2.
9.13.3.3 Minimum altitude for commencing a turn after takeoff
Except for safety reasons, or executing standard departure procedure and
noise abatement procedure, the aircraft is usually not allowed to turn
before takeoff climb to 400 feet altitude. Refer to turning limitation for
various aircraft type specification.
9.13.3.4 Minimum Takeoff Standard
1) Visibility standard
When the Instrument departure procedure prescribe a minimum climb
gradient of flyover obstacle and the aircraft can satisfy the regulated
climb gradient, the minimum takeoff standard can be expressed by
visibility only.
2) Visibility and ceiling standard
When visually observe and avoid the obstacle is required during takeoff
and departure procedure, the minimum takeoff standard shall include

No：TJA-OP1
Rev：140214
visibility and ceiling. The exact position of the obstacle shall be

indicated in the public procedure.
3) Standards when there is no applicable alternate airport
When there is no applicable alternate airport, the minimum standard for
takeoff shall not lower than the minimum landing standard in engine
failure.
Note:
(1) The alternate airport for takeoff airport shall be provided with the
weather condition and equipment when aircraft landing with engine
failure.
(2) The aircraft must be able to clime to the minimum route altitude
and keep until to the alternate airport.
4) Landing light shall be switched on during takeoff in night. The
captain can decide to takeoff without turning on landing light when
there is rain, smoke or fog which will form light screen when turn on
landing light to cause visibility worse
9.13.3.5 Aborted Takeoff
Reject takeoff refers to any action that stop aircraft when takeoff thrust
are set and spinning up during takeoff roll. The PIC should evaluate
conditions to make decisions for rejected takeoff, taking account of the
aircraft speed and runway conditions. Any abnormity such as vibration,
a flat tire or caution message occurs below 80 kts, consider rejecting
takeoff. Between 80 kts and V1, reject takeoff only when engine
fire/failure or any other malfunction that severely affect flight safety
occurs.
1) Aborted takeoff caused by aircraft malfunction
The captain must report to ATC and Operation Control Center of the
company. The report should include the following content:
(1) Aircraft malfunction details and characteristics;
(2) Captain’s decision: taxi back for inspection and maintenance or
continue to fly.
2) Aborted takeoff caused by other reasons
The captain must report to ATC and Operation Control Center of the
company. The report should include the following content:
(1) Reason for abort the takeoff;
(2) Captain’s decision: taxi back for inspection and maintenance or
continue to fly.
9.13.3.7 Noise Abatement Procedures
1) The captain should be familiar with the noise abatement regulation of
takeoff and landing airport. On the premise of guaranteeing aircraft
performance, strictly execute the airspeed, altitude configuration and
thrust standard.
2) The captain shall declare to the airport ATC and achieve the support
from the airport ATC if the aircraft cannot consist with the noise
abatement regulations of the takeoff and landing airport.

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9.13.3.8 Altimeter Setting

After aircraft takeoff, and climb to transition altitude, the altimeter
should be set to 1013.2hPa (29.92 inches of mercury), the pilot flying
set first and then the pilot monitoring set. In the airport without
transition altitude, follow ATC instruction(refer to 9.5 altimeter setting
procedure for details).
9.13.3.9 Takeoff Climb Gradient and Climb Rate Conversion
Reference to 7.4 ―Gradient and Climb/Descent Rate Comparison Table‖
9.13.4 Enroute Flight（CCAR-121.133(k)）
9.13.4.1 Comply the flight plan
1) Comply the flight plan, do not fly on the route and segment out of the
regulated range.
2) When the cruise speed difference between the actual one in flight and
flight plan is ±5%, report to air traffic control department promptly.
9.13.4.2 Onboard Fuel Distribution
The captain should use the loaded fuel efficiently. The onboard fuel is
distributed as following:
1) Fuel consumed
Refers to the fuel consumption from takeoff at the departure airport to
landing at the destination airport.
2) Fuel needed
Refers to 10% of total fuel amount needed from takeoff at the departure
airport to landing at the destination airport. In flight plan it is regarded
as consumed, but it cannot be ignored when calculating permitted
landing weight.
3) Backup fuel quantity
Refers to the fuel quantity needed from takeoff at the departure airport
to landing at the alternate airport plus holding fuel quantity for 45
minutes. If there are two or more alternate airports, in the fuel plan,
should use the longer distance one as the consideration.
(4) Reserve fuel quantity
Refers to the fuel quantity needed for flying to the regulated time.
5) Taxi fuel quantity
Refers to the fuel quantity needed from engine start to takeoff.
6) Extra fuel quantity
Refers to the fuel quantity that captain and flight dispatcher believe
necessary to distribute.
The reasons as following:
(1) Air traffic control;
(2) Weather conditions of the destination airport, alternate airport and
route;
(3) Fueling procedure;
(4) Others.
9.13.4.3 Altitude Regulations（CCAR-121.673）
TJA aircraft is not allowed to fly below the minimum safety altitude

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enroute except required during takeoff and landing, or consider terrain

characters, the quality and numbers of service equipment, available
navigation and other flight conditions. When flight is operated outside
of P.R.of china, the inhibition of this specification of the minimum
altitude shall be effective, except higher minimums standard is specified
in TJA operation specification or by flying over countries. Flight crew
may not fly the aircraft below the safety altitude until flight crew keep
proper obstacles clearance requirement visually during approach and
landing.
1) Any aircrafts operated in daytime according to VFR with TJA are not
allowed to fly 300m (1000ft) below surface, peak, hills or other
obstacles.
2) Any aircrafts operated according to IFR with TJA , within the
planned course centerline 25 kilometer (13.5 nautical mile) horizontal
level, forbidden to below 400 meters (1300 feet) above the highest
obstacle in plain area, and forbidden to fly below 600 meters (2000 feet)
above the highest obstacle in foothill and mountain area, unless before
any of the following requirements is satisfied, aircraft is not allowed to
descent below MEA, minimum safety altitude, minimum radar vector
altitude or FAF altitude:
(1) Flight crew may not fly the aircraft below the safety altitude until
flight crew keep proper obstacles clearance requirement visually during
approach and landing.
(2) ILS is established, operated below reported ceilings and flight
crew obtain adequate visual reference, aircraft may be led to the airport.
(3) Flight is performed under cloud, airport is insight, and pilot
keeps runway insight during the whole flight.
(4) According to TJA regulation, descent rate is not more than
2000ft/minute when altitude is between 2000ft and 1000ft; descent rate
is not more than 1500ft/minute when altitude is between 1000ft and
200ft, so as to restrict rates of descent for the purposes of reducing
terrain closure rate and increasing recognition/response time in the event
of an unintentional conflict with terrain when operating an aircraft at
low heights AGL.
9.13.4.4 Hazardous Weather and Abnormal Ground and Navigation
Device Report
When encounter abnormal weather condition, ground or navigation
equipment malfunction in flight, the captain should timely report related
ground station ATC, or flight dispatcher if he believes those information
is important for other flight safety.
9.13.4.5 Flying Over Limited Area
Flyover should under ATC clearance.
9.13.4.6 VFR (Visual Flight Regulation) limitation and VMC
(visual weather condition) limitation over cloud:
1) Visual flight is forbidden at night.
2) Visual flight is forbidden when altitude ≥20，000 feet.

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3) Forbid to fly VMC (visual MET condition) above cloud.

9.13.4.7 Change departure clearance（CCAR-121.651）
Considering operation safety, punctuality, benefit and passenger comfort,
the captain and flight dispatcher believe that it is necessary to change the
departure clearance. The captain and flight dispatcher consult and come
into agree to implement.
Note: If the captain believes that the change will affect fuel planning and
flight monitoring, he should inform flight dispatcher the expected
affection as soon as possible.
9.13.4.8 Change ATC Flight Plan（CCAR-121.651）
When the captain changing ATS flight plan according to item 9.13.12, it
should be executed under permission of relevant department. If
encountering emergency must change immediately, the captain may
execute first and then inform the related department, which should be
done as soon as possible.
9.13.4.9 Traffic Observation In-Flight
If the weather conditions allow, the captain and first officer should
visually watch the moving of conflicted aircraft and take measures to
avoid. If there is evident conflict, the following steps shall be adopted
immediately to avoid the conflict:
1) Change course
2) Change altitude,
3) Adjust air speed,
4) Use right avoidance rule.
9.13.4.10 Flight crew shall monitor weather information in the phase
of cruise, including the following actual weather condition and forcast:
1) Destination airport
2) Alternate destination airport
3) Enroute alternate
9.13.5 Descent (CCAR-121.133(a)(25))
During any flight phase, navigation deviation should be corrected
existed in navigation system, to ensure flying along the predicted path.
Navigation accuracy must be checked before approach and after delayed
flight. (complies with the relavent requirements of each aircraft type)
1) Time for briefing:
Briefing shall be performed before commencing descent. Before initiate
approach, PF shall inform the flight member of the approach intention.
Each member shall review the approach procedure. All materials
associated with the approach including all types of minima and go
around procedures should be reviewed. Also consider the actions when
in contingency.
2) Approach briefings at least contain the following content:
Approach Briefing should at least contain the following information:
 Aircraft technical status

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 Fuel status;
 Airport/taxi diagrams;
  Weather, crew qualification and requirements on ground and
onboard equipments;
  NOTAMS;
  Low visibility procedures;
  Airport/approach charts;
  Minimum safe altitudes and terrain;
  Use of automation;
  Landing (flaps, autobrakes and stopping distances);
  Reject landing/go around and alternates;
  Special conditions and operations (e.g., crew familiarization with
the route or airport flown, hazardous materials, environmental,
non-standard arrival, etc.).
 Jump seat requirement
Note:
The supplemental content in special conditions need to be added to
approach briefing refer to ―SOP‖ of related aircraft type and Takeoff
Briefing Card.
9.13.6 Approach and landing（(CCAR-121.133(a)(30))
9.13.6.1 Stabilized approach
When aircraft is flying at the required configuration, attitude, speed and
power setting along approach path( localizer and glide slope for ILS
approach), it is considered to be a stabilized approach. The criteria for a
stabilized approach is:
1) Precision approach: (CCAR-121.133(a)(27))
(1) At 1,000 ft, speeds are set and landing configuration is established.
(2) 500 ft above the touchdown zone, align the extended runway
centerline
(3)Descent rate below 1,000 FPM.
(4)G/S and LOC deviation within +/- one dot.
(5) When the aircraft descends to the DH(A), go around immediately if
no sufficient visual references are established.
2) Non-precision approach: For non-precision approaches, the descent
profile must be established strictly according to the published approach
charts. A constant descent profile is required for the last leg during the
non-precision approach. (CCAR-121.133(a)(27)
(1) VOR approach
a) After LOC capture and no later than 1500 ft AGL, the landing
configuration must be established and target speeds set;
b) Descent rate not higher than 1,000 FPM;
c) LOC deviation within +/- one dot;
d) When the aircraft descends to the MDH(A) and continue to the
MAP, go around immediately if no visual references are established.
(2) NDB approach:
a) After aligning with the final course, the aircraft must be stabilized on
a proper configuration and target speed;

No：TJA-OP1
Rev：131129
b) NDB course indicator deviation less than 5 degrees;

c) Descent rate not higher than 1,000 FPM;
d) When the aircraft descends to the MDH(A) and continue to the
MAP, go around immediately if no visual references are established.
3) Supplemental briefing
If two or more of the following conditions occur during the flight and
the estimated descent rate will be proximately 1000 ft/min or more, a
supplemental briefing is required and the approach may be regarded as a
stabilized approach: high landing weight, icing condition, high outside
temperature with airport elevation above 3000 ft, a tail wind landing is
required by the controller or airport conditions, the descent profile of the
approach procedure is greater than 3.2 degrees. If the descent rate is
unexpectedly greater than 1000 ft/min and is not decreasing, a
missed-approach must be conducted.
9.13.6.2 ILS approach
1) If PIC is a foreign pilot and a standard procedure that is not shown on
the JEPPSEN charts must be used for the approach, the first officer
should complete route entry in the FMC according to NAIP and explain
the routing to the PIC who will otherwise request radar vector. The
flight crew should always ensure that FMC route data is consistant with
NAIP standard procedure and departure and arrival are flown according
to ATC clearance (refer to preflight procedures in SOP manuals of
related aircfaft type). If any discrepancy occurs between the Jeppesen
charts and the CAAC charts about the landing minima, the CCAC charts
shall prevail.
2) Landing configuration must be established or approach must be
stabilized on final approach speed before descending to 1000 feet AGL.
3) If the received weather condition lower than the minimum landing
condition before the aircraft flying over the outer marker (OM), stop
approach.
4) If the received weather conditions lower than the minimum landing
condition after the aircraft flying over the outer marker (OM), the
captain is entitled to continue the approach to decision height or the
minimum descent height (altitude).
5) Report altitude between initial approach fix and final approach fix
during ILS approach.
9.13.6.3 Visual approach
The flight crew should be able to see the ground continuously at
specified area to ascertain aircraft position relative to the airport.
Landing configuration must be established or approach must be
stabilized on final approach speed before the aircraft descending to 150
meters (500 feet).
9.13.6.4 Landing minimums limitation

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All flights (schedule flight, charter flight, ferry flight, etc.) shall
approach and land according to the minimum criterion of the approach
chart except for the following conditions:
1) The captain decides to approach and land above the regulated
minima.
2) Circling maneuvering.
9.13.6.5 Approach Below Lowest Landing Minima（LLM）
Before starting approach, when the visibility below 3/4 mile (1200
meters), or RVR is 4,000 feet (1200 meters):
1) Autopilot/Flight director must be used during approach.
2) Runway must be equipped with precision approach mark and runway
center line light.
3) Use the maximum landing weight on wet runway to calculate the
runway maximum landing weight.
9.13.6.6 Approach Requirement(CCAR-121.133(a)(31))
1) Captain should give landing instruction to the flight crew while
beginning to descend for approach and landing.
2) The captain may approach and landing only when the required
minimum weather condition can satisfy the lowest standard the
company regulated. Pilot must land the aircraft at the specified area
(touchdown zone).
3) The runway can be used only when the surface condition consists
with the regulation in Flight Crew Operation Manual, crosswind
limitation data should implement according this manual.
4) The captain should follow the regulations in this manual when the
aircraft encounter or expected to encounter turbulence, low altitude
windshear, icing or thunderstorm.
5) Approach and landing should comply with the regulated procedure.
Touchdown point and air speed above the runway should be considered.
And implement noise abatement procedure if necessary. The noise
abatement procedure is regulated in Flight Crew Operation Manual.
6) During night and ILS approach, the pilot flying should concentrate on
maintain and correcting landing data, and give command in different
phases.
9.13.6.7 During night and ILS approach, pilot monitoring should assist
pilot flying complete following items: (CCAR-121.133(a)(31))
1) Check the working conditions of navigation equipment in instrument
or visual weather condition; keep close watch on ADF working
conditions while NDB approach;
2) Select proper approach course;
3) Keep close watch on the whole approach procedure, indicate timely if

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there is course deviation;

4) Keep close watch on Autopilot/Flight director mode selector
annunciation panel;
5) Use standard approach callouts. Do not use single landmark as the
approach reference point such as tower, chimney, power station cooling
tower, etc., which will cause wrong identification;
6) Repeat missed approach procedure if required;
7) When enter visual reference flight, pilot motoring should watch the
instrument all the time until the aircraft above the runway and flare out
to prepare for landing.
9.13.6.8 Responsibility of flight crew member in observer seat during
approach: (CCAR-121.133(a)(31))
1) Properly remind left and right seat pilots the approach data changes;
2) Verify the correctness of pilot flying or pilot monitoring repeating
controller’s clearance;
3) Assist left and right seat pilot search runway in adverse weather
condition.
4) Be familiar with approach briefing and missed approach procedure;
monitor aircraft status and verify missed approach actions during going
around.
9.13.6.9 Approach briefing
Refer to 9.13.5.
9.13.6.10 Initial Approach Altitude（CCAR-121.675）
When flying to radio navigation equipment and starting the initial
approach following the instrument flight rules, nobody is allowed to
descend the aircraft below the initial approach altitude regulated in the
ILS approach procedure established for that equipment, until above such
equipment.
9.13.6.11 Missed Approach
1) Should abort the approach or initiate a go-around decisively if one or
more than one of the following cases occur during approach:
- Aircraft landing configuration not established till 1,000 feet AGL in
ILS
approach.
- Aircraft landing configuration not established till 500 feet AGL in
visual approach.
- When approach is influenced due to onboard navigation radio
equipment or flight instrument failure in ILS approach.
- When aircraft position cannot be determined due to significant
disagreement between the left and right instrument indications in ILS
approach crosscheck.
- When runway in sight or reference to light in approach, significantly
deflect from localizer or glide slope, and cannot be corrected until 50
meters altitude;

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- In precision approach to Decision Height (Altitude), visual contact

with runway or reference to light in approach have not been made, or
runway in sight but the aircraft is significantly displaced from runway
and in big angle with the runway;
- In non precision approach to Minimum Descent Height (altitude) and
reaching the missed approach point or VDP（if applicable）, visual
contact with runway or reference to light in approach have not been
made, or runway in sight but the aircraft significantly deviates from
runway with a big angle with the runway;
- In case of GPWS warning occurs in ILS flight and night flight:
- ANP is above RNP during RNP based approach;
- When aircraft system or engine fails and the checklist items have not
finished during approach in all conditions;
- When approach light, runway light or ILS navid failure influencing
approach;
- When encounters low altitude windshear and normal approach cannot
be implemented;
- Existing weather conditions (ceiling, visibility, wind) are lower than
airport or captain weather minima;
- When there is obstacle on runway;
- When the flight crew is unconfident for landing due to physical or
other reasons;
- When air traffic controller give go-around instruction.
- Loses radio communication during radar vector approach.
2) For the aircraft with the performance of go-around at any altitude (all
present aircraft models of our company has this ability), after passing
the Minimum Descent Height (Altitude) or Decision Height (Altitude),
should reject landing decisively if the following situations occur:
- Loses visual references
- Large deviation occurs, and continuing landing will affect the safety
3) One-Vote-Down System during Approach & Landing:
During approach and landing, due to reasons of weather standards,
unstable aircraft condition, and under the pre-condition of not
violating the special situation handling requirements in the related
manual, the whole flight crew should immediately initiate the missed
approach procedure, after either of the cockpit flight crew members
sends out the go-around callout explicitly. (The effects of go-around
callout are equal to the captain’s decision.)
Note: The crew member should observe the requirements of
go-around condition strictly, and is by himself responsible for
the callout sent out.
4) The pilot must conduct missed approach procedure according to the
one published in the instrument approach chart or ATC instruction. If a
go-around is required when has not arrived the Missed Approach Point

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(MAPt), the lateral track must first pass the MAPt. In the procedure,
MAPt may be:
The position when aircraft reaches DA (H) along the glideslope during
precision approach;
Over a NAVAID;
A designated position;
A position point defined with certain distant from FAF.
If a missed approach is needed during circling approach, the pilot
should turn to the landing runway while climbing, and join the path of
the missed approach procedure after flying over it.
9.13.6.12 Landing Conditions
Pilot flying and pilot motoring should execute landing according to
procedure regulated in Operation Manual.
1) Landing configuration established;
2) Stabilized approach established;
3) Runway or approach reference light in sight;
4) No obstacle on runway;
5) Receiving ATC landing clearance.
9.13.6.13 Descent Gradient and Descent Rate Conversion
Refer to 7.5 ―Gradient and Climb/Descent Comparison‖
9.13.7 Runway Vacation, Taxi and Parking
9.13.7.1 Runway Vacation
1) The taxi speed shall be decelerated to below 10 knots during runway
vacation. (Just for reference, the specific value refers to difference
aircraft type SOP regulations)
2) The taxi speed shall not above 30 knots and shall be in deceleration
when vacating runway from turn-off.
3) After runway vacation, decelerating to normal taxi speed and retract
flap. PNF complete the after landing procedure.
9.13.7.2 Rules and cautions on taxi after landing
1) The straight taxi speed shall not above 25 nm, and the taxi speed at
turning shall not above 10 knots(reference only, refer to SOP for
details).
2) Pay attention to the surrounding obstacles, and the taxi speed shall
ensure that the aircraft could be fully stopped immediately.
3) The tuning speed to the parking bay shall not above 7kts, parking in
speed should not exceed 5kts.
4) The turning light and taxi light shall be turned off during turning to
the parking bay at night to avoid dazzling the marshaller.
5) The cockpit dome light is not allowed to turn on for recording during
taxi at night.
6) Pay attention not to blow ground personnel, buildings, parked aircraft
and vehicles.
7) Avoid sudden braking for passenger comfort.

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8) Keep separation with another moving aircraft.

9.13.7.3 Guidance to the parking bay
The aircraft is only allowed to enter into parking bay under the ground
guidance.
The flight crew can use the electronic guidance it has been install and
can guide the aircraft entering into parking bay safely.
If the obstacles are found at the parking bay area, PIC shall request help
from ground marshaller.
9.13.7.4 Rules on parking
The flight crew shall taxi the aircraft to the parking bay and brake
according to the signals given by ground marshaller (or electronic
guidance) after ground guidance are in sight, and then shut down the
engines according to procedure. Release bake after establish interphone
communication with maintenance personnel or gesture of ground
personnel has in sight. Following tasks shall be completed before the
flight crew leaving the cockpit:
1) Complete all the safety procedures for leaving cockpit in accordance
with the checklist.
2) Verify the recordings on Flight Logbook and Technical Logbook.
3) Remove all the irrelevant stuff in the cockpit.
9.13.8 Post flight
9.13.8.1 Passenger Disembark
1) Turn off the Fasten Seat Belt light when the PIC has confirmed that
the aircraft is fully stopped, and passenger could disembark.
2) The flight attendants can only allow passengers to disembark when
they have completed all the preparations for disembarking.
3) The ground personnel shall monitor the passenger disembarking and
the outside conditions of the aircraft when assisting the PIC and flight
attendants for the aforesaid tasks.
9.13.8.3 Aircraft Delivery
1) Maintenance personnel should communicate with PIC on the aircraft
conditions when the flight is completed, and ask for the aircraft status
during flight operation. The captain should inform the status of the
aircraft and describe the abnormal conditions in flight and make note on
TLB for maintenance personnel to repair.
2) When captain transfer the aircraft to the next captain, he shall inform
the status of the aircraft and make the connecting captain know the
technical condition as soon as possible.
3) If disagreement exits between the two parties, they shall report to the
Operation Control Department or the agents, and well protect the site.
Anybody can not stop reporting for any reason.
9.13.8.4 Post flight de-briefing
1) After completion of each flight, the PIC should preside a meeting
with all the crewmembers to review the flight.
2) Give objective assessment to the completion of the duty, flight safety,

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quality, coordination, conducting and all the supporting works.

3) Find out reasons of the problems, summarize the experiences and
lessons, and suggest actions for correction and improvement.
4) The PIC should submit a written report to the company on issues or
people that violate the regulations or rules. The report will be submitted
to the daily duty personnel and transferred to Operation Safety
Surveillance Department or directly submit to Operation Safety
Surveillance Department for investigation, training or punishment.
9.13.8.5 Flight Crew Information Report after Flight
The flight crew has the obligation to report the weather condition and
other necessary information of the flight to the related departments.
9.13.8.6 Delivery of the Flight Documents（CCAR-121. 699）
1) When the flight is completed, the flight crew shall deliver the
following documents to the Operation Control Centre of the:
(1) Flight mission credentials;
(2) Weight and Balance Sheet；
(3) Aircraft Fueling Sheet；
(4) Flight Safety/ Information Feedback Form(as necessary)；
(5) CFP；
(6) Dispatch Release Sheet；
(7) Other related documents.
The above documents should be forwarded to the designated person
from the Operation Control Center. Signatures are required from both
the flight crew and the receiver.
2) Flight attendants refer to associated Flight Attendant Manual
9.13.8.2 Inform the maintenance staff
The PIC shall record all the issues related to the aircraft on Technical
Logbook (TLB), and inform the maintenance staff for maintenance if
necessary.
9.13.8.7 Report of Malfunctions（CCAR-121.559/701(b) ）
1) Prior to each flight, PIC shall clearly understand the technical
conditions of the aircraft recorded on TLB after completion of last
flight.
2) The PIC shall ensure that all the malfunctions occurred during the
flight are timely recorded in TLB after completion of the flight. Captain
is required to report the definite and suspected malfunctions that
affected flight for each flight
3） When disagreement for aircraft release in operation, captain in
command shall report daily duty personnel or chief pilot on this type of
aircraft. And PIC is responsible to coordinate with MCC and PIC has
the final decision and takes the responsibility.
4) Starting up by flight crew is not allowed in case of malfunction of
aircraft unless approved by chief pilot.
5) When aircraft landed at the airport with not release qualification,

No：TJA-OP1
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captain may sign and release the aircraft with the permission of the duty
personnel after check and confirm aircraft is accord with release
condition.
9.13.9 Manual mistake report during operation（CCAR-121.710）
Manual mistake made by flight crew member, maintenance and other
operation personnel should be reported by TJA to administration
authority within 72 hours. During flight operation, captain should report
operation control center about the injure, death or aircraft damage of the
accident or serious accident by the quickest way and operation control
center report the local aviation authority.
9.13.10 Landing and report when engine failure（CCAR-121.561）
1) For all aircrafts, captain should land the aircraft safely at the nearest
and suitable airport according to the flight time in case of engine failure
or prevent possible damage to make engine out.
2) Captain should report ATC and flight dispatchers as timely in case of
engine failure in flight, and report the situation in flight time to time.
3) If captain does not land the aircraft at the nearest and situatable
airport according to flight time and land at the other airport, captain
should submit a written report in two copies to operation vice president
and explain the reasons for landing with the same safety guarantees.
Operation vice president should submit the copy of the report with his
comment to administration authority within 10 days when returning to
the base.

No：TJA-OP1
Rev：130709
9.14 Requirements for oxygen provision（CCAR-121.133(a)(15)/333 ）

9.14.1 Conditions that oxygen must be used（CCAR-121.333）
Flight Crew Using Oxygen Mask Requirements
1) When aircraft altitude is above 7600 meters (25,000 feet), the flight
crew must keep the oxygen masks in the immediate available state.
2) The flight crew must use the oxygen masks when the cabin pressure
altitude over 3000 meters (9800 feet).
3) When using oxygen mask solely due to altitude requirements, the
system should be operated according the normal procedure, and
excessive use of oxygen is forbidden. The system should be set return to
100% when the oxygen mask is no longer required or if smoke or fumes
enter the cockpit.
4) When aircraft altitude is above 7600 meters (25,000 feet), the pilot
flying needs to leave his seat for any reason at any time, the other pilot
flying shall wear oxygen mask till the pilot returns to his seat.
9.14.2 Regulations for Providing Oxygen to Flight Crew and
passengers (CCAR-121-R2.333)
9.14.2.1 First aid oxygen
Emergency oxygen that is adequate 2% and not less than 2 passengers
and not diluted, at least 3 liter/minutes flow (standard temperature,
pressure and dry condition) in case of depressurization above 8000ft for
the whole flight must be equipped. This part of oxygen quantity must be
added to the oxygen quantity used for emergency descent. First aid
oxygen equipment should be able to provide at least 4 liter/minutes flow
to each user.
The flow average may be decreased to any altitude not less than 2
liter/minutes flow (standard temperature, pressure and dry condition)
9.14.2.2 Regulation providing to flight crew for long time oxygen use.
Prepare the oxygen amount that flight operation needed for life
guarantee and first aid consisting with CCAR-121FS. Determined based
on cabin pressure altitude and flight lasting time, and according to
operation procedure for every flight and route.
1) When cabin pressure altitude is within the range of 3000 meters
(9,800 feet) to 3600 meters (11,800 feet), oxygen must be offered for
each crew member in cockpit, the air crew shall also strictly comply
with the oxygen using regulation. And for the flight lasting over 30
minutes at this altitude, must offer oxygen to other member of air crew.
2) When cabin pressure altitude is above 3600 meters (11,800 feet),
oxygen must be offered to and used by each member on duty of flight
crew in cockpit. And during flight at this altitude, oxygen shall be
offered to other member of the air crew.
3) When a flight crew member is required to use oxygen, he must keep
continuously use oxygen, unless oxygen mask or oxygen distributor
must be picked off when executing his duty.

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4) For the backup crew member stand by or who is certain to be on duty

before the flight complete, must be offered with oxygen regarding as
other air crew member not on duty in cockpit.
5) If a crew member is not in the standby and will not be on duty in the
residual flight time, he will be treated as normal passenger regarding
auxiliary oxygen.
9.14.2.3 Regulations for Providing Oxygen to Passengers
According to CAAC ―Civil Aircraft Operation Instrument and
Equipment Requirement‖ regulations:
1) For the flight of cabin pressure altitudes in the range of between 3000
meters (9,800feet) to 4200 meters (13,800 feet), and lasting over 30
minutes at this altitude, able to offer 10% oxygen of that type of aircraft
needed amount in the full passenger status.
2) For the flight of cabin pressure altitudes in the range of between
4,200 meters (13,800feet) to 4500 meters (14,800 feet), able to offer
enough oxygen for 30% passengers flying at this altitude.
3) For the flight of cabin pressure altitude above 4500 meters
(14,800feet), able to offer enough oxygen for each passenger during
flying at this altitude.
When operating above 3000m (10000ft), every crew member in the
cockpit shall be provided with oxygen for at least 2 hours. The required
2 hours oxygen quantity is the quantity that aircraft is descending to
3000m (10000ft) with constant descent rate for 10 minutes from
maximum certified operation altitude, and the maintaining required
oxygen at 3000m (10000ft) for 110 minutes.
9.14.2.4 Oxygen equipment check for flight crew (CCAR-121-R2
333)
Oxygen equipment pre flight check should be performed by each flight
crew member before each flight, to ensure oxygen function normally,
fasten properly and hinged to proper connection points and oxygen
source and pressure is suitable for operation. Check quick donning
oxygen mask, wearing oxygen mask within 5 seconds with one hand,
fastened properly, sealed and provide oxygen immediately when oxygen
is required.

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Rev：130709
9.15 MEL and CDL（CCAR-121.133(b (3))/(s) ）

9.15.1 Malfunction Bulletin
1) If there is malfunction in the flight course, the captain should notify
the operation control center as soon as possible and report the
designation and place of the failure system in detail.
(1) On ground, the aircraft may not continue flying unless performed
according to MEL/CDL related regulations.
(2) Checklist shall be strictly performed in flight.
2) The maintenance log record should indicate the failure repaired or the
reserved items.
3) After the operation and command center receives the report, it should
record relevant ATA chapter number and flight limitation in the flight
plan, so that the airplane will not be arranged for scheduled flight in
complicated conditions and the airworthiness maybe debase. Afterwards,
the operation control center should notify the maintenance personnel to
verify the fault coverage and the influence to the airplane airworthiness
and perform maintenance work.
4) If there is no record of the maintenance work in maintenance log
record, the captain cannot accept the airplane and continue flying.
9.15.2 Minimum Equipment List (MEL) and the Application of CDL
9.15.2.1 Operating Instruction of MEL/CDL
1) Minimum Equipment List (MEL/CDL) is the minimum release
standard of airplane when some equipment abnormally operates and the
airplane is permitted for further flying under special circumstances and
in the premise of flight safety to strive for normal flight and according to
the performance and design allowance of different type of airplanes. As
long as it conforms to MEL/CDL and correctly operates, the fight safety
can be guaranteed.
2) MEL not only includes Minimum Master Equipment List (MMEL)
but also CDL. All the original data come from airplane manufacturer.
3) In Minimum Equipment List, Q stands for the corrective measures
taken by flight crew, M represents for the special maintenance operation
procedure of the airplane with failure items. The procedure is compiled
by the maintenance personnel of the company or the entrusted
maintenance personnel appointed by the company. All MEL/CDL
aircrew and flight personnel should take part in relevant training and be
familiar with the requirements and procedures.
4) MEL/CDL used by the Company is coordinated by the Operation
Control Dept. The Flight Dept. and the Maintenance & Engineering
Dept uniformly organized by the Operation Control Dept. complete
compilation, formulation and revision of the MEL/CDL and so on.
Finally MEL/CDL will not become effective, till the Operation Control
Dept. submits it to and approved by the CAAC after it was submitted to
the Executive Vice President of the Company by who has approved after

No：TJA-OP1
Rev：130709
the Chief Pilot, Chief Engineer and Operation Control Dept. General
Manager have countersigned the agreement.
9.15.2.2 Basic Requirement of the Correct Application of
MEL/CDL
1) The time limit of the retained malfunction in MEL/CDL cannot
exceed the specified standard unless specially approved.
2) When the aircrew and the maintenance personnel have different
opinion about the airplane release standard of MEL/CDL, the chief pilot
and chief engineering makes the final decision after consult.
3) MCC should report all MEL/CDL retained failure to the operation
control centre before the flight completes, which the aircrew should be
aware of and it happens after flight with limitation conditions. If it
happens before flight or stopover with limitation conditions, MCC
should timely notify the operation control centre. The captain should
make preparation strictly according to special requirements.
4) MEL/CDL is not the maintenance standard for all types of airplanes
of the company, and it is not the foundation for airplane airplane
operation with failure for a long time. It is the minimum release standard
in special period. Do not apply MEL to debase maintenance standard
and try to positively improve maintenance quality so that the airplane
flies in optimum airworthiness state.
9.15.2.3 MEL/CDL Fault Processing Program
1) The aircrew should record the failure in flight course in Technical
Logbook. The operation control centre of the company should notify
maintenance and engineering department if necessary. During turning
around, the maintenance personnel may reserve the fault on Technical
Logbook conforming to MEL/CDL, the aircrew can carry out the
airplane operation according to special procedures with the
already-known reserved items. For the reserved items not conforming to
MEL/CDL, they must be solved by the maintenance personnel with
license and the airplane can only be released when it conforms to release
standard.
2) During post flight, the MEL/CDL retained failure should be handled
by maintenance technical release personnel of the maintenance
engineering department according to Management Manual of
Maintenance Engineering Department. When malfunction removal is
not possible and may be reserved per MEL/CDL, fill in Retained Failure
List and Technical Logbook. Hang up a ―mark‖ on board and take
isolation measure according to the requirement of MEL. Before flight,
the maintenance personnel in charge of the technical release should
record the reserved items that will influence operation in the file folder
to remind the aircrew of it.
3) After MEL reserved items are all solved, the maintenance personnel
should fill out Technical Logbook and take down the ―placard‖, remove

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Rev：130709
the copy of DD form on board.

9.15.2.4 Placard
The inoperative components should be timely repaired according to the
time limit for grade A, B, C or D based on MEL/CDL. Before it is
repaired, the inoperative components must be indicated by ―inoperative‖
placard according to MEL/CDL. The placard should be placed above or
nearby the operation unit or the instrument so that all the aircrew can see
it.
9.15.2.5 MEL/CDL repaired items
1) After flight, if there are required spare parts, repair work shall be
finished in time. Otherwise, take it as reserved items according to
MEL/CDL.
2) The repaired maintenance personnel should indicate the reason for
delay repair, failure date, and registration number of the airplane,
parking time, the designation of spare parts, piece number as well as the
completion date and time of the repair work. Only in this way, can the
airplane be released for airplane operation.
3) The maintenance personnel on duty of the day should notify MCC of
the maintenance engineering department. After MCC summarizes the
airplane information, it should notify the operation control centre, and
the operation control centre will notify the flight crew when aircraft is
dispatched.
9.15.3 The adding and modifying of MEL/CDL items
9.15.3.1 General
Any unit and person could propose suggestions or comments of adding
and modifying articles of MEL/CDL
9.15.3.2 The adding and modifying of MEL/CDL items is
completed through filling the ―MEL/CDL Revision Sheet‖. The
procedure is:
1) The unit and person who propose suggestions or comments of adding
and modifying articles of MEL/CDL shall make statement of
modification suggestions and submit it to Flight Quality Center who’ll
forward it operation control department.
2) The Operation Control Dept. organizes the related personnel of Flight
Dept., the Maintenance & Engineering Dept, the Operation Control Dept.
to carry out revision, then submit is to the Chief Pilot, Chief Engineer,
Operation Control Dept. General Manager for countersigning after the
revision completes.
3) After joint signature and approval by Chief Pilot, Chief Engineer and
General Manager of Operation Control Dept., Safety and quality
management department submits it to CAAC. And it comes into
execution after it is approved by CAAC.
9.15.4 Report of ―Significant Incident‖
9.15.4.1 General
When any ―significant incident‖ happens during flight operation, the
captain should take effective measures to notify the operation control

No：TJA-OP1
Rev：130709
centre immediately and make a correct a record of it on Technical

Logbook.
9.15.4.2 Using ―Significant Incident‖ report
1) Using report of ―Significant Incident‖ includes the followings:
(1) The replacement of the equipment or components because of
weariness, corruption and broken.
(2) The requirement of repairing and polishing because the limitation
of weariness, corruption and broken exceeded the required standard by
the factual.
(3) In the compound materials, manufactory is appointed as
the main structure or key structure weariness, corruption and broken; or
(4) Situation that repaired has been made according to the
approved materials, but no be included in the factory’s maintenance
manual;
(5) The defects or failure in other airplane systems may cause
flight operation safety problem.
2) The following should be included in the use of report of
―Significant Incident‖
(1) Fire warning because the airplane fire warning system is
not working normally.
(2) The false fire warning indication if flight;
(3) The engine and airplane structure, equipment or
components are damaged because of the malfunction, inoperativeness or
failure of the EGT system.
(4) There is poisonous or harmful gas or heavy smoke in the
cockpit or the passenger cabin inflight; or the packs equipments fault or
failure;
(5) The engine flame out or shuts down in flight or on ground;
(6) In flight, fuel system fault or jesting system fault or
leakage;
(7) In flight, the retraction and extension of the landing gear
or the opening and closure of the landing gear door is not working
correctly;
(8) Failure or fault of the brake system;
(9) Aircraft system and its components fault or failure causes
rejecting takeoff or emergency procedures in flight;
(10) During real evacuation, training, test, maintenance,
demonstration or unintentional use, the defects of any emergency
evacuation system or its components (including emergency exits,
passengers evacuation lighting system, evacuation devices) or unable to
use the function properly.
(11) Defect of autothrottle, autoflight or flight control system
or other components or unable to function properly;
(12) Other defects or faults that may affect or has affected
flight operation safety.
9.15.4.3 The responsibility of using report of ―Significant Incident

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(Operation)‖
If there is any significant incident for the airplane operation of the
company’s airplane, the aircrew, maintenance personnel and others
should report it to the operation control center at once.
9. 15.4.4 Report Measure
When there is significant incident, the agent concerned and the relevant
personnel should make a phone call to the operation control center or
make an oral report to it at first, and then in written report.
9. 15.4.5 Principle of Reporting
When there is significant incident, relevant personnel of the company
should strictly comply with and follow confidential regulations during
transferring significant flight safety information.
9. 15.4.6 Punishment
If the agent concerned, eyewitness and the local organization do not
report the flight accidents, aviation ground accidents, maintenance
accidents and other significant incidents timely or not according to the
facts, they will be punished by the personnel managerial system of the
company.
9. 15.5 MEL/CDL Principle
9. 15.5.1 Conditions of Aircraft Release
When the instruments or equipments installed fail, aircraft may be
released only provided meet the following conditions:
1) The aircraft is provided with the approved Minimum Equipment
Release List.
2) The company implements aircraft operation according to the
operation specifications of CAAC and Minimum Equipment Release
List. The aircrew can directly read all information in the approved
Minimum Equipment Release List before flight. The company’s
aircrafts have been provided with the approved Minimum Equipment
Release List, which is accredited by CAAC and is the approved design
revision of a certain type of aircraft. The re-qualification examination of
aircraft type is unnecessary.；
9. 15.5.2 Regulations of aircraft release
The company’s Minimum Equipment Release List should conform to
the following provisions:
1) Compile it according to Item 9.7.7.4
2) Make the specifications for the aircraft with some instrument or
equipment is inoperative;
9. 15.5.3 Release Requiments
1) Provide the record of inoperative instrument and equipment and the
requisite information to the pilot.
2) The aircraft operates according to Minimum Equipment Release List
and the operation specifications.
9.15.5.4 Items must be airworthiness

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1) The instrument and equipment of the aircraft type that conforms to

airworthiness specifications and qualification examination and the
instrument and equipment that are required for safety operation under all
operation conditions, for example, engine, airframe, airfoil, steering rod,
aviator seat, cockpit glasses, cabin glasses and cabin seat armrest and so
on.
2) Airworthiness clearance required operative instrument and
equipments, but except the other measures provided by the airworthiness
clearance;
3) The instrument and equipment that should be in operation mode
according to the airworthiness requirement, except other methods are
provided in airworthiness instructions; the instrument and equipment
required in CCAR121FS standard.
4) If some instrument or equipment on board does not work and does
not conform to the approved MEL, before continual operation, report it
to CAAC and it needs the approval for special flight.

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9. 16 Aircraft
9. 16.1 Overview
9. 16.1.1 Aircraft Classification and Airworthiness Endurance
(CCAR-121.153/155/173)
1) This chapter is applicable to the aircrafts of the company, which are
classified as transport aircraft and scheduled aircraft according to
different type.
2) All the aircrafts operated by the company are double-engine aircraft
and conform to Item 173 of Rules CCAR121FS.
3) The company takes ultimate liability for the airworthiness endurance
requirement for all types of aircrafts, and it must carry out the
maintenance and inspection of aircraft according to currently effective
Project Manual, which is stipulated by the company and approved by the
airworthiness authority.
9. 16.1.2 Basic Requirements（CCAR-121.151）
1) Except for Clause 3, the aircraft operation should conform to the
following requirements:
(1) It is the civil aircraft registered in People’s Republic of China. It
has currently effective certificate of airworthiness, certificate of
nationality registration and radio set license;
(2) It is in airworthiness state and conforms to the airworthiness
requirement for China civil aviation as well as relevant requirements for
marks and equipment.
2) The company applies approved weight and balance control system
that is applicable to airworthiness and operation restriction.
3) The company takes on lease the civil aircraft registered by one of the
international civil aviation pact contracting states (not including the
aircrew). The operation conforms to CCAR121FS and we will comply
with the following regulations:
(1) The aircraft is provided with the radio set license as well as the
certificate of airworthiness that is authorized by China Civil Aviation
Bureau and issued by the original country of registration;
(2) Send a copy of the aircraft’s lease agreement to the airworthiness
authority.
9. 16.2 Aircraft Information（CCAR-121.693）
Please refer to Operations Specifications Manual for the detailed list of
registered aircraft. For the information about the weight limitation of
different type of aircraft, please refer Flight Manual. The record and the
copy of the revised edition must be submitted to relevant organ that
takes charge for the comprehensive inspection of the company. Another
public transport carrier’s aircraft operated according to the exchange
agreement is also included in ―note‖.
9. 16.2.1 Aircraft Marks（CCAR-45）
The nationality and the register notation of the aircraft of the company
must be well marked. The indication method and its readability should
conform to the following regulations:

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1) The national markings of the aircraft are capital letter B in Roman

script. The register notation is Arabic numerals, capital letter in Roman
script or the combination. The national markings should be placed in
front of the register notation and divided by a short transversal line. The
national markings and register notation of the aircrafts registered in
P.R.C should be sprayed paint on the aircrafts and the marks must be
clear and visible.
2) The position of national markings and register notation should be:
(1) For the fixed wing aircrafts：
On both sides of the fuselage between airfoil and
empennage, or on both sides of the vertical tail, or the top surface of the
right airfoil and the undersurface of the left airfoil;
(2) For the unfixed wing aircrafts：（Blank Temporarily）
3) The letterform and the dimension of the national markings and the
register notation should conform to the following regulations:
(1) The letters, numerals and short transversal line (hereinafter
letters) are all composed by real line without any decoration;
(2) Except for the transversal line, the height of each letter on
the airfoil should not less than 50cm; the height of the letters on the
fuselage, vertical tail and outrigger should not less than 30cm;
(3) Except for numeral 1 and letter I, the letter width and the
length of the short transversal line is 2/3 of the letter height;
(4) The width of the stroke of each letter should be 1/6 of the
letter height;
(5) The spacing of every two letters should not less than 1/4 of
the letter width and not more than 3/4 of the letter width;
(6) For special circumstances, if it does not conform to the
regulations, report it the China Civil Aviation Bureau for approval.
4) The marks on both sides of the aircraft must be symmetrical. The
letterform and the dimension should be accordant. The top end of the
letters and numerals on the airfoil or tail piston is toward the leading
edge and the distance to the leading edge and the trailing edge is the
same. The color of the national markings and the register notation
contrasts the background color and it should be integral and well
marked.
5) The company’s aircrafts cannot spray painting or stick up any
pictures, signals or symbols that easily confuse with the national
markings and the register notation. When national flag, emblem of
China Civil Aviation Bureau, letters of ―China Civil Aviation‖ or the
advertisement is applied, it must get the approval of China Civil
Aviation Bureau beforehand.
5) The legal name and the company’s markings will be marked on the
aircraft.
(1) For all the fixed wing aircrafts, ：
The company’s name should be sprayed painting on the undersurface of
the right airfoil and the upper surface of the left airfoil. The abbreviation

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of the spraying company’s name or the company’s markings must get

the approval of China Civil Aviation Bureau.
(2) For the unfixed wing aircrafts：（Blank Temporarily）
7) All aircrafts of our company have the identification plate that is
provided with the national markings and the register notation and is
made of fireproof material. It is fixed at the visible place nearby the port
of the aircraft.
9. 16.2.2 Detailed List of Aircraft Navigation Instrument
（CCAR-121.133(o) ）All the types of aircrafts operated by TJA are
equipped with: ADF、VOR、DME and IR navigation system or GPS, to
provide enough navigation information for the aircraft operation.
Aircraft Type/Tail
No. NDB VOR DME GPS IR ILS
D328 2 2 2 2 2 2
E145 2 2 2 2 2 2
E190 2 2 2 2 2 2
A320 2 2 2 2 2 2
Note
(1) In view of the present navigation instrument and the operational
space of aircraft, the reliable position of the aircraft can be confirmed
within an hour; therefore it needs no aviator or special navigation
instrument.
(2) If the reliable position of the aircraft cannot be confirmed within an
hour, or it needs an aviator or special navigation instrument within an
hour according to the requirements of China Civil Aviation Bureau, the
company will lay down relevant operational specifications and report it
to China Civil Aviation Bureau for review and approval.
9. 16.3 Documents Necessary for Flight
（CCAR-121.137(a),(b)/549(a)）
1) To ensure that all the relevant manuals and appropriate navigation
charts (it should include the relevant navaids and instrument approach
procedures) as well as the following operational documents necessary
for flight are provided
(1) Flight mission book；
(2) NOTAM；
(3) Weather report & weather forecast；
(4) Technical logbook；
(5) passengers/cargo Load Sheet etc.（see below）
2) List of onboard certificates, manual, documents and charts

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Certificates
N N
1 AIRWORTHINESS Maintenance & 2 Nationality registration Maintenance &
CERTIFICATE Engineering Dept. certificate Engineering
Dept.
3 Radio License Maintenance & 4 Noise Certificate Maintenance &
Engineering Dept. (international operation Engineering
as required) Dept.
5 Highlights of Ops Operational 6 A copy of Air Carrier Operational
Specs (International Control Dept. Certificate(International Control Dept.
flights) flights)
Manuals
Operation Manual Category Technical Manual Category
N N
1 Operation Operation 2 Aircraft flight Manual Operation
Specification Control Dept. Control Dept.
3 Flight Operation Operation 4 Aircrew Operation Operation
Manual Control Dept. Manual Airplane Control Dept.
Operations Manual
5 Cabin Attendant Operation 6 Quick Reference Operation
Manual Control Dept. Checklist Control Dept.
7 Security Program Operation 8 Airport Analysis Operation
Control Dept. Manual Control Dept.
9 MEL Operation 10 The route Operation
Control Dept. depressurization Control Dept.
emergency descent
contingent plan shows
the chart (if applicable)
Documents
S/ N Name Administrative S/ Name Administrative
unit N unit
1 Simplified Operation 2 Documents on board Operation
Checklist Control Dept. Checklist /Altitude Control Dept.
Conversion Table
3 Takeoff, Operation 4 DD Logbook (Fault Maintenance &
Landing Data Control Dept. List, Flaw List) Engineering
Card Dept.
5 Cargo Manifest Freight Dept. 6 Flight Logbook Maintenance &
and Detailed Engineering
Declaration Dept.
Form

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7 Cabin Logbook Maintenance & 8 Supplemental material Operation

Engineering Control Dept.
Dept.
Note：When the above manuals, charts, files are provided to the

person who dose not know Chinese; it should be translated into the
language of the user. The translated version should be consistency
and valid with the Chinese version. Translation and durative
management should be responsible by respective department.
9. 16.4 Aircraft Equipment & Airworthiness
9. 16.4.1 Aircraft Facility Requirement（CCAR-121.589/627/677）
1) Before the aircraft dispatch is released, the flight dispatcher and the
captain should ensure that the aircraft is in airworthiness state and
equipped with instrument and facility applicable to flight course
operation, otherwise the aircraft dispatch cannot be released.
2) According to CCAR121FS, the company’s aircraft, cockpit or
passenger cabin should be provided with an additional seat for the
inspector of China Civil Aviation Bureau.
3) When operating under supervision of CAAC inspector, the
Maintenance and Engineering Dept. shall provide earphone and arrange
the inspector supervising in the cockpit.
9. 16.4.2 Airworthiness Requirement of Aircraft
All the aircrafts of the company cannot fulfill any flight mission in
un-airworthiness condition. When there is mechanical equipment failure
or the structure does not conform to minimum equipment release list, the
flight manual and the flight standard, before relevant maintenance
program is taken, the aircraft cannot take off.。
9.16.4.3 Parking and Moorage of Aircraft
1) Definition
(1) Space between primary undercarriage and felloe:
It refers to the distance between the primary undercarriage
and the felloe;
(2) Wingspan: It refers to the distance between the left and right wingtip
in the direction vertical to the symmetrical plane of the aircraft.
(3) Net distance:
It refers to the distance between the nearest two points.
2) Parking Rules of Aircraft
(1) Small aircraft should be separated from big aircrafts. The airflow
or cascade for the aircraft that is performing trial running or trial taxiing
cannot endanger the security of other aircrafts;
(2) If they are placed together, when the bigger aircraft is in the
course of trail running or trial taxiing, its airflow or cascade should not
endanger other small aircrafts.
(3) The space between every two aircrafts is calculated according to

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the practice that multiplying the wingspan with 1.35~1.50 to meet the
requirement for turning taxiing;
(4) The clear distance between the aircraft and the obstacles (such as
the vehicles used for special purpose at the airport should conform to the
following regulations:
a) For D328Aircraft, the net distance is not less than 3.0m；
b) For E145 Aircraft, the net distance is not less than 3.0m；
c) For E190: the clear distance is not less than 4.5 m;
d) For A320: the clear distance is nor less than 4.5 m；
Note: For the aircrafts to be parked at the airport, place blocks according
to MH3145.31.
3) Aircraft mooring:
(1) The moorage pile and moorage tight wire (moorage string and
chain) should conform to the regulations in maintenance manual of
different types of aircrafts;
(2) The regulations about the moorage and anchoring when the
aircraft parks at the airport and the supplementary measures when there
is gale are constituted according to the maintenance manual of different
types of aircrafts and the actual conditions of the parking area;
(3) For the operation of all coverings, safety pin, tail support and
rudder clip when the aircraft parks at the airport, please refer to the
maintenance manual.
9. 16.5 Aircraft Handover
9.16.5.1 Principle
The aircraft handover should comply with the guideline of ―safety first‖
and the principle of ―the one who is in charge takes charge of it‖.
9.16.5.2 Handover personnel
1) Aircraft handover: refers to the aircraft handover among maintenance,
flight crew and airport guard.
2) Aircraft handover should only be limited to direct personnel. The
handover should not be done to the third party.
3) Signature after the handover procedure
4) The associated work should be completed before handover. If the
sender sends the aircraft without completing the job, the receiver has the
right to reject receiving, the sender is responsible for the handover.
9.16.5.3 The handover between the flight crew and the maintenance
To ensure the normal production order and the monitor of the aircraft,
the following handover procedures should be established (only suitable
for handover between the flight crew and maintenance before and after
flight at that day):
1) Handover before flight
(1) Handover checks scope:
a) Airplane configuration and cockpit integral equipment
panel switch

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b) Landing gear safety pin and pitot probes

c) Flight control is not locked or prohibited
(2) Handover time limit
In normal condition, the maintenance should complete the
check 45 minutes before flight, and then the flight crew and maintenance
hand over.
Note: handover before flight, the maintenance should remove the
landing gear safety pin and pitot probes to the cockpit. After the
confirmation by the flight crew, put them into the appointed position.
(3) Handover signature and signature rights
a) Both party sign in the flight log, the maintenance sign in
the flight log which means dispatching the airplane and handing the
aircraft to the flight crew; the flight crew sign in the flight log which
means the flight crew receives the aircraft. After the handover signature,
the aircraft has been handed over to the flight crew.
b) Only the captain and the maintenance who has the
dispatch right could sign in the flight log, other signature is not
effective.
2) Handover after flight
After the flight crew leaves the airplane, the safety job has been handed
over to the maintenance.
3) The cooperation between the flight crew and maintenance
(1) When the aircraft is in malfunction or abnormal condition,
flight crew should record the function or abnormal event time,
phenomenon and the process. Leave after the maintenance has made it
clear.
(2) The flight crew and maintenance should actively cooperate
with each other, check and handle the malfunction together.
Communicate face to face until it is understood by two parties.
(3) If the problem has been discovered in the check, reserve
and handover (see 9.13.5.6)
9. 16.5.4 Requirement of Airpcraft Parking Security Handover
The aircraft handover should comply with the guideline of ―safety first‖
and the principle of ―the one who is in charge takes charge for it‖.
1) Definition
(1) custody State:
The safety condition of the aircraft is monitored and all foreign elements
resulted in the damage of aircraft are avoided when it is in parking and
maintenance period.
(2) Legal Liability and Obligation:
It refers to the liability and obligation to be fulfilled
according to laws and regulations; the maintenance program and the
security requirement are specified according to the aviation rules and
regulations.

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(3) Non-Maintenance Period:

It refers to the whole parking period of aircraft after the
maintenance personnel delivers the aircraft to the ground security
personnel (ever sine the signing date on the delivery receipt).
(4) Maintenance Period:
It refers to the ground parking period except for non-maintenance
period.
2) Purpose
In order to make the aircraft in control state when it is in parking and
maintenance period and ensure aircraft security and the company’s
benefit, the security handover work request is thereby made.
3) Application
It applies to the maintenance personnel of maintenance department and
the ground security personnel of the company.
4) Basic Principle
(1) Either the aircraft in maintenance period or non-maintenance
(parking) period, it must be in monitor state. Special personnel must be
assigned to take charge for it;
(2) There must an unambiguous handover program when the aircraft
is in non-maintenance (parking) period or in maintenance period.
5) Procedures and Responsibility
(1) Security Work In Non-Maintenance Period
a) After the aircraft has accomplished flight mission or the
maintenance work is finished, the responsible technician or appointed
personnel should deliver the aircraft in good condition to the security
personnel for monitoring. The aircraft in good condition means:
①All the after flight work has been accomplished,
②The door and the window are all closed,
③The power supply cuts off,
④The door is covered; the fabric covering and the service
stand are stored at the right place;
⑤The access stair is at the required position;
⑥The boarding gate is lead sealing (as required);
⑦There is no sundries and facilities in the parking apron.
⑧The aircraft is secured(as required)
b) The maintenance personnel and the security personnel can
carry out the aircraft handover work after the aircraft condition is
verified; both parties must sign on the handover logbook
(2) Security Work In Maintenance Period
a) Before the aircraft fulfills flight mission or it needs to be
repaired, the responsible technician or the appointed personnel receives
the aircraft from security personnel; they can carry out the aircraft
handover work after the aircraft condition is verified; both parties must
sign on the handover logbook

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① The aircraft in good condition means:

Maintain the status of aircraft delivery
The external appearance of aircraft has no accident damage or abnormal
state
② If any abnormal situation is found when receiving the
aircraft:
Make a field record immediately；
Report it to MCC and the person on duty of maintenance engineering
department；
Bring forward the disposal opinion about it.
b) When the aircraft is in maintenance period, the maintenance
personnel should take charge for the security work of it. The workshop
director or the section commander should check the security work. One
personnel must be appointed to monitor the aircraft. His responsibility
is:
① To prevent other person from going abroad；
② Especially when the maintenance personnel leaves the
place for a short time and nobody inspects it, he should supervise the
security condition of aircraft.
c) In the maintenance period (either daytime or nighttime), place foreign
matters (the facility and articles that are not allocated) at the passenger
cabin. The responsible technician should report it to the workshop
director or the section commander before doing this. The foreign matters
must be put at the visible place and packaged if necessary. Place an
index plate (card) to prevent it from losing or being disposed as garbage.
d) In the maintenance period of aircraft, the security personnel take
charge for the security sequence at the parking apron. He can bring
forward the comment for any questions or report it to the security
department.
(3) Aircraft Handover File Management
a) The aircraft delivery receipt should be used as a certificate
of aircraft handover responsibility when the maintenance personnel and
the security personnel hand over the aircraft.
b) The security personnel should provide and keep the
delivery logbook.
c) The conservation of the aircraft delivery document：
The aircraft delivery receipt must be stored at least for
three months for future reference.
9. 16.5.5 Aircraft Inspection
Before handover, check the aircraft carefully:
1) Whether the door is closed.
2) Whether all parts of aircraft have been repositioned.
3) Whether the external appearance of the aircraft is in good condition.
4) Whether there are any foreign matters or other equipment outside the

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aircraft connecting with the aircraft.

5) Whether the sealing strip or the lead sealing is intact.
6) Other items to be accomplished.
9. 16.5.6 Deferred items
1) When the delivery party and the receiving party are checking the
aircraft, they can have qualified opinion if any problem is found.
However, the reserved items must be clearly indicated.
2) If there is any damage, make a record of the damage position,
dimension and degree, and sign on it. It includes the mechanical scratch
caused by foreign matters.
3) If there is any severe damage, report it to the operation control center
at the flight base.
9. 16.5.7 Aircraft Custody
1) If the aircraft is parking at the airport because of maintenance, repair
or periodic inspection, the maintenance personnel should take charge for
the security of it. If the door is open, the security personnel should keep
on duty and prevent any other person going aboard.
2) When the aircraft is parking at the airport because of maintenance, if
the maintenance work has not finished and the maintenance personnel
need to hand over his work with security personnel, he must meet the
following requirements:
(1) The place where the aircraft is parking because of
maintenance, repair or periodic inspection must be covered and prevent
it from falling off;
(2) There must be no spare parts, tools and other auxiliary
facilities around the place where the aircraft is parking because of
maintenance, repair or periodic inspection;
(3) If there is any flammable or corrosive material around the
place where the aircraft is parking because of maintenance, repair or
periodic inspection, solve security problem with the security personnel
before handover. Otherwise, the security personnel have the right to take
over the aircraft;
(4) All the service doors of the aircraft must be closed. If any
door cannot be closed, handle it according to Item 1.
3) If the maintenance, repair or periodic inspection work of the aircraft
has not finished and the security personnel must take over the aircraft,
he must assist to check whether the covering is firm and reliable. In the
course of monitoring, if the weather is very bad:
(1) Notify the maintenance to try all means to avoid the
damage of aircraft.
(2) However, the security personnel are not responsible for the
damage caused by force.
(3) If the security personnel do not take any emergency
measures and the aircraft is damaged, the security personnel are

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dereliction of duty and should be punished, but the undiscovered

dangerous condition is not included;
4) When cleaning the exterior aircraft, the cleaners must handle
handover procedure with the security personnel.
9. 16.6 Aircraft Release
9. 16.6.1 Definition
1) Release
The release of the aircraft includes airworthiness release and dispatch
release；
(1) Airworthiness Release:
The technical release refers to the certification to prove that the airplane
is in good technological condition after the maintenance; it conforms to
airworthiness standard and can safely accomplish flight tasks.
(2) Dispatch Release:
The dispatch release means the airplane equipment and relevant
condition conform to the flight characteristics and requirements based
on technical release.
2) Release Personnel
(1) It refers to the personnel who have the maintenance personnel
license issued by China Civil Aviation Bureau and are authorized by the
maintenance unit according to the approved procedure of the company.
(2) It also refers to the dispatch personnel who have the flight
dispatcher license issued or authorized by CAAC and are authorized by
the flight dispatch unit according to the approved procedure of the
company.
3) Line Maintenance
It refers to the routine check according to the work sheet provided by the
operator, and the disposal of malfunctions and defects according to the
relevant aircraft and engine maintenance manual including the reserved
malfunctions and defects according to MEL and CDL of the operators.
4) Periodical Check
It refers to the periodical check and maintenance when the aircraft or
components used for a certain hours according to the approved
documents. The periodical check and maintenance is used for the fuselage
and power unit, it dose not include overhaul.
5) Modification
It refers to common modification according to the approved or permitted
airworthiness documents by CAAC. But for the important modification
should be introduced on the modification details. Here it dose not refer
to the approval of the modification in the modification plan.
9. 16.6.2 Qualification of Technical Release Personnel
1) Who have maintenance personnel license issued or authorized by
China Civil Aviation Bureau?
2) With the subscription of corresponding aircraft type.
3) They are authorized by the company.
9. 16.6.3 Airworthiness Release

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The airworthiness release of the aircraft is permitted when all of the

following requirements are satisfied:
1) All the items on the work sheet (card) for specific maintenance
project have been accomplished;
2) All the airworthiness instructions, service notices and modification
items have been implemented;
3) The reserved fault item must meet the requirement of MEL/CDL；
4) All the equipment trouble and defects found or report by the crew has
been eliminated/corrected;
5) Approval procedures for reserved items, substitute equipment and
overdue facilities have been handled;
6) The qualified inspectors with inspector license have accomplished the
inspection items;
7) The on-board technical files and certificates are intact and effective;
8) The technological performance of emergency equipment is in good
condition and the emergency marks are clear;
9) Relevant technical files have been subscribed;
10) The release of private line should conform to Private Line Operating
Instruction of China Civil Aviation.
9.16.6.4 Release of line maintenace：
(1) TJA or the authorized agent who has relevant license when the
aircraft meets all the airworthiness conditions must give the release at
the en-route airports. The agent must fill out maintenance record on
Aircraft Technical Logbook and sign on it for approval.
(2) Non-transit routine maintenance aircraft, during the short stop, flight
crew is responsible for inspection according to FCOM – external
inspection, and confirm it fit for all airworthiness requirements, no need
for airworthiness release. Refers to Maintenance Engineer Management
Manual – 5.5 Line maintenance.
9.16.6.5 Release of alternate
(1) Aircraft is airworthiness：
When the aircraft lands at the airport without any maintenance agent,
after flight crew complete the required items applied by maintenance
department, the authorized captain subscribes technical release in the
premise that the aircraft is in good airworthiness condition.
(2) When it requires for breakdown maintenance：
a)The captain should report to the operation control center of the
company;
b)The operation control center will notify MCC；
c)MCC sends qualified maintenance personnel. He must fill out
the maintenance record in Aircraft Technical Logbook when it meets the
airworthiness requirement and sign on it;
d) If the captain cannot find the subscription of technical
release on the Aircraft Technical Logbook, it means the aircraft is not in
airworthiness condition and it cannot take off.
9. 16.6.6 Aircraft Equipment（CCAR-121.627）

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Before the dispatch release of aircraft, the flight dispatcher and the
captain should verify that it is in airworthiness condition and all the
instrument and equipment applicable for flight course operation have
been provided. Otherwise, the dispatch release cannot be given and the
aircraft cannot take off.
9. 16.7 Aircraft Towing
9. 16.7.1 General Description
1) The aircraft tow can only be implemented after the receiving the
written or oral notice of the person on duty of the MCC. Nobody can
carry out aircraft tow and taxiing work without the permission of the
ATC.
2) The cooperation and information communication among personnel
are the guarantee of the safety of aircraft tow. The tow operators must
use standard terms and hand signals.
3) Before the ground aircraft tow commander receives the affirmative
signal of the captain, do not carry out aircraft tow. The captain should
release the brake before ground aircraft tow.
9. 16.7.2 Personnel on board Qualification
Only the aviator qualified for the aircraft type can operate it.
9.16.7.3 Staff onboard
1) Duties
(1)Do the communication with ATC;
(2)Monitor the whole process of aircraft tow;
(3)Correctly operate according to the command of the ground
commander.
2) Requirement
(1)Be familiar with the use of the equipment onboard;
(2)Keep the communication with ATC, and obey the orders of ATC;
(3) Keep the communications with the ground commander;
4) Use brakes according to the ground commander during the normal
tow;
5) Use brakes to stop the aircraft during the emergency or dangerous
situation such as the disconnecting of the tow bar.
9. 16.7.4 Tow/Push Speed And Angle of Turn
1) The linear velocity of airplane tow in open area should:
Not more than 10KM/H.
2) When it passes by the obstacles, the crowded area and the slope area：
The driving speed cannot be more than 1.5KM/H.
3) At night and in special weather condition：
The towing speed cannot be more than 5KM/H.
4) The speed during turing:
The speed cannot be more than 3KM/H.
5) When towing the airplane to the parking place：
The speed should not be more than 5KM/H.
6) The airplane towing speed is：Not more than 5KM/H.
7) The turing speed for airplane towing/push

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Should conform to relevant regulations in the maintenance manual.

9.16.7.5 Inspection Work Before Flight
Before flight, the captain should listen to the introduction of the aircraft
maintenance work given by ground maintenance personnel and the
inspection result given by aircrew members. After verifying that the
aircraft qualifies for flight task, he must report the preparation work to
the flight dispatcher.
1) The aircrew should check the certificates, documents and logbook
necessary for flight one by one and check the loading capacity and the
center of gravity of the aircraft.
2) The aircrew should carry out external examination according to
Airplane Flight Manual for a certain type of airplane, check whether the
tire wear and tear conform to the release standard and conduct external
examination for the cockpit and the passenger cabin.
(1) In normal situation, when the airplane stops at the parking
apron, acceptable blocks should be placed at the front and back exterior
tires of each main mount.
(2) If there is a big gale or the parking apron slides or there is
a slope, place more blocks;
(3) The shear pin of the undercarriage must take down by
maintenance personnel after airplane tow. Before taxiing, the captain
should verify that it has been taken down for the second time;
3) Under the cooperation of ground maintenance personnel, the aircrew
carries out current-carrying and operation inspection of each flight
system according to Airplane Flight Manual;
9.16.8 Airplane Flight Log Files（CCAR-121.701）
1) The airplane flight log files are the most important original data
logging for airplane operation and maintenance. The captain should fill
out all the flight log files every time.
2) The record must be explicit, the failure phenomena should be
comprehensive and complete, and the disposal remarks must be precise.
Use blue or black ball pen. It includes the date, signature and the license
number.
3) The airplane flight record includes the following files:
(1) Flight Logbook;
(2) Airplane Technical Logbook;
(3) List of Reserved Malfunction; （if there is）；
(4) Maintenance Records (Temporarily, for example, flight
parameter record of relevant equipment, flight-test sheet, etc);
4) The position on board of the above mentioned files.
(1) The Flight Logbook and List of Reserved Malfunctions should
be placed in the copilot;
(2) Cabin Logbook and Maintenance Records etc should be put in
the rack over the first row of the right hand in the cabin.

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5) The above-mentioned log files are as important as the maintenance

and the operation of airplane. If there are no adequate log files (or
incomplete), the airplane is not in airworthiness condition.
6) Before each takeoff, the ground personnel should keep a copy of the
flight logbook.
9.16.9 CAAC Parking Apron Inspection
1) When CAAC (Civil Aviation Administration of China) safety
supervisory personnel inspect the airplanes at the parking apron, the
captain should provide airplane flight log files and cooperate with the
inspectors.
2) When the inspectors ask the questions about the airworthiness of the
airplanes, both the captain and the maintenance and technical release
personnel should reply according to the facts.
9.16.10 Engine run-up regulations at non-base airport
To confirm the fault or check the fixing result after fixing and complete
engine run-up check after associated maintenance, flight crew should
carry out engine run-up if there are no maintenance personnel who can
meet the engine run-up qualification. But the engine run-up carried out by
flight crew normally limit to non-technical engine run-up. This flight
crew should define engine run-up requirements and notices.
Note: non-technical engine run-up mainly refers to engine starting and
thrust lever moving or thrust reverser retracting and extending engine
run-up only, which is carried out before or after the correction of system
fuel leakage and fixing of engine start system, air system, thrust reverser
system failures.
9.16.11 Airplane route type limitation (CCAR-121.157)
For scheduled flight operation, twin engine turbo airplane should not be
used when the flight time is more than 1 hour from one point of the
flight route to the available airport (flight at the normal cruise speed
with one engine shutdown at the static air) unless that ETOPS is
approved by the CAAC in W chapter CCAR-121.

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9.17 Complementary operation （CCAR-121.700）

9.17.1 Complementary operation flight clearance right
1) Before flight the dispatcher authorized by the company should make
a flight clearance sheet ready for flight according to the conditions
followed by this flight. Only when both the captain and the authorized
dispatcher think it is safe to fly, the captain can sign the flight clearance
sheet.
2) When the airplane that implements the complementary operation is
on the ground for over 6 hours, the new flight clearance sheet should be
signed again, otherwise it is not allowed to continue flying.
9.17.2 Familiarity of weather condition
For complementary operation, the captain should be fully familiar with
the flight path, the report and prediction of the weather in the airport, or
it is not allowed to fly.
9.17.3 Handling of the load sheet, flight release and flight plan
for the complementary operation
1) The captain of the complementary flight must carry the following
original files or the signed copy to the destination airport:
(1) Load sheet
(2) Flight release
(3) Airworthiness dispatch sheet
(4) Pilot line certificate
(5) Flight plan
2) When flying from the airport other than the primary operational
branch of the company, the captain should immediately hand over the
above 1) items to the controlling branch or the delegate before or after
flight.

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10.0 Table of contents

10.0 Table of content 10-0-1
10.1 Basic Principles for Passenger Service 10-1-1
10.2 Passenger Reception 10-2-1
10.2.1 Regular Boarding 10-2-1
10.2.2 Delayed Boarding 10-2-1
10.2.3 Permission of Passengers into the Cockpit 10-2-1
10.2.4 Reception of Passengers at Stops 10-2-1
10.2.5 Service for Special Passengers 10-2-2
10.2.6 Maximum Number of Special Passengers to be 10-2-3
Carried
10.2.7 Arrangement of Exit Seats 10-2-4
10.2.8 VIP Guarantee 10-2-4
10.3 Courtesy Visits 10-3-1
10.4 Passenger Address 10-4-1
10.4.1 Broadcast requirements 10-4-1
10.4.2 Passenger Address from the Cockpit/PIC 10-4-2
10.5 Prohibited and Limited Use of Portable Electronic 10-5-1
Devices
10.5.1 General 10-5-1
10.5.2 Devices Prohibited Throughout the Flight 10-5-1
10.5.3 Devices Prohibited in Critical Phases 10-5-1
10.5.4 Devices Permitted During the Flight 10-5-1
10.5.5 Power of the PIC 10-5-1
10.5.6 Power of Security Officers and Flight Attendants 10-5-1
10.6 Handling Principle and Procedure of Dangerous 10-6-1
Passenger
10.6.1 Definition of Harmful Passenger 10-6-1
10.6.2 Laws References 10-6-1
10.6.3 Harmful Passenger Classification 10-6-1
10.6.4 Handling Principles of Harmful Passengers 10-6-1
10.6.5 Flight crew In-flight Handling Techniques 10-6-1
10.6.6 Harmful Passenger Handling Procedures 10-6-2
Chapter 10 Passengers and Cargo page: 10-0-1
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10.6.7 Passenger Assault against Crew Members 10-6-3

10.6.8 Crew Reports 10-6-4
10.6.9 Security Officer „s Authority and Procedure to Deal 10-6-4
with the Offensive Passenger
10.8 No Smoking Policy 10-8-1
10.9 Limitations on Drinking Alcoholic Beverages on the 10-9-1
Aircraft
10.10 Secure of Food, Drinks and Services During Ground 10-10-1
Movement, Take-off and Landing
10.11 Weapons 10-11-1
10.11.1 General 10-11-1
10.11.2 Implementing principles 10-11-1
10.11.3 Handling of Armed Passengers 10-11-2
10.11.4 Handling of Passengers Temporarily Carrying a Gun 10-11-3
10.12 Criminal Suspects 10-12-1
10.13 Passengers with Special Admission 10-13-1
10.13.1 Scope of Passengers with Special Admission 10-13-1
10.13.2 Policy on Passengers with Special Admission 10-13-1
10.13.3 Requirement on Special Permission Personnel by 10-13-1
the Pilot-in-command
10.13.4 Others 10-13-2
10.14 The Right of Transportation Refusal 10-14-1
10.14.1 Basic Requirements 10-14-1
10.14.2 Transportation Limit 10-14-1
10.14.3 Refusal of Transportation 10-14-1
10.14.4 Handling of Refused Passengers 10-14-2
10.14.5 Information on Refused Passengers 10-14-2
10.14.6 Emergency Evacuation Procedures for Special 10-14-4
passengers
10.14.7 Duplicate Copy of the Procedure and its Revision 10-14-4
10.15 Baggage/Cargo Transport 10-15-1
10.15.1 Baggage Transport Policy 10-15-1
10.15.2 Baggage Storage in the Cabin 10-15-1
10.15.3 Special Goods Transport 10-15-2

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10.15.4 Baggage Transport at Stops 10-15-3

10.15.5 Loading and Transport of perishable goods 10-15-3
10.15.6 Cargo in the Cabin 10-15-4
10.16 Movement of Passenger Baggage 10-16-1
10.16.1 General 10-16-1
10.16.2 General Policy 10-16-1
10.16.3 Baggage Shift 10-16-1
10.16.4 Domestic Flight 10-16-1
10.17 Diplomatic pouch 10-17-1
10.18 Special Goods Notification to Captain 10-18-1
10.18.1 General Rules 10-18-1
10.18.2 Filling out the NOTOC 10-18-1
10.18.3 Other special goods 10-18-1
10.18.4 Sign for Special Cargo and Retention 10-18-1

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10 Passengers and Cargo

10.1 Basic Principles for Passenger Service
1) The service provided by the Tianjin Airlines Co., LTD will be based
upon the principles of safety, punctuality, comfort and high efficiency.
2) During the flight, the safety will always occupy the first place.
3) The pilot-in-command has the supreme power as well as the
responsibility to ensure the safety of the airplane and the passengers
aboard.
4) The pilot-in-command has the responsibility to ensure the safety of the
passengers aboard till they get off.
5) To meet the requirement of the passengers and consignors is the basic
principle of the company‟s operation.
6) Simulation of emergency situation is prohibited when passengers
and/or cargo are on board.

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10.2 Passenger Reception

10.2.1 Regular Boarding
1) In general situation, the passengers start boarding after the crew and
the cabin are ready. When the passengers are boarding, the flight
attendant must be onboard and provide the passengers with information
such as aircraft layout, seat location and the place to put portable
baggage etc.
2) Special passengers may register in advance
3) Before passengers boarding or left the aircraft, the air stair or the
bridge must be in position, and the distance between the aircraft and
the stairs could not be too far, the air stair should be close to the
aircraft.
4) Standard boarding time：
(1)Boarding in advance:20 minutes
(2) Normal boarding:15 minutes
10.2.2 Delayed Boarding
1) Due to Maintenance:
(1) If some mechanical failures happen, the maintenance personnel
should determine whether the boarding will be delayed or not and
advise the pilot-in-command. The pilot-in-command should
consider if it is necessary to put off the boarding.
(2) The pilot-in-command should coordinate with the Operation
Control Dept and obtain information from the Operation Control
Dept. such as whether the maintenance work will cause a delay or
how long will it will be delayed.
2) Due to other reasons: These include the ATC, weather condition and
fuel supply, etc.
(1) If the flight crew are already informed of the reason of delay, they
should inform the Operation Control Dept. or ground personnel to
postpone the boarding of the passengers.
(2) If they find out the reasons after the passengers have been aboard,
they should contact the Operation Management Dept. to determine
whether these passengers can stay aboard or they have to get off.
10.2.3 Permission of Passengers into the Cockpit
During the flight, no passenger is allowed to enter the cockpit. Only
when the aircraft is stopped on a parking bay and the captain believes that
such activity will not affect normal cockpit work and impair safety, can a
passenger visit the cockpit at the accompany of a pilot assigned by the
captain.
10.2.4 Reception of Passengers at Stops
1)While the passengers get off at the stopover aerodromes, the
pilot-in-command should contact the ground service sections to
transport them to the waiting room to have a rest.
2) If the passengers fail to get off, the purser will be in charge of the

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reception work. She has to know the demands of the passengers and
provide perfect service for them. In the meantime, she has to take care
of the safety of the passenger‟s compartment and prevent the illegal
and impertinent activities from happening, such as the smoking.
10.2.5 Service for Special Passengers
1) Definition：
The special passengers are the ones who need the special treatment
and care due to their mental or physical conditions or the ones who
needs to be transported under a certain condition. For the range of
special passengers, see the relevant chapters in the Ground Service
Manual.
2) Reception Principles:
(1) For special passenger transportation of TJA, captain has the right
to accept or refuse according to chapter 10.14.
(2) The Tianjin Airlines Co., Ltd has the rights to refuse the
transportation of those who have stinks, abnormal shapes, weird
habits, epidemic diseases or mental diseases and will harm the
other passengers.
3) The Service Procedure for Special Passengers：
(1) The range of special passengers:
VIP passengers, ill and handicapped passengers (ill passengers,
stretcher passengers, wheelchair passengers, blind
passengers/deaf passengers), unattended children, senior
passengers, pregnant women, infant passengers, criminal suspects
sent under escort, passengers who have special dining habits,
drunk passengers, passengers who occupy extra seat, confidential
traffic members/diplomatic messenger and secrecy passengers.
Note：Adult refer to the one who is more than 18 years old and
with the ability of civil actions and could carry out the
supervision during the flight.
(2) The procedure of the smuggler, exclusion passenger and the
supervised passenger
Principally our company does not to transport the smugglers who
don‟t take our flight. If does, the security officer shall collect relevant
materials according to repatriating passenger risk evaluation form, the
captain reports to AOC, and mutually decide with AOC if carry the
repatriating passengers or not;
If they‟re repatriated at the same aircraft, the quantity won‟t be
limited, but the condition that captain think they will endanger flight
safety is exceptional; seats of repatriated passengers shall be arranged in
middle position of passenger rear cabin, can‟t close to emergency exit and
corridor, purser shall understand the seat number of repatriated
passengers and report to the captain, if seat arrangement is not in
conformity with requirements, ask the office to exchange; meanwhile
remind security officers to monitor the cabin status, and the security
officers shall report to the captain once emergency conditions happen.

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4) Safety Requirements:
(1) The children under two years old who have bought the child ticket
must be held in a capable adult‟s arms during the flight or in the
children container approved by the CAAC, it may be the one
equipped by TJA, or taken by the parents or guardian of the child.
But TJA must make sure that the container is secured adequately
on the approved front seat, and the child is secured adequately in
the container.
(2) The passenger‟s folding wheelchair can be put either in the cargo
compartment or in the passenger compartment. While in the
passenger compartment, it should be folded and fixed by a safety
belt or other means to avoid slipping into the passageway and
causing some problems during the flight.
(3) The Operation Control Dept. or the agent should contact the
destination aerodromes in advance to get ready for receiving the
special passengers.
(4) The aircrew members should contact the destination aerodromes in
advance to get ready for receiving the special passengers.
(5) VIP onboard：
a) The bodyguards have to behave in accordance with the criticle
One of the Number Eight Document (1994) issued by the
Ministry of Public Security.
b) Please refer to the Security Program for the security guard‟s
working procedure.
10.2.6 Maximum Number of Special Passengers to be Carried
1）Limitation on special passengers transportation
(1) Due to the aircraft limitation, no passengers on stretchers should
be carried on any D328, EMB145, ERJ190 or A320 aircraft.
Disabled passengers on wheelchair can be carried on the following
three types of aircraft. Normally, the maximum number of special
passengers for each leg of each flight is as follows: 2 for EMB145,
5 for E190 and 5 for A320. As for disabled wheelchaired
passengers and unaccompanied half-disabled passengers on wheel
chairs, the limitation is 1 for EMB145, 5 for E190 and 5 for A320.
There is no limitation for accompanied half-disabled passengers on
wheelchairs and wheelchaired passengers who can take care of
themselves. No criminal suspects should be carried on the same
flight with VIPs.
(2)The amount limitation of special passengers does not include VIP,
infant, healthy old folks, pregnant less than 8 months,
accompanied blind people, deaf and mute people, self serviced
and/or accompanied half self serviced wheelchair disabled people,
criminals, special food request passengers, secret messenger/
foreign envoy, passengers takes extra seat, and secret passengers.
But except there is special passenger amount limitation in Ground

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Service Manual.
2）The restriction for unaccompanied children.
(1)TJA refuse to carry the following passengers: unaccompanied
child younger than 5 years old, unaccompanied deaf and mute or
blind child younger than 12 years old,
3）The restriction for infant passengers
The infant amount limitation is: 5 for DON328 and EMB145,
15 for EMB190, 20 for A320. If there is no other special
passenger, the number of infant must less than the maximum
number of redundancy oxygen mask of the flight.
10.2.7 Arrangement of Exit Seats（CCAR-121.593）
1）Exit seat means each seat from which a passenger can proceed directly
to the exit without passing around an obstruction and each seat in a
row of seats through which passengers would have to pass to gain
access to an exit.
2）Before taxi or push back, the flight attendant should check the capable
passengers take the emergency exit seats and make necessary
introduction.
3）A person should not be arranged to an exit seat if :
(1) The person lacks sufficient mobility, strength, or dexterity in
both arms and hands, and both legs to organize or assist other
passengers in evacuating from the exit;
(2) The person is less than 15 years of age or lacks the capacity to
perform one or more functions in assisting other passengers
during evacuation without the assistance of an adult companion,
parent, or other relative;
(3) The person lacks the ability to read and understand the Exit Seat
Instructions or the ability to understand oral crew commands.
(4)The passenger are not good in understand and speak in standard
Chinese language (especially for some foreigners).
(5) The person lacks sufficient visual capacity without the assistance
of visual aids beyond contact lenses or eyeglasses;
(6) The person lacks sufficient aural capacity without assistance
beyond a hearing aid;
(7) The person lacks the ability adequately to impart information
orally to other passengers; or
(8) The person has a condition or responsibilities, such as caring for
small children that might prevent the person from performing one
or more of the applicable functions in assisting other passengers
during evacuation; or a condition that might cause the person
harm if he or she performs one or more of these functions
10.2.8 VIP Guarantee
See the relevant chapter in Ground Service Manual.

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10.3 Courtesy Visits

1) To show a good public appearance and respect to the passengers, it is
recommended that the pilot in command pay a formal visit to the VIP
and other special passengers prior to takeoff or during the cruise.
2) The visit should be as short as possible. The pilot in command should
show good accomplishment and behavior.
3) The pilot in command should wear in business suit or short sleeve
underline with captain marks if it is hot during the visit. For the litter
or badly sick passenger, captain should pay enough attention to the
safety operation.

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10.4 Passenger Address（CCAR-121.569/571）

Flight crew must carry out passenger address especially when the flight
delays so as to ensure passenger‟s right to know.
Aim: to establish a world-class enterprise and world-class brand.
Orientation: Seize the opportunity of SKYTRAX audit, convey TJA‟s
service concept of safe, reliable, fresh and nature to the public by means
of captain/cockpit broadcast in order to establish a brand famous for
service quality.
Principle: Natural, Professional, Stable, Flexible
— Natural: the express should be gentle and natural without obvious
stiff tone so as to embody branding.
— Professional: the express should be clear and smooth with moderate
speed, tone and volume so as to embody professionalization.
— Stable: the broadcasting for abnormal condition should be in a
composed, slow and patient tone so as to embody humanity.
— Flexible: different situations should be well handled by combining
formality and flexibility so as to embody personalization.
10.4.1 Broadcast requirements
1) Under the condition not influencing normal flight operation, TJA
requires the captain to carry out passenger address. There is captain
broadcasting script in the onboard material as a reference.
2) It is suggested to use the hand microphone inside the cockpit for
captain broadcast. However, the utilization of broadcasting equipment
should be based on the passenger‟s listening effect. Thus flight crew
should test the broadcasting equipment before each flight to ensure
broadcasting and listening effect.
3) The captain broadcast should be in both mandarin and English. It is not
limited to one flight crew member to carry out the broadcast.
4) Flight crew should fully coordinate with cabin attendants before
broadcasting so as to keep the consistency of relevant information.
5) If the flight is within 2 hours, only is required (for special security
flights, are also required). If the flight is for 2~4 hours, welcome
broadcast and farewell broadcast are required (for special security flights,
cruise broadcast is also required). If the flight is more than 4 hours or it is
a international flight, welcome broadcast cruise broadcast and farewell
broadcast are all required.
6) When the captain is broadcasting, one pilot on seat should be assigned
to monitor ATC frequency.

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7) In critical flight phases (taxi, takeoff, landing and flight below 3,000m
(10,000ft) except for cruise), captain broadcast is not allowed.
8) In case of turbulence and abnormal or emergency condition, the
captain is responsible for some of the necessary cabin broadcast as
required by procedure.
9) Don‟t rigidly adhere to the broadcasting content and formative
language. However, don‟t be too random when making the broadcast. Pay
attention to the right usage of
English grammar and be in accordance with English way of expression.
10) 12-hour clock format should be used uniformly, and suffixes of a.m.
and p.m. should be added. For example, 10:30 in the morning should be
pronounced as ten thirty a.m.; 07:15 in the afternoon should be
pronounced as seven fifteen p.m.
10.4.2 Passenger Address from the Cockpit/PIC
Refer to associated supplemental material and SOP.

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10.5 Prohibited and Limited Use of Portable Electronic Devices

（CCAR-121.573）
10.5.1 General
According the civil aviation laws, the use of electronic devices will be
banned on board in order to ensure a safe communication of the airplane.
No flight crewmember may use personal electronic devices for purposes
other than flight operations throughout the flight.
The followings are the restrictions of the company on the portable
electronic devices.
10.5.2 Devices Prohibited Throughout the Flight
1) Mobile phone；
2) Interphone；
3) Toys and other electronic equipment with a remote control device；
4) Transmitter (amateur radio station, city wave bands, fax machine,
telephone)；
5) TV set；
6) AM and FM receiver；
7) Intercommunication BP
10.5.3 Devices Prohibited in Critical Phases
When the aircraft is in the critical flight phase such as on the parking
bay, in the course of taxi, takeoff, climbing, descent, approach and
landing , devices are prohibited to us e as follows:
1) Portable computers with the mouse；
2) Radio;
3) CD player;
4) Video recording player;
5) Video game console;
6) VHF scan receiver;
10.5.4 Devices Permitted During the Flight
1) Listening aid
2) (Cardiac)pacemaker and other medical equipment in the body;
3) Electronic watch;
4) Electronic shaver;
5) Acceptable life-sustaining device for personal use;
6) Devices installed by the company (Telephone/video and audio devices
etc.)
10.5.5 Power of the PIC
During the flight, when the captain discovers the existence of
electronic interference and suspects the interference is coming from
portable electronic equipment used by passengers, he has the rights to
require passengers to shut them off .
10.5.6 Power of Security Officers and Flight Attendants

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When passengers refuse to follow advice and continue to use restricted

electronic devices, air safety officer and flight attendant have the rights to
force them to turn off the power and handle it with dangerous passengers
handling procedure.

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10.6 Handling Principle and Procedure of Dangerous Passenger

10.6.1 Definition of Harmful Passengers
The Harmful Passengers are the ones who refuse to obey the aviation
laws and regulations with rude and dangerous actions and can offend the
other passengers and the aircrew members by words or actions.
10.6.2 Law References
As for the illegal activities of the Harmful Passengers, the Civil
Aviation Law of China, the Aviation Security Regulations and the Public
Security Management Regulations of China have some relevant
provisions.
10.6.3 Harmful Passenger Classification
They can be divided into three types:
1) The Harmful Passengers without fatalness: They are the ones of
exercising bad behaviors or sexual harassment and saying some bad
words.
2) The Harmful Passengers who violate the aviation security regulations:
They are the one of refusing to stop smoking after the no-smoking light
has been on, smoking in the toilet, demolishing the smoking detector,
refusing to fasten the safety belt after the indicator light has been on,
using the banned electronic devices, damaging the equipment on board
and drinking the alcohol-containing liquid not provided by the
attendants.
3) The criminal passengers: They are the persons who attack, steal,
intervene the regular work of the aircrew, carry weapons without
permission, use or carrying the restricted articles, hijack, damage the
equipment with intention etc.
10.6.4 Handling Principles of Harmful Passengers
1) The problem should be found and solved as early as possible to avoid
deterioration.
2) Treat the Harmful Passengers properly to avoid deterioration.
3) The good communication techniques are very important to deal with
the Harmful Passengers. The acceptance of the passengers‟ complaints
will also be helpful because everyone needs to do so from time to time.
Under which circumstance, the problem can be solved very soon
without any further measures.
4) The aircrew members cannot solve the problem by means of
intimidation (for example, telling the passengers that they are going to
call the policemen to force them out of the airplane or take some
other legal measures) because this will result in the deterioration. They
ought to tell the passengers the aftermath of their improper activities
with gentle words. Try to aim at the activities, not the passengers
themselves.
10.6.5 Flight crew In-flight Handling Techniques
1) Turn on the seat belt sign to make the passengers returning to their
seats spontaneously.
2) If there is unrest of a crowd, the aircrew should not leave the pilot‟s

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compartment. They can do some broadcast work to these passengers

with proper words and try to avoid the anxieties of other ones.
3) Consider using the employees of the company and the extra crew to
solve the problem. But they should be in uniform.
4) Before leaving the pilot‟s compartment to solve the problem in the
passenger‟s compartment, they should figure out the flight phase, status
and how much time they will leave. Time and condition permitted, the
copilot or the observer can go to solve the problem if there are three
pilots altogether while in the critical phase nobody can leave the
cockpit.
10.6.6 Harmful Passenger Handling Procedures
If the passengers are performing or going to perform some dangerous
activities that will harm the security of the airplane, other passengers and
the aircrews, any employee of Tianjin Airlines Co., LTD has the
responsibility to adopt any rational measures (including removing or
stopping) to ensure the security.
1) Before the Flight
(1) If a passenger continues his rude or hazardous activities, the purser
has to inform the pilot-in-command in time.
(2) The flight attendants can inquire the officers at the boarding gate if
they have noticed the rude and anomalous activities of the
passenger.
(3) The last measure, namely the removal of the passenger, can be
adopted only when he insists on staying aboard and will threaten the
security and the normal operation of the airplane. Whenever this
measure is adopted, the pilot-in-command should consult with the
ground tower control center and get contact with the local police
stations. However, the pilot-in-command will be responsible for the
safety of the flight and has the authority to determine whether to
keep the passenger on board or not. After the removal the passenger,
the pilot-in-command has to write out a flight security report and
the head of flight attendants ought to record the details in the Flight
Log.
2) During the Flight
(1) If the Harmful Passengers are found during the flight, the
attendants should inform the pilot-in-command immediately.
(2) The purser should brief the pilot-in-command about the Harmful
Passengers. A good contact between the attendants and the pilots is
an effective basis to ensure a secure operation.
(3) If necessary, the aircrew members can inform the operation control
center and the destination aerodromes.
(4) The flight attendants should get ready to solve the problem without
the assistance of the pilots through good communication skills and
flexible methods.
(5) Asking for the help of other passengers is the last choice because

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this may cause much more uneasiness.

(6) The aircrew members cannot leave the pilot's compartment on the
spur of the moment to solve the problem, especially when there are
only two members in the compartment. In order to solve the
problem, they can usually change the landing time or ask for the
help of the work staff of the company or the pilots in uniform of the
temporary aircrew. If the flight aircrew consists of three members,
the pilot-in-command can appoint one of them to enter the
passenger's compartment and solve the problem after figuring out
the essence of the problem, the flight phase and status as well as
how much time it will take.
(7) The continued flight toward the destination aerodromes is the best
choice. If the problem is serious, the pilot-in-command can contact
the ATC and the Operation Control Centre to determine whether
changing the flight route or not.
(8)Based upon the information provided by the flight attendants, the
pilot-in-command will determine the help in need after landing.
According to his notification, the ground personnel can coordinate
the local police stations to deal with the incident.
(9) Before the landing, the pilots will provide the ground information
of the destination aerodrome to the purser.
3) After the Landing
(1)The police officers at the aerodrome will take away the Harmful
Passengers. Before this, the flight attendants should ask all
passengers to stay in their seats.
(2)The pilot-in-command and the purser have to finish a detailed
report on this incident and submit it to the Safety Supervision Dept.
of the company
10.6.7 Passenger Assault against Crew Members
1) According to the laws, the term of assault means the activities that can
damage the bodies of others. Any activities with the nature of threat or
stroke can be regarded as the effective assault. As it is, the assault will
be accompanied by the activities that can disturb the operation of the
aircrew.
2) No appeasement for the assault is the principle of the company. Any
employee suffered from the assault will get the help of the company.
3) During the flight, any hazardous activities of the passengers will be
stopped.
4) If the assault happens, the purser or the security officer should report
the pilot-in-command immediately. After getting his approval, they can
take some compulsory measures against the Harmful Passengers and
turn over them to the police officers after the landing:
(1)The report of the assault is very important. The departments
concerned will make full investigation on the report and get as
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much information as possible, such as the assaulter's name, features

and address as well as the written statement of the witness, so as to
provide some evidence against the assaulter while filing a suit. The
information about the passenger will be acquired through the
ground duty sections and recorded in the report；
(2)In the emergencies, any aircrew members or passengers can adopt
some precautionary measures (including using a handcuff or nylon
rope against the assaulter) without approval to protect the airplane,
other passengers or the assets
(3)The pilot in command should inform the Operation Control Centre
or the representatives and authorities at the aerodromes before the
landing of the measures adopted against the Harmful Passengers.
10.6.8 Crew Reports
1) If the flight incident report is needed, the purser should notify the
pilot-in-command and put their names on it.
2) Record the related information right after the incident happened to
ensure the accuracy and the integrity of the report.
3) The content of the report should be objective and avoid the personal
comment or criticism on the passenger.
4)The participants or the witnesses of the incident should submit a
detailed reportwithin 48 hours after the incident happened, including
the cause and effect and other necessary information, especially the
time, location, passenger's name and address, witness's name and
address and the injuries of the working staff and the passengers.
5)If the incident results in a lawsuit, the authorities concerned can use this
report. The injured aircrew members should be taken to the nearest
hospital to receive the medical treatment.
10.6.9 Security Officer „s Authority and Procedure to Deal with the
Offensive Passenger
See the Security Program

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10.7 Crewmember Requirements at Stops Where Passengers Remain

Onboard（CCAR-121.393）
1) While staying at a stopover aerodrome, if the passengers continue to be
on board, Tianjin Airlines Co., LTD will obey the following
regulations：
(1) Ensure the turn-off of the engine and open at least one board
height exit for the passengers.
(2) The number of the flight attendants should be no less than half of
the required minimum number, regarding a decimal fraction as a
whole number.
(3) May replace the flight attendants with the flight service
personnel in uniform. But these personnel should be able to
conduct the contingency evacuation procedure and ascertain that
could be recognized by the passengers.
2) If there is only one flight attendant or qualified person, then this person
should be kept near the exit. If there are more, then these people should
be kept in the passenger‟s compartment equally to ensure a fast
evacuation of passengers in the emergencies.
10.7.1 The operational regulation of implementing connecting flights
at the stopover with passengers onboard
1) Operation principle
(1) Stop at remote parking bay, meeting the following situation:
a) Duty time is intensity or restricted flight
b) The flight has been delayed
c) Precipitation or strong wind environment
d) Several flight segment estimating delay
(2) Not enough time for stopover
(3) Captain decision stopover with passenger onboard
2) Limitation
(1) It is forbidden to implement if the flight crew is the minimum
configuration without air marshal, and there is no other flight member
with uniform to do the flight attendant monitor duty
(2) If there is a special passenger onboard (including VIP) should ask
them first
(3) During meal service, and there is no heating equipment onboard,
cockpit is narrow
(4) The aircraft needs to be checked, maintained and tested.
(5) When using quick stopover weight table the brake temperature
indicate abnormal
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(6) APU fault retains and outer temperature is bad (high, low
temperature)
(7) Load and/or transit passenger seat arrangement is unreasonable,
there exists nose up risk
(8) Change flight crew
(9) For the first flight leg, the actual closed door time of takeoff
airport to actual landing time of destination exceed 4 hours (including
flight time, taxi time, ground holding time and de-icing time)
(10) International flight passengers need to do the custom procedure
(11) During stopover, delay is supposed to be exceeding 30 minutes
3) The Requirements of the Flight Crew Members at the Stopover with
Passengers Onboard
(1) Ensure the turn-off of the engine and open at least one board height
exit for the passengers.
(2) Monitoring transit passenger preventing endangering flight safety
behavior, for instant, stepping into apron or destroy aircraft facility.
(3) The number of the flight attendants should be no less than half of
the required minimum number, regarding a decimal fraction as a whole
number, and replace the flight attendants with the flight service personnel
in uniform. But these personnel should be able to conduct the
contingency evacuation procedure and ascertain that could be recognized
by the passengers.
(4) If there is only one flight attendant or qualified person, then this
person should be kept near the exit. If there are more, then these people
should be kept in the passenger‟s compartment equally to ensure a fast
evacuation of passengers in the emergencies.
(5) During passenger boarding or cargo loading, passenger and /or
goods may led imbalance, causing CG move out of tolerant, therefore
transit passenger may put into the middle of the aircraft, ground
support unit may avoiding this situation happens, and captain shall
cooperate with support unit to prevent aircraft tilt.

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10.8 No Smoking Policy

TJA‟ rules: No smoking at any position and any time on board. And
the NO SMOKING sign should be kept on all the time.

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10.9 Limitations on Drinking Alcoholic Beverages on the Aircraft

（CCAR-121.575）
1) Anyone cannot drink the alcohol-containing beverage on board unless
provided by the flight attendants.
2) The drunken people are not allowed to be on board.
3) During the flight, the alcohol-containing drinks cannot be offered to
the following people：
(1) The people with a drunken status;
(2) The escorting people or the escorted people;
(3) The people with a lethal weapon.
4) If anyone refuses to obey the regulations above, or disorder takes place
due to a drunken passenger on board, TJA will submit a report to the
authority within five days whereafter.

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10.10 Secure of Food, Drinks and Services During Ground Movement,

Take-off and Landing （CCAR-121.583(a), (b)）
1) Under any of the following circumstances; the airplane cannot move,
take off or land.：
(1) There is no food, drinks or dishware by the seats of the passengers.
(2) The trays for the food and drinks and the tables on the back of the
seats have not been fixed in their reservation location.
(3) The trolleys have not been fixed in their reservation location.
(4) Before all aisle video displays are retracted.
2) The aircrew members have the right to ask the passengers to obey
those regulations.

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10.11 Weapons
10.11.1 General Information
1) According to the Civil Aviation Law of China and the Civil Aviation
Security Regulations of China, the passengers will be banned to take
the guns, ammunitions, ordnnance or police weapons aboard. TJA
usually refuses the transportation of the weapons in principle unless the
passenger has a legal gun-holding certificate and an approval.
2) The public security department and the security inspection department
of every aerodrome have the obligation to inform the aircrew of the
armed security personnel.
10.11.2 Implementing principles
1) The Authorized Armed Passenger
(1) The approved servicemen can take the weapon aboard according to
the Regulation on the Security Personnel with Weapons on Board a
Civil Airliner issued on May 21, 1994 by the CAAC.
(2) Security Officers and secured people (refer to Security Program)
(3) Guards should have the identification letters (refer to Security
Program chapter 2 and 3) and the gun-holding certificate. The
security check of the aerodrome can let these people pass if they
have those letters.
(4) The guns and bullets don‟t need to be kept by the aircrew. The
security personnel can take care of them by themselves with the
principle of separating the guns from the bullets.
(5) If a security officer takes the civil airliner alone, he should go
through the formalities above. But he and the other articles should
be under the security check.
2) Airport security check guaranteeing department is responsible for
checking the boarding qualification of the Security Officers with
weapons, and after confirming the gun separating from bullets, they fill
in the Security Officers with Weapons Boarding Notifying Sheet and
hand it over to captain for signing.
3) Crew Responsibility
1) The captain should sign on it (no need for checking the identity
card of the Security Officers) and inform the security personnel and
flight attendants of the Security Officers and secured people‟s seats
after receiving the Security Officers with Weapons Boarding
Notifying Sheet ( refer to 11-1 in detail) provided by security check
guaranteeing department.
2) The captain can confirm transporting only after receiving the
Security Officers with weapons boarding notifying sheet provided
by security check guaranteeing department when he know
Security Officers

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with weapons will take this flight.

3) The people with weapons can not be provided with alcoholic drink.
4) For TJA flights, we follow the above rules no matter what the
aircraft operation right is.(dry lease or wet lease)
5) For VIP foreign guests and their bodyguards with weapons, we
follow the above rules.
Table 10-1 Security Officers with weapons boarding notifying sheet
NO00001
confidential
NO.
____
Flight_____
____(number)Security Officer(s) are/is performing guarding mission,
seat number _____, with__(number)____(type of weapon),____bullets
s e p a r a t i n g f r o m g u n s .
Written by:______
Signed by:_______(captain of this flight)
____Airport security check center.
Year____month_____day__
Boarding with guns notifying sheet No.__
NO0001
confidential
No.___
Flight_____
____(number)Security Officer(s) are/is performing guarding mission,
seat number _____, with__(number)____(type of weapon),____bullets
s e p a r a t i n g f r o m g u n s .
Written by:______
Signed by:_______(captain of this flight)
____Airport security check center.
Year____month_____day__
Boarding with guns notification No.__
Counterfoil of Security Officers with Weapons Boarding Notifying Sheet
10.11.3 Handling of Armed Passengers

1) If the armed passengers are found before the departure of the airplane：
(1) The purser and the security officer should inform the
pilot-in-command immediately；

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(2) The aircrew will coordinate with the ground public security
department to deal with it.；
(3) Before the disposal of this incident, the airplane cannot take off。
2) If the armed passengers are found during the flight:
(1) The purser and the security officer should inform the
pilot-in-command immediately and ask the flight attendants to
keep on alert;
(2) The aircrew will make full preparation for any sudden change;
(3) The pilot-in-command will contact the Dispatch and Control
Office of the Company and the ATC to determine how to solve the
problem；
(4) According to the direction of the pilot-in-command, the security
officer will make some communication with the armed passengers;
(5) The flight attendants should pay attention to the activities of the
armed passengers and keep the passenger‟s compartment in order;
(6) After the landing, the aircrew will cooperate with the ground
public security officers to deal with the problem.
10.11.4 Handling of Passengers Temporarily Carrying a Gun
10.11.4.1 If passengers boarding with guns, the airport security need
review the passengers‟ certificate, the certificate required to print a
photo, signature of authorized personnel and official seal；
10.11.4.2 In addition, informing the captain on duty the passenger‟s
name, seat number, and indicate the armed personnel of the situation:
armed guards, escorts, or escorts who escort the suspects and so on；
10.11.4.3 Can not provide alcoholic beverages to passengers with
guns, if there are many armed personnel, the purser should ensure all
armed personnel to knowledge of each other;
10.11.4.4 Fights from/to United States or flights in United States, if
there is passenger boarding with guns, should report TSA 24 hours
before departure or after the receipt of a notice of passenger boarding
with guns, the report should include the identity, routes, and the
description of carrying weapons.

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10.12. Criminal Suspects

1) According as: According to the Civil Aviation Law of People’s
Republic of China, Civil Aviation Regulations of People’s Republic of
China, and the Notification of Escorted Criminals Taking Flight issued
by civil aviation security [2001]250. If the public security department
(including People‟s Court, People‟s Procuratorate, National Security,
Military Security) take the airliner with a criminal (or a suspect), the
following regulations should be obeyed.
2) Normally it is prohibited to take air when escort criminals. When it is
necessary to take air, it must be reported to the public security office of
the province, municipality, city under the central government, and get
the approval. The escorts should show the relevant certificates.
3) The escort rules is the escort will responsible for the mission when
carry out the criminal escort missions;
4) Before carry out the escort mission, the public security department
must get the approval of he civil aviation security department, and
transact the escort formality;
(1) Present the introduction letter of the unit and the work card and
relevant legal documents;
(2) Advise the relevant case and the information of the escorted
criminal;
(3) Fill in the relevant form for escort criminals;
5) The escorts should not take weapons when boarding;
6) The criminals could not take the same flight with VIP;
7) The escorts should be 2 or 3 times as many as the criminal (or suspect).
Necessary tools could be used on the criminals. During the flight, no
unaccompanied action of the criminals to prevent him out of control.
8) When the criminals, illegal immigrations escorted by foreign escorts
return to our country taking TJA flight, they must report to and
approved by the public security office of the province, municipality,
city under the central government, and get the approval from the public
security bureau of CAAC.
9) The unarmed escorts and the criminal (or suspect) must be on board
earlier than the other passengers and get off later than them.
10) The unarmed escorts and the criminal (or suspect) will be seated at
the last row and not in the vicinity of the passageway. But they cannot
stay at the emergency exit.
11) The alcohol-containing drinks cannot be offered to the unarmed
escorts and the criminal (or suspect). The food and dishware can be
provided to the criminal (or suspect) only after the approval of the
unarmed escorts.
12) If the seat for the criminal needs to be changed, the escorts should

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notify the pilot-in-command.

13) If necessary, the pilot-in-command can refuse the boarding of the
criminal (or suspect) due to some security reasons.

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10.13 Passengers with Special Admission (CCAR-121.591 (a) (b) (c)

(d) (e))
10.13.1 Scope of Passengers with Special Admission
1) The aircrew members
2) The employees of the company
3) CAAC supervisors or representative examiners performing CAAC
tasks.
4) The personnel needed for the security of the flight
5) The personnel needed to take care of the animals
6) The personnel needed to take care of the dangerous articles
7) The personnel needed to protect the valuables or the confidential
materials
8) The personnel needed to take care of the fragile or decayed articles
9) The personnel needed to take care of the experimental vessels or article
containers
10) The personnel who can operate the uploading and downloading
equipment
11) The personnel who can upload and download the oversize articles
12) who are fulfilling a military transportation contract with a special
permission of the associated military departments：
(1)The military couriers；
(2)the military route supervisors；
(3)The military transportation contract coordinators；
(4)The flight aircrew members who are fulfilling a military transportation
contract
13) The entourage of the leaders of the company who are dealing with the
business
10.13.2 Policy on Passengers with Special Admission
The transportation of the personnel listed above should observe the
following regulations.：
1) They must be able to move freely from their seats to the pilot's
compartment, the ordinary exit or the emergency exit.
2) There should be the approved seats with the safety belts for these
people. These seats should not disturb the operation of the flight
aircrew.
3) The pilot-in-command can inform those people through some ways of
no smoking or fastening the safety belt.
10.13.3 Requirement on Special Permission Personnel by the
Pilot-in-command
Before the departure, the pilot-in-command should ensure that the
aircrew has informed the people with a special permission of the
following things.

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1) The regulation of no smoking

2) The use of the seat belt
3) The location and the use of the emergency exit
4) The use of the oxygen equipment and contingency oxygen equipment
10.13.4 Others
1) While arranging seats for the passengers with a special permission,
their requirements necessary for the completion of the mission should
be considered.
2) The passengers with a special permission should accept the
management of the aircrew members and the pilot-in-command has the
authority to allow them entering the pilot's compartment.

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10.14 Right of Transportation Refusal (CCAR-121.595)

10.14.1 Basic Requirements
1) All the personnel of the company engaged in the operation and the
management should meet the passengers' reasonable demands on
transportation service and protect their legal rights and interests as
much as they on the premise of ensuring the security. Unless the
passengers violate the civil aviation laws and regulations considerably,
nobody can refuse the transportation of them, their baggage and their
cargo
2) If the company feels necessary to refuse the transportation of the
passengers, their baggage and cargo according to the civil aviation
transportation management regulations and other regulations made by
the company, it has the right to do so.
10.14.2 Transportation Limit
The transportation of unaccompanied children or infants, sick
passengers, the pregnant, the blind and the deaf, passengers on stretchers,
wheelchair passengers who cannot take care of themselves without the
accompany of adults, criminals (or suspect) should be approved in
advance and some preparation work should be done if the transportation
can meet the requirements made by Tianjin Airlines Co., LTD.
10.14.3 Refusal of Transport
The company cannot refuse the transportation of some passengers with
the excuse of that these people cannot move to the exit quickly without
the help of others and this will harm the security. However, under the
following circumstances, the company can do so.：
1) The transportation has been banned by the laws, policies and mandates
of the state.
2) The passengers are not suitable for air travel due to their activities, age,
mental or physical conditions or they will make the others
uncomfortable and put at risk themselves, the others or their properties.
3) The passengers violate the laws, regulations and mandates of the state
or do not observe the legal procedures of the company.
4) The passengers refuse the security check of the government, the
aerodrome and Tianjin Airlines Co., LTD.
5) The passengers do not pay the tickets, the bills and the taxes or do not
accept the credit payment with Tianjin Airlines Co., LTD.
6) The passengers fail to show the valid certificates that are necessary due
to the laws, policies and mandates of the state and associated
regulations.
7) The tickets shown by the passengers are not acquired legally or from
the sales agents or the tickets are the ones that are counterfeited or have
been stolen or the face of the tickets has been changed by the
passengers and not by the company and its sales agents.
8) The ticket holder cannot prove that he is the exact one listed in the
"Passenger's Name" column on the ticket.
9) The passengers refuse to observe the procedures and the requirements

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made by the company in order to help them move to the exit quickly in
the emergencies with the assistance of others.
10) According to the arrangement procedure for the seats near the exit,
the remained ones are not suitable for the handicapped passengers.
10.14.4 Handling of rejected passengers
When rejection occurs during the operation, the Operation Control Dept.
must be advised to handle the rejected passenger.
10.14.5 Information on Refused Passengers
1) When flight crew meets special passengers that are not in accordance
with the carrying requirement, they can refuse carrying the passengers
according to company regulations and report to the operation control
centre responsible dispatcher immediately. If they cannot decide whether
the passengers should be refused, the flight crew should report it to the
operation control centre responsible dispatcher and take actions under the
direction of the dispatcher. The Captain should sign "Passenger
Transportation Declaration” and “Special Passenger Notice to Captain”
on behalf of Company if necessary. The flight crew should fill in
Security/Information Quick Report and send it according to the procedure
after the flight if there are such cases as refusing special passengers
during the flight.
2) Passenger Transportation Declaration
(1) "Passenger Transportation Declaration" is the letter of consent of
exclusion and exemption of passenger transportation responsibility.
This form should be filled by the special passenger who requires
special application when buys the ticket or occasionally applies
special care at airport, as well as when in the international
transportation the passenger needs to confirm its travel and the related
credential or other conditions conform to the law and other related
regulations of country where the origin, stop over, destination airport
is belong to. On its back are conditions on board aircraft and
description materials of refusing patient transportation and about
passengers unsuitable for air travel.
(2) "Passenger Transportation Declaration" is filled in voluntarily by the
passenger or his guardian, and signed by the Airline representative
(Ground Service Attendant on-duty at Tianjin Airlines base, airlines
station field personnel at non-Tianjin Airlines base, or captain when
there‟s no airlines station field personnel at non-Tianjin Air base)
together with the ground service handler of the original departure
airport as the witness of confirmation. The content must be detailed,
complete, true, no missing item, with neat handwriting, clean page,

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and cannot be altered at will.

(3) "Passenger Transportation Declaration" consists of triplicate sheets:
the first sheet is for airlines representative preserved in the department
which Tianjin Airlines representative who signs belongs to; the
second sheet is the original departure airport sheet, kept by ground
service department of original departure airport; the third sheet is for
passenger to keep. The designated person of each department in
charge of preservation preserves the sheets in fixed position for one
year of shelf life.
3) Special Passenger Notice to Captain
(1) "Special Passenger Notice to Captain" is used when the special
passenger trip cannot be determined at the non-Tianjin Airlines
base without the air station field agent of Tianjin Airlines. The
ground service agent will send the passenger information to the
captain who will make decision after asking AOC for
instructions. "Special Passenger Notice to Captain" filled by the
ground service agent and "Passenger Transportation Declaration"
filled by the passenger voluntarily will be sent to the captain to
sign for confirmation. On its back are description materials of
basic conditions for refusing transporting special passengers,
such as patients, the sick and the disabled and so on and about
passengers unsuitable for air travel.
(2) The application of "Special Passenger Notice to Captain " must
satisfy the following conditions at the same time: ①The ground
service personnel have doubts on whether the passenger is
suitable to take the flight when they find that the health conditions
of the special passenger who has already applied are obviously
disagree with that described in "Application of Taking Flight"
or "Diagnosis Certificate" or occasionally find the sick passenger
at the airport; ②Has arranged Airport First-Aid Center doctor to
do the health examination of the passenger, but unable to judge
and give the clear answer on whether is suitable to take the flight;
③The ground service personnel have reminded the passenger of
the potential risk and the possible consequence of taking the flight;
④Have suggested the passenger to take the flight when physical
conditions are stable, and have managed the arrangement of
changing ticket, refund of ticket and so on , but the passenger
does not accept and insisted taking the flight; ⑤The passenger has
known the possible consequence of taking the flight, is willing
to undertake all responsibilities, and has filled in "Passenger
Transportation Declaration" voluntarily.
(3) "Special Passenger Notice to Captain consists of triplicate sheets:
the first sheet is for the Captain who will forward it to the
Operation Control Dept. for retainment; the second sheet is
ground service sheet, kept by ground service department; the third
sheet is check-in sheet retained by the check-in unit. The
designated person of each department in charge of preservation
preserves the sheets in fixed position for one year of shelf life.
4) Telephone numbers of Tianjin Airlines Dispatch Post in charge:
022-58208013、022-58208015、022-58208016、022-58208017、
022-58208018

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10.14.6 Emergency Evacuation Procedures for Special passengers

As for the emergency evacuation procedure for the special passengers,
please see the content of special passengers, disabled passengers and
emergency evacuation in the Cabin Attendant Manual.
10.14.7 Duplicate Copy of the Procedure and its Revision
The company has to provide a copy of the procedure to the
administration and after receiving the notification of modification, the
company should do the work in time. The company must show the copy
of the procedure to the public at each airport.

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10.15 Baggage/Cargo Transport (CCAR-121.607)

10.15.1 The Regulations on Baggage Transportation
1) As for the airliners of Tianjin Airlines Co., LTD, all the baggage
carried aboard by the passengers should be in line with the related
regulations stated in the Rules on the Domestic Transportation of
Passengers and Baggage （CCAR-271TR-R1）and the Company‟s
Domestic Transport of Passengers and Baggage and Ground Service
Manual.
2) The passengers' baggage may be divided into the registered ones, the
self-cared ones and the personal ones. Every piece of registered
baggage cannot be more than 50 kg while its volume cannot exceed the
scale of 30-cm by 60-cm by 100-cm. If it's oversized, its onboard
should be under the approval of the transportation department of the
company. Every piece of self-cared baggage cannot be more than 10 kg
while its volume cannot exceed the scale of 20-cm by 40-cm by 55-cm.
Every piece of personal baggage cannot be more than 5 kg. Every
passenger in the first-class compartment can take 2 pieces of personal
baggage while everyone in the ordinary compartment or the
economical department only one. Every piece of personal baggage
cannot exceed the scale of 20-cm by 40-cm by 55-cm. The personal
baggage that cannot meet these requirements should be checked. For
adults or children, the free baggage allowance is 20 kg (including
checked and carry-on baggage). For Infants, the free baggage
allowance is 10 kg. Extra baggage will be charged.
3) Before the boarding, the company will check up the portable baggage
of the passengers to see if they can meet the requirements in terms of
the size and the quantity according to the regulations of the Baggage
Transportation. If the requirements cannot be met, the passengers
concerned will not be on board.
10.15.2 Baggage Storage in the Cabin
After the door of the airplane has been locked or before every take-off
and landing, there should be at least one aircrew member to make a
checkup and ensure that all the portable baggage of the passengers have
been stored well according to the following regulations.
1) In the cloakrooms, on the baggage carriers or in other storage cases
(1) The maximum carrying capacity of the cloakrooms or the baggage
carriers should be marked；
(2) There should be doors or other installations performing fixing
function for the cloakrooms or the baggage carriers；
(3) The placing of the baggage cannot impede the utility of emergency
equipment.
2) Under the passengers' seats
(1) There will be devices under the seats to avoid the slipping onward
of the baggage. As for the seats by the passageway, the devices to
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(2) The weight of the baggage cannot exceed the maximum carrying
capacity of the seats or the floor；
(3) The placing of the baggage cannot impede the utility of the
emergency exit and the passageway in the passenger's
compartment；
(4) The placed baggage cannot cover the emergency indicator lamp in
the passenger's compartment. If the pilot-in-command deems that
the self-cared baggage and the personal ones will put the security at
risk, these ones should be fixed well or put into the cargo
compartment.
3) The soft stick used by the blind can be placed
(1) Under several adjacent seats in the same row on the premise that
the stick will not stretch into the aisle;
(2) Between the seats by the normal exit windows and the fuselage on
the premise that the stick can be put flat on the floor；
(3) If the methods above are not suitable, the aircrew members can
adopt some other measures on the premise that the placing of the
stick will not put the security at risk and make other passengers
uncomfortable.
10.15.3 Special Goods Transport
1) Definition：Special goods refers to those goods that need special
treatment and service due to their characteristics and values during
acceptance, storage, retention, transportation and delivery.
Note：Special goods included in this manual are:
(1) Prohibited, limited transportation goods;
(2)Urgent-mail goods;
(3)Bacterium, noxious and biologic products;
(4)Plant and botanic products;
(5) Live animals(applicable to A320);
(6)Cremains, coffins;
(7)Dangerous goods (does not carry for the moment)；
(8)Fresh and perishable goods;
(9)Valuables;
(10)Guns, ammunition(does not carry for the moment)；
(11)Escort goods in transportation;
(12)Diplomatic mail bags;
(13)Papier-mache, news manuscript;
(14)Vehicles;
(15)Goods of duty;
(16)Over size, over weight goods;
(17)AOG spares；
(18)Organs of live human beings.

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2) The Aircrew's Notification and the Retained Certificates

(1) While uploading, the Notification of Special Cargo should be filled
and submitted to the pilot-in-command.
(2) Sometimes the passengers will ask for a certificate in written form
to ensure that the live animals would not be downloaded during the
transportation. The pilot-in-command will put his name on the
certificate.
10.15.4 Baggage Transport at Stops
If the stopover-passing cargo need to be turned over to a proper place
at stopover aerodrome, the pilot-in-command has to do the following
work.
1) Cargo Transportation—Unless it is decided temporarily, the cargo
usually need to be kept on board. If the live animals or the perishable
goods have to be removed out of the airplane, they should be kept in the
isolation cases to avoid the influence of the environment.
2) Mails—Tianjin Airlines Co., LTD will be charge of the transportation
of the mails directly.
3) The Baggage Passing the Checkup—Tianjin Airlines Co., LTD will be
charge of the transportation of the baggage directly.
10.15.5 Loading and Transport of perishable goods
1) It means the cargo that may become decayed, rotten or dead under the
normal transportation conditions due to the weather, temperature,
humidity and change of air pressure or transportation time. The cargo
includes the meats, aquatic products, fruits, vegetables, dairy, plants
and medicines.
2) The Uploading and Transportation
(1) The transportation of the perishable goods should be done in line
with the regulations stated in Cargo Transportation Manual.
(2) TJA refuses to take live and easily rotten goods with bad smell.
(3) Try to upload the cargo the very minute before the take-off.
(4)The cargo has to be put in a place with good ventilation and proper
temperature.
(5) After the uploading of the perishable goods, the starting aerodrome
should notify the stopover and destination ones.
3) Caution item
In order to avoid the mutual pollution of the perishable goods and other
ones, the following work needs to be done：
(1) The hatching eggs cannot be put next to the dry ice；
(2) The flowers and the vegetables cannot be put next to the fruits；
(3) The foods cannot be put next to the toxic materials, infectious
materials, coffins or live animals.
4) The payment for the transportation

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During the transportation of the perishable goods, the costs caused by

the necessary protective measures should be paid by the consignor or the
consignee.
10.15.6 Cargo in the Cabin（CCAR-121.215）
1) Except the item in 2) or 3), cargo in cabin compartment is prohibited.
2) If the cargo is in the approved container, it could be put any position in
the cabin provided meets the following requirement:
(1)The container should bear the load factor of the seat carrying the
container and in emergency landing condition multiply 1.15. Use
the weight of the container and the maximum gross weight of the
cargo in it to calculation;
(2)The maximum allowed load weight and the necessary statement of
the right weight layout should be marked clearly on the container;
(3) It will not add any load exceeds the load limitation of the seat or
floor structure;
(4)The container should be secured on the seat slide or the
structure of the floor, and securing point could bear the passenger
seat load factor with the container installed and emergency landing
situation, multiply 1.15 or the fix factor defined by the aircraft,
whichever the higher. Use the weight of the container and the
maximum gross weight of the cargo in it to calculation;
(5)The container position does not disturb the going or use ofany
emergency exit, normal exit or the aisle；
(6)The container should be full closed and at least made in
fireproofing materials;
(7)Adequate protection settings in the container to prevent the cargo
movement in emergency landing;
(8)The container position will not bock the any passenger‟s sight of
“Seat Belt ” and “No Smoke” signs or the marking to the exit,
except there are secondary marks of the equipment or the approved
advisory measures to the passengers;
3)The cargo could be loaded at any place of the cabin separation frame or
behind the separation board, provided the cargo is secured the stated
load factor in item （3）of 25.561（b）CCAR-25 and meet the following
requirements:
(1) The goods are secured by seat belt or other hard enough moorage
cable, to make them unmovable during normal flight and ground
movement;
(2) The package or cover should avoid to potential hurt to the
passengers and the staff;

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(3) It will not add any load exceeds the load limitation of the seat or
floor structure;
(4) The position does not disturb the going or use of any emergency
exit, normal exit or the aisle;
(5) The position will not bock the any passenger‟s sight of “seat belt ”
and “No Smoke” signs or the marking to the exit, except there are
secondary marks of the equipment or the approved advisory
measures to the passengers;

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10.16 Passenger Baggage Movement

10.16.1 General
The following principles will be adopted by the pilot-in-command
when the passengers are asked to get off. He can take the circumstances
into consideration.
10.16.2 General Policy
If the passenger is not on board, the baggage can be turned over to the
departments concerned with the excuse of the absence of the passenger. If
the baggage is removed, the aircrew members cannot leave the airplane
and ask for the care of other passengers.
10.16.3 Baggage Shift
Under any of the following circumstances, the baggage has to be
removed.
1) The passenger has decided not to be on board.
2) The passenger has to get off due to his illness.。
3) The passenger will be asked to get off due to his violation of the
regulations.
Note: Regardless of the reasons, if the passenger hasn‟t been on board
at the very moment of the departure and he cannot be found, the baggage
must be removed from the airplane.
10.16.4 Domestic Flight
1)Under normal condition: The passenger‟s baggage does not need to be
downloaded before the departure.
2)Under abnormal condition:
Coordinate with the Operation Control Centre to determine whether
downloading the baggage or not.

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10.17 Diplomatic pouch

1) The Diplomatic pouch could not be put into the checking baggage. The
diplomatic messenger should take and take care by himself. The
ground personnel could check in it according to the requirement of the
messenger, but TJA only take the responsibility of normal check in
baggage.
2) If the Diplomatic pouch goods need to take a seat, the messenger
should put forward the problem when he book the seat, and must get
the approval of TJA.

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10.18 Special Goods Notification to Captain

10.18.1 General Rules
1) According to the special goods transportation rules of IATA, Special
Goods Notification to Captain should be filled and signed by the
captain before departure. When emergency, the captain could know the
type, amount, and position of the special good according the
notification sheet and takes relevant actions.
2) The Special Goods Notification to Captain should be filled after the
following goods are loaded:
10.18.2 Filling out the Special Goods Notification to Captain
1) Uploading Station: Full Name of Uploading Station
2) Flight number: Flight number with the special goods.
3) Departure date: Flight departure date
4) Aircraft register number: Registered number of the airliner Aircraft
number with special goods.
5) Filled by Signature
6) Vessel supervisor Signature
10.18.3Other special goods:
1) Unload station：Name of unload station
2) Goods sheet number： Fill in the Goods Sheet number.
3) Goods name and type: Name of the goods;
4) Package amount; Amount of the carot
5) Weight：Actual gross weight of the cargo
6) Additional introduction: Additional introduction of the goods
transportation;
7) Container identification code; Container serial number with special
goods;
8) Loading station; Goods loading station;
9) Loaded by: The signature of the supervisor;
10) Inspected by: Signature of the weight and balance personnel.
11) Captain‟s signature
10.18.4 Sign for Special Cargo and Retention
Captain notification sheet of the special goods are 4 copies of the same
form, after signed by the captain and deliver to the following person:
1) The destination with the operation bag;
2) The weight and balance office；
3) The captain；
4) Original station subsistence.

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11.0 Table of content

11.1 Emergency Situation 11-1-1
11.1.1 General 11-1-1
11.1.2 Emergency Evacuation 11-1-4
11.1.3 Unprepared emergency evacuation 11-1-9
11.1.4 Prepared emergency evacuation 11-1-11
11.1.5 Emergency evacuation procedure 11-1-16
11.1.6 Search for trapped personnel 11-1-17
11.1.7 Regulations on overweight landing 11-1-17
11.1.8 Declaration of minimum fuel or emergency fuel 11-1-18
11.1.9 In-flight Accident 11-1-19
11.1.10 Electronic equipment malfunction 11-1-20
11.1.11 Disorientation in flight 11-1-20
11.1.12 Adverse weather and ground equipment 11-1-20
11.1.13 Responsibilities in emergency situation 11-1-21
11.1.14 Emergency situation disposal power 11-1-21
11.2 The handling of forced landing 11-2-1
11.2.1 Ditching 11-2-1
11.2.2 Forced landing on the earth 11-2-4
11.3 The handling of the fire 11-3-1
11.3.1 General 11-3-1
11.3.2 Universal handling of fire 11-3-1
11.3.3 Special fire procedure 11-3-3
11.3.4 The disposal of engine fire warning 11-3-5
11.3.5 APU fire warning 11-3-8
11.3.6 Other fire situation handling 11-3-8
11.3.7 After returning to base 11-3-9
11.4 Rapid Depressurization Procedure in the Air 11-4-1
11.4.1 General 11-4-1
11.4.2 Human physical reaction during depressurization 11-4-1
11.4.3 Rapid depressurization procedure for flight crew 11-4-1
Chapter 11 Flight Crew Emergency Procedures page: 11-0-1
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11.4.4 After returning to the base 11-4-3
11.5 Dangerous goods and cargo 11-5-1
11.5.1 General 11-5-1
11.5.2 Classification of dangerous goods 11-5-1
11.5.3 General description of dangerous goods 11-5-2
11.5.4 Goods can be carried by the 11-5-11
passengers/crewmember
11.5.5 Restricted or dangerous goods which are carried 11-5-12
secretly in the luggage are forbidden to carry or
consign
11.5.6 The limitation of aviation transportation dangerous 11-5-13
goods
11.5.7 Typical examples contained with dangerous goods 11-5-14
11.5.8 Dangerous goods labels 11-5-17
11.5.9 Emergency handling procedures for dangerous 11-5-20
goods transportation
11.6 Handling procedure for aircraft hijacking 11-6-1
11.6.1 General 11-6-1
11.6.2 Flight crew handling procedure for general hi-jacking 11-6-2
11.6.3 Handling of suicide hijacking 11-6-3
11.6.4 Handling procedure for passengers shouting 11-6-3
hijacking and explosive in cabin
11.6.5 Handling procedure for anonymous threat 11-6-6
information
11.7 Handling procedures for explosives 11-7-1
11.7.1 General 11-7-1
11.7.2 The disposition when the explosive is found or 11-7-1
warned of in the airplane
11.7.3 The disposition of explosives in the air 11-7-2
11.7.4 Emergency preparation work 11-7-3
11.8 In flight intercepting procedure and signal 11-8-1
11.8.1 General 11-8-1
11.8.2 Intercepting mode 11-8-1
11.8.3 Intercepted airplane procedure 11-8-1
11.8.4 The signal and phraseology sent by the intercepting 11-8-1
airplane
11.8.5 The phraseology which the intercepting airplanes 11-8-5
used
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11.8.6 Accident report 11-8-5

11.9 Radio communication failure procedure 11-9-1
11.9.1 General 11-9-1
11.9.2 Basic procedures for communication failure 11-9-1
11.9.3 Emergency procedure 11-9-3
11.9.4 Radio navigation equipment failure procedure 11-9-4
11.9.5 Operation of Transponder 11-9-4
11.10 Engine failure 11-10-1
11.10.1 General 11-10-1
11.10.2 Engine failure 11-10-1
11.10.3 Engine out of control 11-10-2
11.10.4 Approach principles and notices of engine failure 11-10-3
11.11 On board special events handling 11-11-1
11.11.1 General 11-11-1
11.11.2 Pilot incapacitation 11-11-1
11.11.3 First aid for the passengers onboard 11-11-2
11.11.4 Passengers’ death onboard 11-11-2
11.11.5 Abnormal passengers disposition 11-11-3
11.11.6 Handling to the interference 11-11-4
11.11.7 Handling to the illegal interference 11-11-6
11.11.8 Prisoner and escort onboard 11-11-6
11.11.9 Passengers who are driven out of the airplane 11-11-7
11.12 Continuing flight in unsafe situations 11-12-1
11.12.1 General 11-12-1
11.12.2 The following regulations need immediate decision 11-12-1
and action in emergency situations
11.12.3 Complementary operation emergency situation 11-12-1
11.13 Passenger cabin safety regulations 11-13-1
11.13.1 General 11-13-1
11.13.2 Seatbelt fastening regulations 11-13-1
11.13.3 No smoking regulations 11-13-1
11.13.4 Emergency exit seats 11-13-3
11.13.5 Fly through Turbulence 11-13-4

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11.14 D328 Emergency Equipment 11-14-1

11.14.1 D328 Emergency Equipment Plan View 11-14-1
11.14.2 Fire extinguishing equipment 11-14-2
11.14.3 Automatic fire extinguishing system 11-14-3
11.14.4 D328 protective breathing equipment（PBE） 11-14-3
11.14.5 D328 doors and exits 11-14-4
11.14.6 D328 Life Vest 11-14-6
11.14.7 D328 Emergency Locator Transmitter (ELT) 11-14-7
11.14.8 Emergency lighting 11-14-7
11.14.9 Operation of D328 emergency light 11-14-9
11.14.10 D328 supplementary equipment 11-14-9
11.15 E145 emergency equipment 11-15-1
11.15.1 E145 emergency equipment location 11-15-1
11.15.2 E145 oxygen system 11-15-7
11.15.3 E145 FIRE EXTINGUISHING 11-15-9
11.15.4 Lifesaving equipment 11-15-11
11.15.5 E145 EMERGENCY LIGHTING 11-15-14
11.15.6 EMERGENCY LOCATOR TRANSMITTER 11-15-16
（ELT）
11.15.7 Other supplementary equipment 11-15-16
11.16 E190 EMERGENCY EQUIPMENT 11-16-1
11.16.1 E190 EMERGENCY EQUIPMENT 11-16-1
LOCATION
11.16.2 E190 Oxygen 11-16-4
11.16.3 FIRE EXTINGUISHER 11-16-7
11.16.4 Lifesaving equipment 11-16-9
11.16.5 ERJ190 EMERGENCY LIGHTING 11-16-12
11.16.6 Emergency Locator Transmitter（ELT） 11-16-13
11.16.7 Supplementary equipment 11-16-14
11.17 A320 EMERGENCY EQUIPMENT 11-17-1
11.17.1 A320 EMERGENCY EQUIPMENT 11-17-1
LOCATION
11.17.2 A320 Oxygen system 11-17-2
11.17.3 CARGO FIRE EXTINGUISHER 11-17-4

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11.17.4 A320 windows doors and emergency exist 11-17-4

11.17.5 EMERGENCY LIGHTING 11-17-11
11.18 Emergency evacuation 11-18-1
11.18.1 Flight crew evacuation area 11-18-1
11.18.2 Communication 11-18-1
11.18.3 Evacuate on the ground 11-18-3
11.18.4 Evacuation through window 11-18-4
11.18.5 Evacuation on water 11-18-4
11.19 Demonstrative Outline of Emergency Evacuation 11-19-1
Procedure
11.19.1 Principles of emergency evacuation 11-19-1
11.19.2 Unprepared evacuation 11-19-1
11.19.3 Prepared evacuation 11-19-1
11.19.4 Crew duties 11-19-1
11.19.5 Flight crew training 11-19-3
11.20 Preflight inspection on PBE 11-20-1
11.21 Emergency medical equipment and training 11-21-1
11.21.1 First-aid kit and medical kit 11-21-1
11.21.2 First-aid kit 11-21-3
11.22 Aircraft clearing 11-22-1
11.22.1 Clearing classification 11-22-1
11.22.2 Clearing implementation 11-22-1

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11 Flight Crew Emergency Procedures

11.1 Emergency Situation
11.1.1 General (CCAR-121.535/133(m))
11.1.1.1 Requirements
1) The pilot-in-command shall take it as an emergency situation
whenever an abnormal method or procedure has to be taken in the
face of direct or indirect threat to flight safety and when it is
necessary to deviate from the methods, procedures and minimum
standards.
2) Refer to ―Emergency and non-normal situation‖ in this manual for
definitions.
3) Any component or system failure that would affect flight safety shall
be considered as emergency situation. If any of the AFM emergency
procedures is to be accomplished, announce emergency.
4) The pilot-in-command shall advise ATC and the Company operation
control center about his intention and flight progress, if possible.
5) The pilot-in-command has the power to deviate from normal control
procedures and flight standards in emergency case in order to
guarantee the safety of aircraft and passengers.
6) Whenever there is an emergency, the flight crew should inform
cabin crew and make a PA announcement in Chinese and English.
The PA announcement must be performed by the pilot in command
(or any other crew member designated by the pilot in command) if it
is associated with any emergency affecting flight safety.
7) When the pilot-in-command decides to announces emergency, he
shall set the transponder to 7700 to transmit emergency telegraph
containing such information as flight number, aircraft current
position, flight altitude, nature of emergency and the action being
taken or to be taken.
8) The flight crew manages the abnormal situations properly via using
the following methods: priority seqencing, task share, the PNF/PF
duties division, crew coordination.
11.1.1.2 Distress Call
1) A distress refers to the situation that the aircraft requires immediate
rescue work due to serious threat or impending threat.
2) The frequencies for distress call are: present air/ground frequencies,
VHF121.50MHZ or HF2182KHZ. MAYDAY is an international
distress signal and has priority over all other transmissions. Any
aircraft who is transmitting this signal means it is in serious danger
or emergency situation.

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3) Ways of Transmitting Distress Messages and Contents thereof：
(1) MAYDAY、MAYDAY、MAYDAY
(2) Name of station (if time and condition permit)
(3) Call sign and Aircraft type
(4) Nature of distress (such as engine fire)
(5) Current position, flight level, heading and speed.
(6) Number of people on board
(7) Intention of pilot-in-command
4) When the aircraft is in an emergency, it means the safety of the
aircraft and its occupants or personnel in the visual range is affected
but does not require an immediate rescue.
Transmit PAN PAN three times in an emergency. The difference
between an emergency call and a distress call is whether it will
endanger flight safety. For example, when one engine fails on a
double or multi-engine aircraft, use PAN PAN, PAN PAN, PAN
PAN which indicate a potential threat. When two or more engines
fail, use MAYDAY MAYDAY MAYDAY.
5) Emergency call:
(1) PAN PAN， PAN PAN，PAN PAN
(2) Name of station
(3) Call sign and Aircraft type
(4) Nature of emergency (e.g. Any person onboard with heart
attack and needs first aid )
(5) Current position, flight level, heading and speed
(6) Intention of pilot-in-command
11.1.1.3 Decision-making of the pilot-in-command

1) The pilot-in-command has the final determination power throughout
the flight. His highest responsibility is to ensure the safety of all
people onboard. He is entitles to handle any emergency situation in-
flight. In order to take the safest action, he shall listen to other crew
members’ opinions as much as possible.
2) When he thinks its necessary, he shall require assistance from ATC
without hesitation, and submit a written report to the VP Operation
in 24 hours after he has handled the emergency.
11.1.1.4 Liaison between and Flight Attendants
flight crew and flight attendants use emergency signals to contact
each other in case of interphone fail or pilot incapacitation in
unexpected emergency situations.
1) When there is any emergency in the cabin, the purser/flight
attendants shall handle the emergency and make two three-ring calls
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(three rings, two times, with a 2-second interval) to the cockpit
immediately. Use the emergency call if installed.
2) When the needs to advise the cabin of any emergency, make two
three-ring calls (three rings, two times, with a 2-second interval) for
which the purser shall immediately enter the cockpit. Use the
emergency call if installed.
11.1.1.5 Guidelines
1) This chapter is a guideline to the flight crew for the handling of
emergency and special conditions. In emergency situation, use
information from the indication of failure or crew altering system to
analyze and determine which procedure is applicable. Of the entire
basis to deal with the failure, the one that has the priority is QRH,
among which memory items and reference items are the actions to
be taken, but at different times. Memory items are by-heart items
that require correct actions without reading the QRH. Reference
items are read and do items that require to be performed according to
the QRH one by one.
2) This chapter does not include emergency and non-normal checklist,
only requires the implementation of QRH procedures, but it is
impossible to consider everything in special conditions, especially
with additional bad weathers. In this case, the pilot-in-command
shall make a better use of the resource to take the safest actions.
3) For the emergency situations occur during departure (takeoff and
climb out ) when using the emergency procedure the crew must pay
attention to the following problems:
(1) Do memory items and emergency procedures only after safe
altitude with stable aircraft attitude.
(2) In case of engine failure or shutdown during climb, always
consider return to the departure airport first unless weather
conditions require to alternate to the nearest suitable airport.
(3) Do not turn before minimum maneuver speed or limit the bank
within 15°if it is necessary to turn. After the incident,
accomplish the following procedures:
a) Report to the the Company Safety Supervision Dept.,
Operation Control Centre and ATC.
b) Turn off the voice recorder.
c) Evacuate everyone out of the aircraft
d) Provide first-aid to the injured
e) Keep unrelated people away from the affected area before
the incident is fully intervened by CAAC and local
authority.
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f) Do not move or disturb the wreckage or items except for
the following purpose and make records if possible:
① To rescue the injured；
② To prevent the danger from being deteriorated；
③ To prevent the aircraft or wreckage from being further
damaged；
④ To protect the neighboring building, facility and people.
⑤ To prevent the incident from developing;
⑥ When the incident is under investigation, the flight crew
has the responsibility to assist CAAC investigator
throughout the investigation.
11.1.2 Emergency Evacuation (CCAR-121.133(f(10))
11.1.2.1 General
1) The term Emergency Evacuation refers to a measure adopted by the
flight crew on the ground when an emergency situation takes place
so as to guarantee the safety of or to reduce the fatalities of on-board
personnel. When the pilot-in-command has decided to make an
emergency evacuation, he shall make a briefing to all crewmembers
and passengers if time permits to let them well prepared, which is
the key to complete emergency evacuation successfully. The flight
crew shall determine which exits to use for emergency evacuation on
different occasions.
There are two kinds of emergency evacuation: one is on the ground,
takeoff is aborted and personnel onboard are not directly endangered.
The flight crew has no time to make any preparation for an
emergency evacuation. Another one is in the air; the aircraft has to
be landed immediately to ensure the safety of on-board personnel.
The flight crew has the time to make some preparation in the and
cabin for an emergency evacuation.
11.1.2.2 Principles of Emergency Evacuation(CCAR-121.133(f(1))
The pilot-in-command has the final decision on initiating emergency
evacuation and he must initiate emergency evacuation in following
conditions:
1) Fire or smoke onboard, cannot be extinguished or removed;
2) Severe fuel leak;
3) Serve damage to the fuselage;
4) Whenever the safety of onboard personnel may be jeopardized.
Note: if the pilot-in-command is incapacitated, first officer shall

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make the decision; if the first officer is also incapacitated, other
crewmembers or the purser shall make the decision. If all flight
crew and the purser are incapacitated, the flight attendant whose
qualification and experience is the best among all others shall make
the decision. Once the flight crew has decided to initiate the
emergency evacuation, the flight attendants shall open the exit(s) in
15 seconds and make sure the slides are inflated and ready for use.
All occupants should be evacuated within 90 seconds if on land and
no more than 13 minutes on water. If emergency evacuation is not
necessary, the pilot-in-command shall announce: all cabin crew,
wait for further instruction!
11.1.2.3 Responsibilities of flight crew
1) Pilot-in-command: when any special situation which needs
emergency evacuation occurs, the captain should inform the purser
of being ready for the emergency evacuation. The captain should
notify the purser of the emergency situation nature and the cabin
preparation time available, and then the captain gives a brief notice
using the Passenger Address, informing the passenger of the
emergency situation nature and the steps to be adopted. Notifies the
ATC of the determination of the intention of emergency evacuation
after landing, and requests the emergency aid. When at the altitude
of 500 ft, the flight crew will inform the passenger and the flight
attendant through the PA that the aircraft is landing soon in order to
ensure everybody has prepared for impact.
2) Other flight crew: obey pilot-in-command’s decision, instruction and
arrangement, and assist him in emergency evacuation procedures.
3) Cabin crew: the purser is the commander of the cabin crew. She and
her cabin crewmembers must execute all commands from the pilot-
in-command. If time permits, the cabin crew shall make sure that
there are passengers with ability at the emergency exits to assist the
flight attendants in helping other passengers out. Passengers shall be
advised to leave all sharp objects in their baggage. All baggage and
articles are secured and impact attitudes are demonstrated. The
purser shall inform the pilot-in-command when all the preparation
work is finished.
4) For the handling, sees the QRH and SOP of various airplane types.
11.1.2.4 Emergency evacuation demonstration（CCAR-121.161(a) (b)
(c) (d)）
1) General
According to 1693 Emergency Evacuation of Demonstration C -
Rejected Takeoff of CAAC Operational Supervisor Manual: the
most frequently demonstrated part is the emergency evacuation of

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rejected takeoff. The general standard (expect for 15 seconds time
limit or when there are passengers onboard) is similar to the
complete evacuation demonstration.
2) Emergency evacuation demonstration preparation
(1) Aircraft Preparation
To simulate that the aircraft is on the ground in normal takeoff
mode with all cabin doors and curtains secured for takeoff.
The onboard emergency equipment are:
a) Fire extinguisher；
b) Portable oxygen cylinder/mask;
c) Megaphone;
d) Axe;
e) Escape strap
f) Escape slide
g) First-aid/medical kit
(2) Flight crew preparation
a) Type of aircraft；
b) Names and number of the pilots to participate in the
demonstration
According to the stipulation of CAAC Operational
Supervisor’s Manual 1697F, the flight crew must be
qualified for the type of aircraft to be operated. Number:
two pilots.
c) Names and number of the flight attendants to participate in
the demonstration
According to the stipulation of CAAC Operational
Supervisor’s Manual 1697F, flight attendants must be
from those who have completed CAAC approved Training
Program and passed the test on aircraft emergency
equipment and procedure of the type. Number: satisfy the
requirements on CCAR-121.381.
3) The Company Emergency Evacuation Demonstration Project
The the Company demonstration project shall be proposed 15
working days before the demonstration according to the
stipulations of CAAC Operational Supervisor’s Manual 1697.
The project shall include the following information:
(1) One application letter with the following information：
a) The part of emergency evacuation demonstration required
by related regulations（CCAR-121.161(a), (b) and (c)；
b) Type of aircraft and number of seats(including flight crew
seats);
c) Number of flight attendants;

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d) Planned date, time and location;
e) Name and telephone number of the the Company
demonstration coordinator (lecturer);
f) Timing signal and the way to block the exits not to be used.
The signal to start the demonstration shall be sent to all
cabin and ground personnel at the same time.
(2) A diagram of the aircraft, including:
a) Allocated seat position of each crewmember during
takeoff;
b) Type and location of onboard emergency equipment,
including:
① Fire extinguisher
② Portable oxygen cylinder/mask
③ Megaphone
④ Axe
⑤ Escape strap
⑥ Escape slide
⑦ First-aid/medical kit
(3) First-aid/medical kit
(4) Operational instruction of onboard emergency evacuation
equipment, with at least the type of each item included.
(5) Names of the qualified flight crew (pilots and flight attendants).
4) Pre-demonstration preparation
(1) Pre-demonstration Inspection
Before the emergency evacuation demonstration, civil
aviation authority will perform an inspection on the following
items one by one according to CAAC Operational Supervisor
Manual 1725:
a) Portable fire extinguishing bottles are available to flight
crew and passengers for cargo fire.
b) Oxygen device
c) First-aid equipment
d) Axe
e) Megaphone
f) Internal emergency exit label
g) Emergency light operation
h) Emergency exit operating handle
i) Emergency exit door
j) External emergency light and evacuation path
k) Flashlight
l) Seat, seat belt and harness
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m) Addressing system
n) Fire detection and protection system
o) Safety instruction
p) Escape slide
(2) Demonstration project of the cooperative the Company
According to the stipulations of 1725 of CAAC Operational
Supervisor Manual:Organize the flight crew who participate the
demonstration to coordinate with the civil aviation government
officials before the demonstration starts. The Company coordinator
shall provide the matters need attention to the flight crew and
confirm the following items with civil aviation government official:
a) The validity and liability of aircraft emergency equipment
b) Signal to initiate the demonstration
c) 15 seconds limit for partial evacuation
5) Perform emergency evacuation
According to the stipulation of CAAC Operational Supervisor’s Manual
1729, for partial demonstration, complete the following steps:
(1) For flight attendants:
a) Prepare for takeoff according to the Company procedure,
including close and lock all exits, secure galleys and get
the emergency system ready for takeoff.
b) Prepare for normal takeoff according to the Company
procedure, including close and lock all exits, secure
galleys and get the emergency system ready for takeoff.
c) Check internal doors and curtains in takeoff position.
d) Seated at the appropriate station and fasten seat belt. Be
ready for takeoff.
(2) For flight crew:
a) Seated in normal position and fasten seat belt.
b) Complete normal takeoff procedure to make the aircraft in
normal takeoff configuration.
c) After the normal before takeoff items are completed, the
pilot-in-command shall inform the civil aviation team
leader with a pre-agreed message that the flight crew is
ready for takeoff.
d) When the civil aviation authority team leader received the
information from the flight crew, he shall send the signal
(siren or whistle). This signal is usually sent 35 seconds
before the start signal. The team leader shall inform the the
Company coordinator to initiate demonstration.
(3) Emergency evacuation demonstration
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According to the stipulation of CAAC Operational Supervisor’s
Manual, partial demonstration shall be completed within 15
seconds once the start signal is sent. Each exit, escape slide or slide
raft shall be open for use.
6) Recurrent training
(1) Recurrent training shall be completed at once every 24 months.
(2) It is executed in the form of CBT, video, slide or lectured by an
experienced instructor. Its purpose is to understand the
operation of new equipment, latest information on flight safety
and re-evaluate emergency evacuation project.
(3) Each crewmember must perform an operational drilling of the
emergency equipment once every 24 months. These operations
may be practiced in a cabin/ simulator.
11.1.3 Unprepared emergency evacuation
11.1.3.1 General
Unprepared emergency evacuation usually occurs during rejected takeoff
and landing, which will cause panic and chaos among passengers who are
not mentally prepared. It is very important if the flight crew can organize
the emergency evacuation correctly and direct passengers evacuate the
aircraft in a quick and safe way.
11.1.3.2 Flight crew procedure
The flight crew shall perform the memory items for emergency evacuation
strictly according to the QRH.
After the aircraft come to a complete stop:
1) Pilot-in-command：
(1) Captain should order ―Cabin crew all stations‖ first, announce
evacuation in multiple ways if possible and repeatedly. THIS IS
YOUR CAPTAIN SPEAKING, INITIATE EVACUATION,
EVACUATE, EVACUATE. If the interphone is not working,
the pilot who enters the cabin shall announce captain’s decision
for evacuation.
(2) Ask the first officer to advise ATC and the Company Operation
Control Dept. for assistance.
(3) Command other flight crew members to assist the cabin crew in
helping passenger evacuation.
(4) Command or organize personnel to help the injured or disabled
crewmembers and passengers, if necessary.
(5) Take over the role of the disabled pilot, provide assistance as
much as possible and be the last one to evacuate the aircraft.。
(6) Gather all passengers at the upwind side to the aircraft, 100m
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away from the aircraft and take care of the passengers until the
rescue team arrives.
2) First officer：
(1) Complete Emergency Evacuation checklist.
(2) Take the flashlight and portable Halon fire extinguishing
bottle;go to the rear cabin quickly to assist the flight attendants
in helping passengers evacuate. Walk along the seat backs to
the rear cabin to guide the passengers evacuate, if necessary.
(3) Evacuate from any exit available first, clean the ground, help
passengers out of the aircraft and gather them together.
(4) Provide the ground rescue personnel with useful information,
such as fuel onboard, location/type of dangerous goods and
number of passengers.
3) Other flight crewmembers：
(1) After the pilot-in-command has announced to initiate evacuation,
go quickly to the cabin with a flashlight and help cabin crew in
evacuating passengers.
(2) All crewmembers shall help each, take over the job of any
incapacitated crewmember and help passengers to evacuate.
(3) Assist incapacitated passengers to evacuate. Such passengers
include those who are disabled, unconscious and injured.
(4) Gather the evacuated passengers together in an area that is more
than 100m away from the aircraft and away from fuel leak and
dangerous area. Establish a commanding center to assist and take
care of passengers. Provide medical assistance to the injured and
wait for the rescue team.
(5) 30 minutes after evacuation, if there is nothing abnormal on the
aircraft, the pilot-in-command may ask a few crewmembers to get
some food, water and necessities from the aircraft.
4) Evacuation from the flight crew emergency exit
If the flight crew is locked in the cockpit, he may evacuate from the
door blowout panel or emergency exit window.
11.1.3.3 Cabin crew procedure
It takes 10-15 seconds to complete the shutdown procedure, the pilot-in-
command shall announce to initiate evacuation via passenger address
system or other means. (See Cabin Attendant Manual, Evacuation)
1) The cabin crew shall proceed to the following procedure as soon as
it receives pilot-in-command’s announcement:
(1) When receiving ―cabin crew all satations‖ instruction, cabin
crew should reach responsible area quickly and wait for further
instruction; whend receiving instruction for evacuation, release
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his/her seat belt and check the ground through the cabin door or
window. Open the cabin door if it is clean outside.
(2) At the same time, give commands to evacuate all passengers.
(3) Direct the passengers to the emergency exit to evacuate one by
one and hurry up the evacuation process.
(4) Guide some passengers to a less crowded exit.
(5) When all passengers are out of the aircraft, the purser shall
check the following places for any passenger left (take a
flashlight if it is at night): seats, aisles, galleys and toilets.
Inform the pilot-in-command about the result of inspection and
evacuate.
(6) As crew coordination is of great significance, each flight
attendant shall assist other flight attendant in helping
passengers evacuate, in the following sequence: abled,
unconscious, incapacitated and disabled.
(7) Evacuate the nearest exit available when all passengers are out
of the aircraft. Pilot-in-command and purser shall be the last to
evacuate.
If the emergency exit is not available because it is damaged,
failed or it is not clean outside, the flight attendant shall
announce THIS EXIT IS NOT AVILABLE, GO TO THE
OPPOSITE, GO TO THE FORWARD/REAR.
2) Emergency evacuation in terminal area：
Using the air bridge: evacuate passengers through an air stair or air
bridge.
11.1.4 Prepared emergency evacuation
11.1.4.1 General
For prepared emergency evacuation, pilot-in-command has time to
evaluate the aircraft condition and make a decision for emergency
evacuation after landing. The cabin crew has time to prepare for
emergency evacuation. After landing, all crewmembers must wait for
pilot-in-command’s announcement unless the emergency is catastrophic.
The purpose of crew preparation is to provide a highest level of safety.
It is very important that the flight crew shall keep calm and cool during
the whole process of emergency evacuation to encourage the passengers
and improve the speed to evacuate.
1) When the pilot-in-command has decided to perform emergency
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evacuation, he shall call the purser to the to do a briefing:

(1) Nature of the emergency
(2) Actions to be taken by the crew and his intention
(3) Estimated time of landing
(4) Factors that may affect evacuation
(5) Ask the cabin crew to prepare for emergency evacuation and
feed back upon completion.
2) Pilot-in-command shall advise ATC and the Company Operation
Control Centre of the nature of the emergency and his intention, and
request ground assistance.
3) Pilot-in-command shall make an announcement through the
passenger address system:
(1) EMERGENCY EVACUATION（CAPTAIN）
Ladies and gentlemen:
Attention all passengers. This is captain speaking.Our
aircraft has encountered ___ problems and cannot proceed and
further. The only possible measure left to us. I have decided to
make an emergency landing (or ditching) ，I have full
confidence to land the plane (or to ditch the plane) safely. All
crew members are well trained for this kind of situation, So
please follow instructions from our crew calmly. I will inform
you of the time of landing later.As there may be too more
impacts on touch down. All passengers should hold upper
bodies until the airplane comes to rest.Thank you.
4) Pilot-in-command shall request other crewmember to do the
following according to the nature of the emergency:
(1) Accomplish non-normal procedure
(2) Let the best team to fly
(3) Review landing technique and evacuation procedure
(4) Make a work split and emphasize crew coordination
(5) Turn the NO SMOKING and FASTEN SEAT BELT on.
(6) Set safety precautions for side effect.
(7) Each crewmember must observe pilot-in-command’s direction
and perform his/her duties.
5) Evacuation after landing：

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(1) Pilot-in-command announces evacuation: Captain should order

―cabin crew all stations‖; then order evacuation instruction.
THIS IS YOUR CAPTAIN SPEAKING, INITIATE
EVACUATION, EVACUATE, EVACUATE.
(2) When the checklist is completed, pilot-in-command shall take a
flashlight and help the flight attendants in the cabin. Inspect the
cabin when all passengers and other crewmembers are outside
and evacuate through the nearest exit.
(3) When the checklist is completed, the first officer shall help the
flight attendants in evacuating passengers especially those who
are old, weak, ill and injured.
(4) Other crewmembers shall go to the cabin quickly to help the
passengers and incapacitated crewmembers. Evacuate the
aircraft as soon as possible, if necessary, to guide passengers to
a safe place, such as upwind side of the aircraft.
(5) When all passengers are outside the aircraft, the flight crew
shall gather them together and establish a commanding center
to assist and take care of passengers. Provide medical assistance
to the injured and wait for the rescue team.
(6) 30 minutes after evacuation, if there is nothing abnormal on the
aircraft, the pilot-in-command may ask a few crewmembers to
get some food, water and necessities from the aircraft.
11.1.4.3 Cabin crew procedure
1) Cabin crew preparation procedure：
(1) In case of emergency, pilot-in-command shall call the purser in
and brief with him/her about the decision, landing time and
important things and requirements. If there is not enough time,
complete the necessary work. Other flight attendants shall stop
servicing orderly and calmly, secure galleys, clean the aisle,
turn off IFE system and secure all curtains. Flight attendants
shall also check that all passengers have their seat belts on and
nobody is smoking.
(2) Purser shall brief with all flight attendants about the emergency
and assist them in preparation. See Cabin Attendant Manual.
(3) Turn on the whole cabin lighting system and be ready at the
designated station. When everything is ready, the purser shall
advise pilot-in-command who will then make an announcement.

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Flight attendants shall observe passengers’ expression and
behavior on hearing the announcement.
(4) If the passenger address system is not working or not clear, the
purser shall inform the pilot-in-command and make the
following announcement with his permission.
(5) ―ATTENTION, ATTENTION. Our captain would like to
inform you that there is something wrong with our aircraft. For
our safety, we will have an emergency landing soon and
perform an emergency evacuation after landing. Here is the
important things you should know, but the most important thing
is to keep calm and do as what are told.‖
(6) The broadcast for important things shall be brief and complete.
Flight attendants shall not talk with passengers while the purser
is making the announcement and tell passengers to be patient if
they have questions or drastic emotional changes.
(7) If time permits, the purser shall read every item as stated in
Cabin Attendant Manual. Flight attendants shall make sure that
these items are understood by each passenger, especially the
impact posture.
(8) After that, introduce the above things to passengers who neither
speak Chinese or English and those who are disabled.
(9) Each flight attendant shall direct and introduce the above things
to passengers he/she is in charge of.
(10) Choose some of the passengers who are obedient, strong and
healthy (such as the Company pilots or other staff, soldiers,
policemen, security staff and trained passengers) to be at the
exits to assist flight attendants in helping passengers out or on
the ground to help passengers leave the aircraft.
(11) In case of any door unavailable due to any reason, it must be
guarded and passengers gather around it must be separated to
neighboring exits.
2) Cabin preparation：
(1) In some cases, there is not enough time for flight attendants to
finish all the preparation work before landing. If this happens,
finish the following necessary items:
a) Each flight attendant must have his/her own seat and make
sure that the seat belt can be fastened quickly.
b) All exits are clear of obstacle.
c) All baggage and articles on the aisle shall be stored in
lavatories and lavatory doors shall be locked from the

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outside.
d) Cut off electricity in galleys.
e) Check all cabin emergency equipment (e.g.flashlight,
portable fire extinguishing bottle) are in good condition.
Make sure that all exits are ready for use.
(2) When the cabin is ready, flight attendants shall inform the
purser who will inform the pilot-in-command: CABIN IS
READY. Cabin illumination: at night, when flight attendants
are making preparation, all cabin lights shall be on and then be
off after the preparation is completed and flight attendants are
seated for passengers to adapt themselves to the darkness. If
time permit, the purser shall inform the passengers before
turning off all lights.
3) Cabin crew self preparation：
(1) Each flight attendant must have his/her own seat. On hearing
BRACE BRACE BRACE from PA, he/she shall take his/her
seat and fasten seat belt immediately.
(2) Take off leather shoes or high-heeled shoes.
(3) Take out sharp objects.
(4) Take off nylon products.
4) Emergency landing (during forced landing)：
(1) When the airplane is 500 feet above the ground, the captain
should command other flight crew members to broadcast
―Ready for IMPACT‖; When the airplane is 100 feet above the
ground, the captain should command other flight crew members
to broadcast ―IMPACT ‖.
(2) All flight attendants must do the impact posture. In order to
repeat the captain’s command, the purser shall repeat
―BRACE‖ three times to the passengers.
(3) Warning: no matter what is the aircraft status, once the pilot-in-
command gives the command: ―BRACE, BRACE, BRACE‖,
all flight attendants should immediately sit in the designated
seat, fasten the seat belt and harness and make the suitable
brace attitude. Command ―lower your head and bow, brace‖
simultaneously.
5) The evacuation after the airplane stops:
(1) It takes about 10-15 seconds to complete the shutdown
procedure. When captain order ―cabin crew all stations‖, cabin
crew should reach responsible area and wait for further
instruction. If evacuation is required, the captain shall
command ―INITIATE EMERGENCY EVACUATION,
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EMERGENCY EVACUATION‖.
(2) If the situation is urgent and there is no command from the
pilot-in-command, the purser may decide to initiate evacuation
30 seconds after she/he pushed the interphone button without
any response from the .
(3) On hearing the evacuation command from the pilot-in-
command, the flight attendant shall immediately start to
organize passengers for emergency evacuation.
(4) If the emergency light does not illuminate, the flight attendant
should immediately turn on the emergency switch which is
normally switched on by the flight crew.
(5) Observe the exterior situation through the door or window and
check whether there is fire, smoke or dangerous terrain outside.
Check whether the door is safe according to the airplane
attitude. If the exterior is not safe, lead the passengers to the
nearest safe exit.
(6) Organize the passengers to evacuate when the emergency exit is
open.
(7) In order to avoid repeated check, if the exit is checked and
passengers around this area are all out, the flight attendant in
charge of this exit shall inform other flight attendants orally and
assist other flight attendants or leave the aircraft if not
necessary.
(8) When all passengers have evacuated the airplane, the captain
and chief purser check every place of the airplane including:
lavatory, galley and the middle of seats whether there is any
passenger left or injured. After that, evacuate quickly.
6) The flight crew shall guide and gather the passengers away from the
airplane after the passengers left the airplane. It’s better to stay
upwind and do the following jobs:
(1) Pay attention to scared passengers, avoid dispersing.
(2) The flight crew shall establish a commanding center, take care
of the old, wounded and the children; provide the passengers
medical care until the ground rescue team arrives.
(3) If it is necessary to get some food, water or the stuff, make sure
that there is no abnormal condition on the aircraft for 30
minutes and then the pilot-in-command may send some of the
crewmembers to go back to the aircraft.
11.1.5 Emergency evacuation procedure
11.1.5.1 Emergency landing
Emergency landing may occur with or without warnings beforehand.

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In some cases, there is enough time for preparation and landing is usually
successful. In many other cases, there is not enough time for preparation,
therefore it is important to have well-trained pilots control the aircraft and
land decisively.
Following is a general description of flight crew’s duties and actions
during emergency landing:
1) Before landing
(1) Pilot-in-command: confirm the nature of emergency and advise
the ground personnel. He shall brief with the first officer and
flight attendants on the following things:
a) Nature of the emergency
b) Time left
c) Signal for impact posture
d) Note: monitor the preparation work for the flight crew and
passengers, and make sure that escape and fire fighting
equipment are ready. Shortly before landing, send a signal
through the PA system, with a flashing light or any other
pre-agreed signals to remind the flight attendants and
passengers.
(2) First officer: complete the basic duties assigned by the pilot-in-
command. Depressurize the aircraft, open door, secure loose
items and assist flight attendants in cabin preparation. Shortly
before landing, the first officer shall turn on the emergency
light and set switches as appropriate.
11.1.6 Search for trapped personnel (CCAR-121.535/133(m))
11.1.6.1 General description
When the airplane is in danger, contact the local civil aviation authority
and local people’s government, carry out the emergency
rescuing according to the prescribed ―aircraft search and rescuing
scheme‖.
11.1.6.2 Civil aircraft search and rescuing scheme includes:
1) The units that will carry out search and rescue with aircraft or ship,
the type of aircraft and ship and routine preparation.
2) The airport and harbor used by the aircraft and ship, the search and
rescue area and associated supporting work.
3) The coordination between the ship and aircraft executing search and
rescue on the sea.
4) If the civil aviation search and rescuing strength are not sufficient,
the garrison can support with aircraft and naval vessels.
5) Refer to (the Company) Emergency Handling Procedure Manual.
11.1.7 Regulations on overweight landing.
The basic principles for overweight landing are stipulated according to

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the AFM, QRH and various special conditions that require overweight
landing.
11.1.7.1 Types of overweight landing:
1) If the airplane can not continue the flight safely, land immediately;
(1) Uncontrolled fire or smoke in the airplane;
(2) Severe damage on the fuselage and aircraft components;
(3) Severe malfunction of control, hydraulic pressure, electrical
equipment or fuel system;
(4) The communication or navigation equipment is damaged to
such an extent that it may influence approach and landing;
(5) Bomb, terror threat, unclear dangerous goods or leakage of the
dangerous foods severely endangers the safety of the
passengers, flight crew or flight;
(6) The passengers or the flight crew members come down with the
sever illness which endangers the life and need to immediately
see the doctor;
(7) Other emergency situations required in the QRH to land at the
nearest airport;
(8) Immediate landing is required by the ATC controller;
(9) Other emergency situations in which immediate landing will
relieve the threat to the safety.
2) The airplane loses 50% thrust
(1) The demonstrated vertical speed under the maximum landing
weight on this aircraft is 600FPM. If the structure is not
damaged, it can sustain 360FPM under the maximum allowable
takeoff weight. Therefore, normal landing at 200-300FPM
descending rate will not damage the structure.
(2) It is recommended to land at the nearest airport for this aircraft.
(3) Circling at low altitude for too long to consume the fuel may
cause the further deterioration of the situation.Long time
circling to lose the fuel may bring more negative report to the
airlines by the media;
(4) Low altitude circling to cost the fuel will cause unnecessary
economic loss.
11.1.7.2 Requirement:
1) Before the execution of overweight landing, must confirm that the
landing weight is lower than the landing weight limited by the
runway condition or go around climb limitation weight.
2) The overweight landing procedures for the specific type of aircraft
must be observed.
3) Pilot-in-command has the final decision on the execution of
overweight landing.
11.1.8 Declareation of minimum fuel or emergency fuel (CCAR-
121.555)
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11.1.8.1 General
The minimum specified fuel quantity that should be reported to the
ATC for taking emergency resolution. The fuel can at most meet the
requirement of flying for 30 minutes at 450 m (1500 ft) above
aerodrome elevation in holding airspeed after arriving at the
destination, the stipulated fuel flow indication system error should be
considered.
Emergency Fuel: at a certain point, when the captain defines that the
aircraft requires a direct to the destination for an immediate landing
due to low fuel quantity and announce Emergency Fuel. It is an
emergency which clearly requests a priority from ATC.
Usually, the flight crew announces Minimum Fuel first and then in the
event of any unduely delay; the captain should announce Emergency
Fuel.
11.1.8.2 The responsibility of the pilot-in-command
1) Declare ―minimum fuel‖ or ―emergency fuel‖ to ATC
2) Standard expression: ―MAYDAYMAYDAYMAYDAY, Flgiht
XX in emergency fuel, remaining fuel XXX, capable flight time
XXX (minutes) ‖
3) Continue to fly the route agreed by ATC;
4) Advise company flight dispatcher that minimum fuel or emergency
fuel has been declared;
5) If the flight executed is visual flight or flight without radar
monitoring, report the current position and ETA.
11.1.8.3 Disposal
1) If the remaining fuel quantity is not enough to land at the required
airport in the route manual, land at another suitable airport if it is
safe;
2) If the remaining fuel quantity is not enough to land at the above
described airport, emergency landing can be carried out lower than
the Company minimum weather standard;
3) Keep contact with ATC and the Company Operation Control Centre;
report the situation in the airplane and the intention of the captain.
11.1.8.4 Ground support
1) Operation Control Centre should immediately inform the flight crew
of the needed weather material and transfer the flight plan;
2) If necessary, flight Operation Control Centre should contact the
traffic control department and local government bureau in
order to facilitate airplane landing and get necessary help.
11.1.8.4 Record and report
Upon handling emergency, pilot in command should report any
deviations to the authority via vice operational president. Also he
should hand in written report within 10 days after returning to bas

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11.1.9 In-flight Accident

11.1.9.1 General description
In-flight Accident refers to: The reason of the abnormal and In-flight
Accident has been known and airplane state can be controlled, that will
not bring bad influence to the flight safety, such as bird attack, lightening
strike, conflict, abrupt clear air turbulence or the uncontrolled, etc.
11.1.9.2 Disposal
The captain and flight crew members can actively take actions to handle
this accident. The scheduled flight can continue or change the route or
land at the planned destination airport as soon as possible. Report to the
Operation Control Centre the accident event happened, measures taken
and actual situation report. Execute the abnormal procedure of AFM and
QRH if there is anything abnormal on the airplane or its components.
11.1.10 Electronic equipment malfunction (CCAR-121.557(a)(b))
11.1.10.1 Requirements
According to CCAR-91 Article 91.187 and CCAR-121 Article 121.349,
if any of the following equipment is inoperative on the ATC controlled
aircraft, inform ATC as soon as possible:
1) DME
2) Transponder
3) Weather radar
4) Radio communication
5) Navigation system
11.1.10.2 After landing
When the above equipment fail, the flight crew should immediately report
the Company Operation Control Dept. and maintenance control center
after landing. Then report and fill out the log book according to
regulations.
11.1.11 Disorientation in flight
When lost, the flight crew should not change the route or descend to
search the landmark by itself. Take the following measures according to
the situation:
1) Immediately report to the ATC department, ask for radar vector,
check the remaining fuel quantity and calculate the enroute time.
2) Climb and keep the favorable altitude (improve the navigation
equipment effective distance, convenient for the radar detection and
observe the landmark);
3) Keep the original flight heading or hold above the apparent
landmark. Check the recorded navigation data try to get the ATC
clearance, fly according to the clearance;
4) When lost near the frontier line, fly into the territory vertically along

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the frontier.
5) Land at the first airport or field if it is not possible to return to the
planned route.
11.1.12 Adverse weather and ground equipment (CCAR-
121.557(a)(b))
When the personnel casualty caused by the adverse weather, wind shear
or severe turbulence, the flight safety is influenced by the abnormal
ground equipment and navigation equipment, the flight crew members
should report to the ATC and the Company Operation Control Centre. If
required, apply to the ATC for the ambulance，fire fighting vehicle
lifesaving equipment. The dispatcher once receiving the notice of the
flight crew, he should report to 01 person on duty, at the same time report
to the flight crew the handling information.
11.1.13 Responsibilities in emergency situation
11.1.13.1 Responsibilities of the pilot-in-command
1) The pilot-in-command has the highest power to command or guide
any person onboard during flight and can take necessary actions in
emergency situation. At the same time, he is also responsible for safe
settlement of the emergency situation. But this final decision power
does not mean the pilot-in-command can decide everything at his
own discretion and neglect other crewmembers’ suggestion. He
should consider other flight crew members’ opinions.
2) The pilot-in-command should adopt the safest measure according to
the temporal situation. Continuously notify ATC, rescuing
departments and the Company Operation Control Centre on the
related emergency situation information including the aircraft
position, flight environment, planned measures and the suggestions
of the personnel needed help and the ground personnel.
3) Under the emergency situations, the pilot-in-command can use his
power to take necessary actions and should quickly report his
intention and the actions he takes to ATC and the Company
operation control centre
4) After the emergency situation disposition is completed, the pilot-in-
command should immediately forward a written report on the
emergency situations and the actions taken to the General Manager
of the the Company Flight Department, Operation Control Centre
and Safety Supervision Dept. after he arrives at the base.
11.1.13.2 Responsibilities of the flight crew
The flight crew members should take emergency measures under pilot-in-
command’s guide, control and eliminate emergency situations.
11.1.14 Emergency situation disposal power
11.1.14.1 Pilot-in-command’s disposal power
1) After taking various factors and conditions into consideration, if the
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Pilot-in-command considers the emergency situation exits or the present
situation may cause emergency situation he shall announce emergency.
2) In the process of the emergency situation disposal, the pilot-in-
command should contact ATC and the the Company Operation
Control Centre and inform them what measures are taken and how it
is going on.
3) During emergency, in the action of transporting the personnel or
properties so as to protect human life or properties to the hilt, the
captain has the right to deviate any normal operational procedure,
weather minimum or rules and regulations; Should report the
accident or serious accident which causes personal injuries, the death
or the serious airplane damage, to the Authorities, the Company, the
Flight and Operation Departments in the quickest way. But within 24
hours after initiating this kind of operation, the Captain must submit
a situation report of taking the deviation action to the Company 01
Duty Personnel, who must submit to the Authorities the report
explaining the situation nature of this kind of emergency in 24 hours.
If as required by the state where the incident occurs, submits a report
to the proper authorities and the State to which the operator belongs
(completed by Company related department).
11.1.14.2 Power use report

When the pilot-in-command executes the emergency power, he must
report the flight processing situation to the related ATC department or the
Company operation control center. The announcer of emergency situation
should forward a written report on any deviation to direct general of
CAAC through 01 person on duty. The flight dispatcher should summit a
report which explains the emergency disposition in 10 days to the
Company 01 person on duty. The pilot-in-command should send out
report in 10 days after he returns to his living place.

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11.2 The handling of forced landing
11.2.1 Ditching
11.2.1.1 Successful ditching depends on three main factors. It can be
divided into the following according to its importance:
1) The sea condition and the wind.
2) The airplane type.
3) The skill and technique of the pilot.
11.2.1.2 Common oceanography terminology
1) Sea surface: the surface that produces waves
2) Billow：The surface condition produced by partial wind.
3) Wave: The surface condition produced by long distance welter.
4) The wave surface: The wave faces the observer; the wave surface is
opposite to the observer. This definition is applicable whichever the
orientation the wave moves.
5) Main wave: The series of waves with maximum height from the
wave apex to wave vale.
6) Auxiliary wave: The series of waves below the height of the main
wave.
7) Voyage: The passing distance of the wind without obstruction which
is blown by the constant wind.
8) Wave cycle: The time cost of some point in the water passing
through two continuous wave apexes. (In seconds).
9) Speed vector of wave: The magnitude and orientation is usually
calculated in NM/h to a fixed reference substance. There is small
variation in the horizontal orientation. The wave moves in the
vertical orientation like the movement of the blanket which has been
vibrated.
10) Wave Orientation: Refers to the moving orientation of wave, this
orientation is not always the certain result caused by spot wind. The
wave may be involved in or overpass partial wind. Once the wave is
formed, it will move ahead along the forming orientation. It will not
stop moving only the deep water stops moving, no matter what the
wind orientation altered.
11) The wave height: Wave apex and wave vale is accounted by feet,
most of wave is lower than 12 and 15 feet, the wave higher than 25
feet. Continuous wave has distinctively variation in height.
12) Descend: descend by standard instrument approach.
11.2.1.3 The choice of place
1) When ditching on the sea, the pilot-in-command should have a basic
evaluation of the sea condition. The choice of a good ditching
orientation in the sea can greatly reduce the damage and casualty.
Forced landing upwind without the consideration of the sea
condition is very dangerous. The wave system or multi-wave
systems must be considered, the pilot-in-command must avoid
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ditching direct to the billow. The pilot-in-command should avoid
ditching at the billow directly;
2) When ditching parallel to the wave, touch down the water at the
wave apex or wave vale is of no difference. Make the best to touch
down at the wave apex or the rear side of wave. The stronger upwind
course should be chosen after the flight course which is parallel to
the wave has been decided;
3) If there is only one wave system, it is much easier. But in most cases,
there are two or more different orientation wave systems. The offing
seems to be disordered with one wave system. One of the most
difficult situations is two wave systems form the right angle. For
example: if one system is 8 inches high, calculate to land parallel to
the main system and land at the auxiliary system vale. If the two
systems are in the same height, the 45 angle with the two systems
can be a suitable orientation. When touching down the auxiliary
system, make best to touch the back of the wave but not direct to the
water;
4) If the wave system is very huge, bigger crosswind can be considered
in order to avoid touching down the water directly;
5) Auxiliary wave system is always the same orientation with the wind.
Touching the water here parallels to the main system and forms an
angel to wind and auxiliary system. Two orientations can be chosen
which parallels the main system: one is parallel to the wind and
auxiliary wave; the other is upwind and faces the auxiliary wave.
The choice lies in the wind speed relative to the height and speed of
the auxiliary wave;
6) The condition that the airplane touches down the water will be very
different according to the difference of the sea condition. The
airplane condition will be nearly the same as the steady offing if it
parallels to the single wave system. If landing at the billow or
disorder surface, the decelerating power may be very huge and that
will disassemble the airplane. To some extent, the pilot can
maximum reduce the force by correctly evaluating the or choosing
the force landing orientation;
7) In the final approach stage, the pilot should watch offing ahead,
shadow or white wave is the sign of vast offing, and the offing is
narrow and billowy if the shadow and white wave is very close.
Avoid touching down in this surface of this area and choose to touch
down the water not dense shadow and white wave area (about 150
m);
8) Make sure that ditching at the safely controlling the airplane and the
minimum speed and descending rate of best bouncing pitch up
attitude. Generally the pilot can not control the airplane once
bouncing at the first time.
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11.2.1.4 Ditching
1) Once the pre-ditching preparation work is finished, the pilot should
set forced landing heading and start to descent. Maintain low altitude
closw to water and reduce speed as recommended in AFM. Increase
power to overcome the drag caused by high pitch angle. If the water
ahead is calm, shut down the engines and touch down at a speed
closer to Vstall. The pilot should avoid excessive action to
reduce the possibility of bouncing and avoid the second uncontrolled
touching of the water;
2) Most experienced pilots prefer to touch down in half-stall condition
and shut down the engines on contact of water with the tail. This
technology can reduce the possibility of judging the altitude wrong
and heavy landing at the stall condition. Notice that do not drop the
airplane at the high altitude or float due to the large speed;
3) When landing on the quiet and slippery water surface or when there
is not enough light in the evening, keep enough power and maintain
9-12 degrees of pitch up and ditching at the speed of 10% to 12%
above the stall speed;
4) It is important to use the power correctly, use little power to keep the
approach flare if only one engine power is available. But the engine
(one or several) should within this limitation: there is sufficient
margin from the airplane starts turning to the operative engine to
stall. When it is close to stall, excessive and unbalanced thrust will
lead to loss of oriental control. If only one engine power is available,
the approach speed should be larger than normal to keep a good
control of the aircraft and speed margin without large power.
5) It is very important to use power during ditching. Therefore, if it is
impossible to reach the land and ditching is required, the pilots shall
make a ditching before fuel is burnt out. It is even more important to
use power at night or instrument ditching than in the day time.
6) If thrust is lost, use a larger speed than normal until flare. Speed
margin will stop gliding earlier and smoother, which leaves more
time for the pilot to feel the touching down, reduce the possibility of
stall at a high altitude or diving the water with a pitch down attitude.
When touching down the water parallels to the wave, there’s no
difference to touch down the water at the apex of the wave or the
vale of the wave. Keep the airplane wing parallel to the offing not
parallel to the horizon; it will reduce the possibility of breaking the
wing when the wing strikes the apex of the wave. Actually, the
gradient of the wave is always very calm. If it has to touch down the
water direct to the wave, touch down the water when the apex
disappears. If touch down the water under the wave, the airplane
may be submerged or thrown to the air again and drop into another
wave. If the control surface is effective, the pilot should keep the
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suitable pitch attitude which the nose is above the horizon by the
control system.
11.2.1.5 After touching the water
1) Generally the position deviation should not be considered.
Huge outside force imposed on the airplane after touching down the
water, so deviation is a subordinate factor. If the airplane control
system operates normally, any deviation of the path before ditching
can be compensated by the rudder. It is especially important to the
high wing airplane because the horizontal control extremely unstable
ditching at the crosswind. It leads to horizontal control failure and
falls into the water.
2) After ditching, the pilot-in-command should organize the flight crew
members to accommodate the passengers and protect the airplane
and documents. Without the permission of the pilot-in-command,
any flight crew member must no make mold to leave the airplane.
The pilot-in-command should leave the airplane last and complete
the cabin cruise as possible as he can before he leaves the airplane.
3) Ifpossible, the flight crew should use every
communication means and timely report to the ATC or the
Company Operation Control Dept.. The the Company Operation
Control Centre should immediately report to 01 person on duty and
the Company Safety Supervision Dept.
11.2.2 Forced landing on the earth
11.2.2.1 General
When the flight crew can not land safely according to normal procedure,
the pilot-in-command could determine to force landing. Before execution,
the forced landing position (if possible) should be reported to the ATC
and the Company Operation Control Centre.Before forced landing, the
pilot-in-command should command the flight attendants to notify the
passengers of the notices and complete the emergency evacuation
preparation.
11.2.2.2 Forced landing in mist
The pilot-in-command must control and slowly descend at the minimum
descending rate according to the instrument flight rule. During descent,
the altitude above ground will be urged according to radio (or baro)
altitude altimeter indication.
11.2.2.3 Forced landing at night:
Choose perfect forced landing area as possible as he can, take every
means to judge the direction of the wind and connect the landing lights as
early as possible in order to get necessary help. Pay attention to the flare
prior touchdown to avoid the bump with glide angle or stall fall.
11.2.2.4 The factors should be considered for forced landing:
The pilot-in-command makes his best to select forced landing at the
airport. The following factors should be considered if landing outside the
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airport:
1) In the less populated area: make best to close to the residence area,
road and lake, carry out upwind.
2) In the marsh and forest area: choose floral denseness area, keep the
minimum allowable speed process upwind.
3) In the frozen lack surface or river areas: choose the area which is
close to bank without snow pile, drumlin or moves to the orientation
of drumlin.
4) In the dune area: keep the minimum allowable speed along the ridge
line of the dune.
5) In the mountainous area: moves slantingly up to the hillside.
6) Before the forced landing, pay attention to keep some fuel for the
observation of terrain and go around.
11.2.2.5 Prior force landing preparation and after force landing
procedure.
1) If possible, the pilot-in-command should appoint one pilot not
directly take part in forced landing to help the flight attendant in the
cabin in forced landing preparation.
2) The chief purser reports to the pilot-in-command by the interphone
system of directly entry into the flight deck that the forced landing
preparation has been completed.
3) After forced landing, the pilot-in-command should organize the
flight crew members to accommodate the passengers and protect the
airplane and documents. Without the permission of the pilot-in-
command, any flight crew member must not leave the airplane. The
pilot-in-command should leave the airplane last and complete the
cabin cruise before he leaves the airplane as possible as he can.
4) If possible, the flight crew should make every communication means
to report what happens to ATC or the Company Operation Control
Centre. the Company Operation Control Centre should immediately
report to the Company 01 person on duty or the Company Operation
Control Centre.

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Intentionally bank

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Rev.：131129
11.3 The handling of fire
11.3.1 General
1) Fire may happen any time during operation. Fire can directly
endanger the safety operation of the airplane. Although sometimes
the fire is not severe in the airplane, if not handle properly will lead
to severe results. Therefore all crew members should always alter the
possibly happened fire or smoke in every flight. Knowing the
category of the fire, getting acquainted with the fire extinguishing
procedures and fire extinguish points are of vital importance.
2) Some kinds of fire need different fire fighting measures and using
the wrong fire extinguisher have no benefit at all. For the safety of
the passengers and flight crew, crew members should know the
classification of fire and associated measures.
3) The toxic gas produced by the smoke can directly hurt the personnel
onboard, the flight attendant should lower the body, cover the breath
of mouth or nose by hand or cloth(clothing, small towel, coif, wet is
better), that will prevent inhaling harmful gas.
4) No matter what kind of fire happens, the pilot-in-command should
announce emergency situation and timely report to ATC and report
the Company Operation Control Centre if time permits, so as to to
get necessary support.
11.3.2 Universal handling of fire
11.3.2.1 Fire classification
1) Type A: Flammable things such as paper, timber, fiber, rubber,
plastic, etc. Water extinguisher is effective to extinguish the fire on
these substances. Soak with water (H2O) to avoid ―flashback‖.
2) Type B: Flammable liquid like gasoline, oil, grease, solvent, paint,
etc. The flammable substances should be covered to make it not
open to the air; it is effective to use BCF (HALON-1211) Halon fire
extinguisher bottles.
3) Type C: Electrical fire and the reason of the fire: motor, switch,
galley equipment, electrical equipment, creep age or short circuit.
Non-electric extinguisher should be used in these situations. Halon
extinguisher is most effective. All the electrical equipment should be
cut off before putting out the category C fire. Pay attention to the
instructions on the extinguisher:
(1) Using the extinguisher wrongly brings nothing good but harm.
For example: B, category C fire extinguisher efficiency is not as
good as water extinguisher. Water to flammable liquid is just
like oil to fire. Use water for electrical fire will cause electrical
attack on fire fighters or short circuit of the electrical equipment.
(2) When portable extinguisher is discharged in the or the sealed

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scope, the crew members should use the oxygen masks and
100% oxygen in order to avoid harming by the toxic gas.
11.3.2.2 The available extinguishers in the airplane
1) Halon extinguisher bottles: applicable to any kind of cabin fire.
2) Mask: Wear to prevent invasion of smoke and toxic gas.
3) Axe: For the use of cleaving equipment.
4) Smoke goggle: to protect eyes and keep good vision.
5) Asbestos gloves：To protect hands from being burnt.
11.3.2.3 Common fire extinguishing procedures
Whenever there is fire, the person who observes the fire first is the
one primarily responsible for fire fighting. The flight attendant shall
inform the cockpit as soon as possible and form a three-person team,
with one fighting the fire, one responsible for communication and the
third one for assistance. (On EMB145 aircraft, a two-person team
should be formed immediately, with one responsible for fire fighting
and the other one for communication and assistance.)
1) Responsibilities of the fire fighter
(1) Observe the development of fire
(2) Use the appropriate extinguisher and mask
(3) Extinguish the fire immediately
2) Responsibilities of the reporter
(1) Inform the pilot-in-command via interphone on fire condition,
such as the color, smell and density of smoke, fire source and
scope, the effect on passengers and actions taken by the flight
attendants.
(2) Keep contact with the .
(3) Take the standby fire extinguisher and get ready to be the
second fire fighter.
(4) Collect the remaining fire extinguishing bottles and masks.
(5) Prepare to take over the job from the first fire fighter.
(6) Start timing the use of mask.
(7) Observe the ember and prevent it from being re-ignited.
Note: The reporter should watch the other team members
fighting the fire instead of disturbing their work and keep the
cockpit informed of the process.
3) Reponsibilities of the assistant
(1) Collect the remaining fire bottles and smoke hoods.
(2) Monitor the time elapsed after the smoke hood is put on.
(3) Make sure that the ember is extinguished fully.

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(4) Take the appropriate fire extinguishing bottles and smoke
hoods when necessary.
4) General fire fighting procedure
(1) Look for the fire source and identify its nature.
(2) Inform the pilot in command.
(3) Use appropriate fire extinguishing bottles and don smoke hoods
in the non-smoke area.
(4) Take all fire fighting equipments to the site.
(5) Monitor the situation and make embers are completely out.
(6) Comfort passengers.
5) Fire extinguishing points:
(1) Keep calm and act quickly and decisively.
(2) If the smoke is dense, make best to get the fire source, at the
same time avoid inhaling dense smoke.
(3) When fire extinguishers are to be discharged, keep the bottle
straight and use until the fire is extinguished.
(4) Fire fighting in flight deck, Halon extinguisher is the only
choice.
(5) Fire fighting in the horizontal surface, the fire extinguisher
nozzle directs to the fire base. Start from the edge of the fire
and move gradually, reduce the scope of the fire origin.
(6) Fire extinguishing in the vertical surface such as the galley
curtain, direct the extinguishing agent from the fire base to the
upward and left to right. If it is a type A fire, use water or Halon
extinguishers. Avoid granules flying to the other places of the
cabin and start the fire.
(7) After using Halon extinguisher, use water to quench the area
burnt by fire.
11.3.2.4 When fire is extinguished
1) The cabin crew inform the PIC that fire is extinguished.
2) According to fire type, one flight attendant must be arranged to
monitor fire source to prevent reigniting until landing.
3) The pilot-in-command should take necessary proper actions to
protect all passengers and cabin crew and decide to land at the
nearest suitable airport.
4) If fire is conformed to be extinguished, the pilot-in-command
increases the cabin ventilation as necessary to clean cabin air.
5) For fire and smoke in the passenger cabin, it is not necessary to use
the passenger emergency oxygen when the cabin pressure and
altitude are normal.
11.3.3 Special fire procedure

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Special fire procedure shall be performed after the completion of general
fire procedure and is for the special fire.
11.3.3.1 Lavatory fire
Lavatory fire occupies a great ratio in the airplane fire, about 45% of the
fire happens in the lavatory. When the smoke detector gives a warning, it
indicates smoke or fire in the lavatory. First check if there is anyone is the
lavatory and feel the door temperature with the back of the hand before
entering into the lavatory.
1) If there is anyone smoking in the lavatory, the flight attendant shall
talk with this passenger and require the passenger to extinguish the
cigarette immediately or show where the cigarette was discarded if
the smoke detector alarm was due to the cigarette smoke. The flight
attendant shall open the ventilation hole located at the lavatory
ceiling and reset the smoke detector with a sharp object such as
toothpick or pen, and inform the pilot-in-command.
2) If the door is cold:
(1) Take out nearest extinguisher.
(2) Open lavatory door. Observe the position of the fire.
(3) Use wet blankets or point the Halon extinguishing bottle at the
root of the fire.
(4) When fire is successfully extinguished, inform the pilot-in-
command and lock the lavatory.
3) If the door is hot:
(1) Keep the door closed
(2) Take out fire extinguisher and crash axe. Cut a hole on the door
with the axe.
(3) Discharge all extinguishing agent through the hole.
(4) Use all the remaining extinguishing bottles to put the fire out.
(5) When fire is successfully extinguished, inform the pilot-in-
command and lock the lavatory.
4) Key points
(1) Halon fire extinguishing bottle is preferred for lavatory fire
(2) The size of hole on the door should be the same as the
extinguishing bottle nozzle and seal the hole after discharging.
(3) Carefully open the lavatory door, prevent air in and aggravate
the fire.
(4) When the fire overflows around the door, block with damp
blanket.
11.3.3.2 Galley equipment fire extinguishing
1) Oven fire
Oven fire is usually caused by meal oil spill due to long heating time
or false operation. To dispose:

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(1) Cut off the galley and oven electricity.
(2) close the oven door and inform the pilot-in-command
(3) Put on the mask and use a Halon extinguisher to put out the fire.
2) Galley electricity distribution board fire
(1) Inform the pilot-in-command and request galley power to
be disconnected.
(2) Use a Halon extinguisher to put out the fire.
3) Key points
(1) Cut out the power first in case of electrical fire
(2) Use Halon extinguishers
(3) Do not pour water into a hot cup.
11.3.3.3 Partition fire
1) Inform the pilot-in-command immediately and take his instruction.
2) Ask other crewmembers to take other fire fighting equipment.
3) If the pilot-in-command requires to unclench the partition.
(1) Take crash axe and Halon extinguisher.
(2) Evacuate passengers from this area.
(3) Use an axe to cut a hole with a size of the extinguisher nozzle.
(4) Put the fire extinguisher nozzle into the hole to discharge.
Note: Do not cut off the partition with a knife as it may cut off main
wires and hydraulic lines.
11.3.3.4 Fluorescence lights rectifier fire
Fluorescence rectifier supplies electricity to the upper and lower
cabin side wall lights. If the rectifier is used for a very long time, it
may become overheat and produce smoke with strong smell. If fire
automatically extinguished, there is no danger. It the rectifier
becomes overheats:
1) Turn off lights.
2) Inform the cockpit
11.3.3.5 Passengers clothes fire
Cover the fire with damp blanket and quench with cold water from the
trolley or the galley or lavatory. If any passenger is injured, he/she shall
be treated in time.
Warning: never use direct the fire extinguisher at passengers.
11.3.3.6 Special flight crew measures.
1) The fire situation and measures taken by the flight crew should be
reported to ATC and the Company operation control centre by the
pilot-in-command.
2) When the fire or smoke spread or maybe spread to the flight deck,
the seated members in the should wear oxygen masks and establish
communication.
3) Announce emergency situation, set transponder to 7700.
4) According to the confirmed smoke origin, fulfill the related items of

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the checklist. The pilot-in-command should broadcast to the
passengers and tells the passengers the situation happens and the
disposal result to calm down the passengers.
5) The pilot-in-command decides the next step according to idiographic
situation. The implementation of any new plans should be reported
to ATC and the Company operation control centre in order to get
instructions and assistance.
11.3.4 The disposal of engine fire warning
11.3.4.1 The engine fire extinguishing equipment
1) Engine fire extinguisher:
(1) Four engine fire extinguishers (two on each engine) are
installed on D328 to discharge extinguishing agents into any
engine.
Two engine fire extinguishers are installed on E145and E190 for
both engines.
Four engine fire extinguishers (two on each engine) are installed
on A320 to discharge extinguishing agents into any engine.
(2) Engine fire warning: certain engine fire indicates with related
alarm bells, lighting and signal. In order to handle quietly in
the , the fire warning button can be pushed to the elimination of
the warning alarm.
11.3.4.2 Operational procedure for fire warning during takeoff
1) Operation principles：
(1) Engine fire before V1; reject takeoff.
(2) Engine fire after V1; continue takeoff.
2) Operational procedure:
(1) For flight crew fire extinguishing procedure, refer to ―quick
reference handbook‖
a) PF keep the attitude of the airplane.
b) PM report the left engine fire or the right engine fire such
as aural warning alarm. PM restrains the alarm and
monitors the operation of PF and engine working situation.
c) For EMB145, it is necessary to determine loss of thrust. If
thrust is lost, cancel warning, according to engine failure
after V1 procedure.perform fire distinguish procedure after
aircraft status stabled above 400 feet; If there is no thrust
loss, cancel warning and continue normal takeoff profile.
PF maintains a pitch of 14 degrees and a speed of not less
than V2 until 1000ft, then pferform. fire distinguish
procedure.
(2) For the handling, sees the QRH and SOP of various airplane
types.

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(3) When the fire is confirmed to be extinguished, PM should
report ―left engine or right engine fire is extinguished‖. PF
should command ―engine fire, severe damage or separation
checklist‖. PM performs the checklist.
(4) The pilot-in-command evaluates the fire extinguishing situation,
decides to land at the nearest suitable airport and notify the
operation control centre and ATC to make the announcement.
11.3.4.3 Engine fire procedure in flight
1) The work in the cockpit:
(1) PM calls out left or right engine fire and cancels the warning if
there is any. PF uses the good engine thrust lever and when the
aircraft attitude is controlled, commands Engine Fire memory
items.
(2) Before PM retracts thrust to idle and cancels the warning, he
must get the confirmation from PF. PM advises ATC of the
failure and captain’s intention when he has completed the
memory items (if any).
(3) PF monitors the correct application of memory items and
command Engine Fire Checklist as appropriate.
(4) PF maintains aircraft attitude and complete normal takeoff
procedure observing aircraft limitations and ATC clearance.
PM completes the Engine Fire Checklist on PF’s command.
(5) When the fire is confirmed to be extinguished, PM calls ―left or
right engine fire extinguished‖ and completes the Single Engine
Approach and Landing Checklist and other abnormal checklist
on PF’s command.
(6) The pilot-in-command evaluates the fire extinguishing situation,
decides to land at the nearest suitable airport and notifies the
chief purser to make the announcement.
(7) The pilot-in-command should inform ATC and the Company
operation control centre of the fire condition and crew intention.
And prepare for approach and landing.
2) Cabin crew work：
(1) The chief purser should immediately go to the on receiving
pilot-in-command’s notice.
(2) If required, advise every flight attendant. Make the passenger
address, calm down the passengers.
(3) Prepare for emergency landing and emergency evacuation if
necessary.
3) If the fire can not be put out, the pilot-in-command must land at the
nearest airport.
4) Immediately report the pilot-in-command’s decision to ATC and the

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Company Operation Control Dept. and announce emergency
situation, set transponder to 7700.
5) Adjust best flight crew combination; review emergency landing
procedure, notices and operational methods.
6) Notify flight attendant, perform emergency evacuation after landing.
7) Emergency landing procedure and emergency evacuation procedure
after landing executed by the flight crew.
11.3.4.4 Engine fire during approach at low altitude
The distance and time between the airplane and airport is short during
approaching. During emergency, observe the principle of landing first and
handling later. Handle according to the engine fire procedure after
landing. If the fire can not be put out, perform emergency evacuation.
Note that the emergency exits near the fire are prohibited to use.
11.3.5 APU fire warning
11.3.5.1 APU fire extinguishing equipment
One extinguishing bottle is installed for APU fire. Fire warning bell
and lights are used to indicate fire.
11.3.5.2 APU fire on the ground
1) Alarm bell and APU warning light on.
2) For APU fire, proceed as per associated fire procedure.
3) Ask the ground personnel to check the APU fire.
4) If APU fire happens on the ground when the aircraft is parked at the
gate, the both flight crew and ground personnel may perform fire
extinguishing procedures. If fire can not be extinguished, perform
emergency evacuation.
APU fire occurs during taxi and can not be extinguished; the pilot-
in-command should determine whether to perform emergency
evacuation immediately or after taxiing to a designated place. The
pilot-in-command should command other crew members to
announce: ―emergency evacuation, emergency evacuation‖. The
cabin crew should organize passengers evacuate. The first officer
reports the airplane condition and decision of the pilot-in-command
to ATC and requires ground assistance.
11.3.5.3 APU fire in flight
1) APU fire extinguishing, if the fire still exists the pilot-in-command
should immediately decide emergency landing at the nearest suitable
airport.
2) The pilot-in-command makes an announcement and notifies the
chief purser to prepare for landing.
3) The first officer reports the APU fire situation and the plan of the
pilot-in-command to ATC and the Company Operation Control
Dept.. And ask for ground support.

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Rev.：131129
11.3.6 Other fire situation handling.
113.6.1 Aircraft brake fire.
1) If the airplane brakes are on fire, the pilot-in-command should notify
the chief purser to prepare for evacuation. If the fire can not be
controlled, the pilot-in-command should command the passengers to
evacuate through passenger address system.
2) The pilot-in-command reports the decision to the ground control and
asks for ground support.
3) In case of brakes (wheel well) fire, do not use the wing exits for
evacuation.
11.3.6.1 Fire and smoke in the
The source of fire and smoke is usually in the electrical or air
conditioning system.
1) When fire or smoke is found in the , the flight crew shall accomplish
SMOKE checklist.
2) When abnormal phenomenon and smell appear, the flight crew
should keep the autopilot engaged and wear oxygen masks.
3) Identify the fire or smoke source as soon as possible, close the
related electrical equipment and use the Halon extinguisher bottle to
put out the fire.
4) Open the side window as required.
5) When fire or smoke is confirmed to be eliminated, clean the .
6) Inform ATC of the situation and pilot-in-command’s intention.
Inform the Company Operation Control Center if time permits.
11.3.7 After returning to base
Fill out the Flight Safety/Information Feedback after returning to the base
and summit the Operation Control Dept. and Safety Supervision Dept..

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Rev.：130709
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11.4 Rapid Depressurization Procedure in the Air
11.4.1 General
Rapid depressurization in the air is one of the most urgent conditions in
flight and that directly endangers the safety of people onboard. Therefore,
the memory items should be completed swiftly and correctly by the flight
crew. Descend to the safety altitude.
11.4.2 Human physical reaction during depressurization
11.4.2.1 Anoxic reaction
Altitude symptom
1) 3000 meters/10000 feet: headache, fatigue
2) 4300 meters/14000 feet: sleepy, headache, vision weakens, faint
3) 5400 meters/18000 feet: memory reduces, the same as the above
4) 6600meters /22000 feet: convulsion、prostration, coma, shock
5) 8800 meters/28000 feet: prostration in 5 minutes, coma迷
11.4.2.2 Effective consciousness time
Altitude consciousness time
1) 6600 meters/22000 feet:5─10 minutes
4) 10500 meters/35000 feet:30 seconds
5) 12000 meters/40000 feet:15 seconds
For weak persons, the reaction will be more severe, the time of the
effective consciousness is shorter.
11.4.2.3 Emergency depressurization phenomenon
1) The cabin rate increases, altitude increases rapidly, the warning bell
sounds when reaching 3000 meters/1000feet.
2) Obvious ear pressing feeling, cause tinnitus.
3) If the airplane structure is damaged, severe turbulence and loud
airflow sound appears.
4) Temperature decreases gradually.
5) Before the cabin altitude reaches 14500+/-500 ft（E145, E190），
or 14000 for A320, the oxygen mask will deploy automatically.
11.4.3 Rapid depressurization procedure for the flight crew. ( A320
refers to Flight Crew Operation Manual – abnormal and emergency
procedure)
11.4.3.1 The flight crew operation
1) On discovering the above situations by the flight crew in the air, the
oxygen mask should be immediately put on (wearing the oxygen
mask with one hand, within 5 seconds) and establish crew
communication.
2) Do memory items and maintain cabin altitude.

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3) If can not be controlled, right seat pilot checks and reports: ―the
cabin pressure can not be controlled‖. PF mainly controls the aircraft
attitude, the pilot-in-command announces ―emergency situation‖.
4) Report to ATC aircraft rapidly depressure, request emergency
descent
5) Before descent, the captain informs the cabin through the Passenger
Address system ―CABIN CREW, EMERGENCY DESCENT‖.
6) At the safe altitude, the PIC should advise the cabin via PA:
―ATTENTION CREW, WE HAVE REACHED SAFE ALTITUDE‖.
11.4.3.2 Pilot Flying
1) Put on oxygen mask and establish communication.
2) Generally turn 30 degrees right of the course, deviate the flight
course.
3) Rapidly turn the altitude knob to the left to descend.
4) After hearing ―cabin pressure can not be controlled‖, engage HDG.
5) Emergency descent procedure refers to each aircraft’s QRH and SOP.
6) If suspicion of the structure integrity, the speed should be limited in
order to prevent large mechanical load.
7) Command RAPID DEPRESSURIZTION/EMERGENCY
DESCENT checklist.
8) Complete all the items when reaching the altitude, check the airplane
situation again and land at the nearest suitable airport.
11.4.3.3 Pilot Monitoring
1) Put on oxygen mask and establish communication.
2) Turn on FASTEN SEAT BELT.
3) Select the depressurization mode to manual and manual cabin
altitude selector to DN.
4) Inform PF if the cabin altitude is still out of control and manually
deploy the oxygen masks.
5) Set transponder to 7700, adjust the MCP panel altitude to 1000 feet
and not lower than the enrooted safety altitude (whichever is higher).
6) Notify ATC.
7) Inquire the cabin flight attendant about the structure damage
situation of the airplane.
8) Perform the checklist according to the pilot-in-command’s command.
9) Call 2000ft/1000ft to the target altitude.

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10) After reaching the altitude, the personnel onboard and the damage
situation of the airplane should be reported to ATC and the
Company operation control centre to get assistance.
11.4.3.4 After reaching target altitude
1) After the airplane reaches the target altitude, the flight crew (if
possible) with the flight attendant crew does the cabin checking
work.
2) Bring the portable oxygen bottle.
3) Check passenger condition; firstly nurse the unconscious passengers
and children. Then take care of other passengers.
4) If the airplane structure is damaged, adjust the surrounding
passenger seats.
5) Provide portable oxygen bottle to any who needs oxygen when
oxygen mask no longer supplies oxygen anymore.
6) Report the cabin situation and airplane condition to the pilot-in-
command in time.
11.4.3.4 Principles to be followed during rapid depressurization

1) The flight crew should immediately wear the oxygen masks on
sensing the special smell and abnormal feeling.
2) The sequence of wearing oxygen masks: flight attendants shall wear
first then help the adult and the children at the same time.
3) Everyone should stop moving when the depressurization situation is
not eliminated.
4) For sensitive passengers, sit straight when inhaling the oxygen, for
insensitive passengers, lay back when inhaling the oxygen to prevent
no oxygen reach the trachea with wrong attitude.
5) Prepare the supply of oxygen, and prepare fire extinguishers in order
to prevent the fire in the passenger cabin caused by the bright fire.
6) When any flight attendant finds that the airplane is damaged, he or
she should immediately report to the .
7) After reaching the target altitude, the chief purser should report the
situation of the passengers and cabin to the pilot-in-command.
11.4.4 After returning to the base

Fill out the Flight Safety/Information Feedback after returning to the base
and summit the Operation Control Dept. and Safety Supervision Dept..

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11.5 Dangerous goods and dangerous cargo
11.5.1 General
Dangerous goods and cargo are goods and material that will
endanger or damage flight safety, human body, property and
environment during air transportation. Some dangerous goods are
very dangerous to be carried into the cabin and can only be
transported as cargo according to the stipulations of ICAO and
IATA. Therefore, it is very important for the pilot-in-command to
know the type and nature of the dangerous goods before accepting
for transportation. Based on the event phenomenon may occur,
draws up the safety measures to cope with these accidents, either on
the line flight or the flight at any situations. For the accident
occurred, the flight crew should be steady, be calm, and take the
most advantageous measures and the correct handling procedure,
cope with the accident. However, no matter what result is, the flight
crew should land at the nearest (suitable) airport.
At present, Tianjin Airlines only carry the following two types of
dangerous goods in certains areas:
1. Turbine engine fuel sample from the China Aviation Fuel
Company at the following airports to Huhhot: Ulan, Tongliao,
Hairlar, Manzhouli, Wuhai, Chifeng, Baotou, Erdos, and Xilin.
2. Devices containing lithium batteries that meet the requirements
of DGR Packing Instructions 965-970 Section II.
The the Company will strictly undertake the dangerous goods
transportation according to the scope and operating procedure
approved by the Authority. Dry ice and cryogenic nitrogen
should not be loaded into the E190 or E145 cargo compartment.
A320 cargo compartment installed with a ventilation system can
carry dry ice used to pack perishables. Dry ice is also allowed in
quantities not exceeding 2.5 kg per passenger in carry-on
baggage provided each package permits the release of carbon
dioxide gas.
11.5.2 Classification of dangerous goods
11.5.2.1 Class I—Explosives
1.1 The goods and commodities with integral explosive threat;
1.2 The goods and commodities has spouting danger but without integral
explosive threat;
1.3 The goods has fire threat and light explosive threat and (or) light
spouting threat but without intergral explosive threat;
1.4 Goods or substances without obvious theat.
1.5 Not very sensitive goods or substances with whole explosive threat;
1.6 Extreme not sensitive goods without whole explosive threat.

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11.5.2.2 Class II— Gases
1) Flammable gas；
2) Inflammable nontoxic gas;
3) Toxic gas.
11.5.2.3 Class III— Flammable liquids
11.5.2.4 Class IV— Flammable solids (substances liable to spontaneous
combustion, substances which, in contact with water, emit flammable
gases)
1) Flammable solids
2) substances liable to spontaneous combustion
3) substances which, in contact with water, emit flammable gases
11.5.2.5 Class V—Oxidizing and organic peroxide
1) Oxidizing substances
2) organic peroxide
11.5.2.6 Class VI—Toxic and infectious substances
1) Toxic substances
2) Infectious substances
11.5.2.7 Class VII— Radioactive material
11.5.2.8 Class VIII — Corrosives
11.5.2.9 Class Ⅸ — any other unlisted objects that may cause hazard
during transport (e.g. magnetized objects).
11.5.3 General description of dangerous goods
IATA and ICAO have a specific requirement to dangerous goods.
Details refer to DGR.
11.5.3.1 Dangerous goods label
1) Dangerous labels and operational indication labels
2) Diamond is dangerous tag; square is operational tag.
3) If the luggage with dangerous labels or signs is detected in the
passenger cabin, immediately report to the captain.
11.5.3.2 Character of several categories of dangerous goods
1) Explosive substance: The explosive goods have 6 categories, divided
into 13 assembly groups, with related English letters in the sign.
Only 1.4S explosive in explosive 1.4 category assembly group can
be carried onboard. Most of the explosives are forbidden goods or
commodities to carry.
2) Gas: Gas includes compressed gas, liquid gas, deep cold liquid gas
and dissolving gas; Gasification will happen under standard
101.3Kpa pressure and 50℃of temperature. Steam pressure reaches
300Kpa at the temperature of 50℃.
3) Flammable liquid: Dangerous goods in this class include liquid,
liquid mixture, deeply dissolved solid or suspended liquid
under the limitation of flash point. For example: the self-ignited oil

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paint or the liquid produced by oil paint thinner.
4) Flammable solid:
(1) Flammable solids
(2) Substances liable to spontaneous combustion.
(3) Substances which, in contact with water, emit flammable gases.
It is called ―overwet dangerous goods‖ such as kalium and
natrium.
5) Oxide and organic peroxide:
(1) Oxide is easy to decompose and release heat such as
peroxide.
(2) Organic peroxide which is easy to release the flammable
oxygen.
6) Toxic and infectious substance:
(1) Toxic substance, such as pesticide.
(2) Infectious substance, such as bacteria, diagnosis specimen, etc.
7) Radioactive substance: there are four types of radioactive substance.
Labels: class I is white, class II and III are yellow. Four kinds of
radioactive substance as nucleus fissionable material are
distinguished according to the radioactivity class.
8) Erosive substance: This substance can cause death to live organ or
damage to other goods through chemistry. For example: acid,
mercury.
9) Miscellaneous dangerous goods
i Regulations on dangerous goods carried by passengers or crew
Permitted in or as carry-on baggage

Permitted in or as checked baggage
Permitted on one’s person
The approval of the operator(s) is required
The pilot-in-command must be informed of the
location
NO NO NO N/A N/A Disabling devices such as mace, pepper spray,
etc. containing an irritant or incapacitating
substance are forbidden on the person, in
checked and carry-on baggage.
NO NO NO N/A N/A Electro shock weapons (e.g. Tasers)
containing dangerous goods such as
explosives, compressed gases, lithium
batteries, etc. are forbidden in carry-on

No.：TJA-OP1
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baggage or checked baggage or on the person.
NO NO NO N/A N/A Security-type attachécases, cash boxes,
cash bags, etc. incorporating dangerous
goods, such as lithium batteries and/or
pyrotechnic material, except as provided in
2.3.2.6 are totally forbidden. See entry in 4.2 -
List of Dangerous Goods.
NO YES NO YES NO Ammunition (cartridges for weapons),
securely packaged (in Div. 1.4S, UN 0012 or
UN 0014 only), in quantities not exceeding 5
kg gross weight per person for that person’s
own use. Allowances for more than one person
must not be combined into one or more
packages.
NO YES NO YES NO Battery-powered wheelchairs or other
similar mobility devices with non-spillable
wet batteries or with batteries which
comply with Special Provision A123, (see
DGR 2.3.2.2)
NO YES NO YES YES Battery-powered wheelchairs or other
similar mobility devices with spillable
batteries or with lithium batteries (See
DGR2.3.2.3 and 2.3.2.4 for details.)
YES NO NO YES YES Battery-powered mobility aids with lithium
ion batteries (collapsible), lithium-ion battery
must be removed and carried in the cabin (see
DGR2.3.2.4 (d) for details).
NO YES NO YES NO Camping stoves and fuel containers that
have contained a flammable liquid fuel,
with empty fuel tank and/or fuel container (see
DGR 2.3.2.5 for details).
NO YES NO YES NO Security-type equipment containing lithium
batteries (see DGR 2.3.2.6 for details).
YES YES YES YES NO Lithium ion battery powered equipment
containing batteries over 100 Wh but not
exceeding 160 wh.
YES NO YES YES NO Spare lithium ion batteries with a watt-hour
rating exceeding 100 wh but not exceeding
160 wh for consumer electronic devices.
Maximum of two spare batteries may be
carried in carry-on baggage only. These

No.：TJA-OP1
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batteries must be individually protected to
prevent short circuits.
YES NO NO YES YES Mercury barometer or thermometer carried
by a representative of a government weather
bureau or similar official agency (see 2.3.3.1
for details.)
YES YES NO YES NO Avalanche rescue backpack, one (1) per
person, containing a cylinder of compressed
gas in Div. 2.2. May also be equipped with a
pyrotechnic trigger mechanism containing less
than 200mg net of Div. 1.4S. 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.
YES YES NO YES NO Carbon dioxide, solid (dry ice), in quantities
not exceeding 2.5 kg per person when used to
pack perishables not subject to these
Regulations in checked or carry-on baggage,
provided the baggage (package) permits the
release of carbon dioxide gas. Checked
baggage must be marked ―dry ice‖ or ―carbon
dioxide, solid‖ and with the net weight of dry
ice or an indication that there is 2.5 kg or less
dry ice.
YES YES NO YES NO Chemical Agent Monitoring Equipment,
when carried by staff members of the
Organization for the Prohibition of Chemical
Weapons on official travel (see 2.3.4.4).
YES YES NO YES NO Heat producing articles such as underwater
torches (diving lamps) and soldering irons.
YES YES NO YES YES Oxygen or air, gaseous, cylinders required
for medical use. The cylinder must not exceed
5 kg gross weight.
Note: Liquid oxygen devices are forbidden for
transport.
YES YES YES YES NO Portable medical electronic devices
(automated external defibrillators (AED).
Nebullzer, Continuous Poritive Airway
Pressure (CPAP), etc.) containing lithium
metal or lithium ion cells or batteries may be

No.：TJA-OP1
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carried (see DGR 2.3.4.7 for details).
YES YES YES YES NO Small non-flammable gas cylinders,
containing carbon dioxide or other suitable gas
in Division 2.2. Up to two (2) spare cartridges
per person, not more than four (4) cylinders up
to 50 ml water capacity for other devices.
YES YES YES NO NO Alcoholic beverages, when in retail
packagings, containing more than 24% but not
more than 70% alcohol by volume, in
receptacles not exceeding 5L, with a total net
quantity per person of 5L.
NO YES NO NO NO Aerosols in Division 2.2, with no subsidiary
risk, for sporting or home use. And
YES YES YES NO NO Non-radioactive medicinal or toilet articles
(including aerosols) such as hair sprays,
perfumes, colognes and medicines containing
alcohol.
The total net quantity of all above mentioned
articles must not exceed 2 kg or 2L, and the
net quantity of each single article must not
exceed 0.5 kg or 0.5 L. Release valves on
aerosols must be protected by a cap or other
suitable means to prevent inadvertent release
of the contents.
YES YES YES NO NO Energy efficient light bulbs when in retail
packaging intended for personal or home use
YES YES YES NO NO Fuel cells, and spare fuel cartridges
powering portable electronic devices (e.g.
cameras, cellular phones, laptop computer, and
camcorders), see DGR2.3.5.10 for details.
YES YES NO NO NO Hair curlers containing hydrocarbon gas,
up to one (1) per passenger or crew-member,
provided that the safety cover is securely fitted
over the heating element. These hair curlers
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.
YES YES NO NO NO Insulated packagings containing
refrigerated liquid nitrogen (dry shipper),
fully absorbed in a porous material containing
only non-dangerous goods.
NO YES YES NO NO Internal combustion or fuel cell engines,

No.：TJA-OP1
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must meet A70 (see DGR 2.3.5.15 for details).
YES YES YES NO NO Medical or clinical thermometer, which
contains mercury, one (1) per passenger for
personal use, when in its protective case.
YES YES YES NO NO Non-flammable, non-toxic gas cylinders
worn for the operation of mechanical limbs.
Also, spare cylinders of a similar size if
required to ensure an adequate syply for the
duration of the journey.
YES YES YES NO NO Non-infectious specimens packed with small
quantities of flammable liquid, must meet
A180 (see DGR 2.3.5.14 for details).
YES YES YES NO NO Portable electronic devices containing
lithium metal or lithium ion cells or
batteries, such as watches, calculating
machines, cameras, cellular phones, lap-top
computers, camcorder, etc., when carried by
passengers or crew for personal use.
YES NO YES NO NO All spare batteries, including lithium metal
or lithium ion cells or batteries, for such
portable electronic devices must be carried in
carry-on baggage only. These batteries must
be individually protected to prevent short
circuits.
YES YES YES NO NO Portable electronic devices containing non-
spillable batteries, batteries must meet A67
and must be 12 V or less and 100 Wh or less.
A maximum of 2 spare batteries may be
carries (see DGR 2.3.5.13 for details).
NO NO YES NO NO Radioisotopic cardiac pacemakers or other
devices, including those powered by lithium
batteries, implanted into a person, or
radiopharmaceuticals contained within the
body of a person as the result of medical
treatment.
NO NO YES NO NO Safety matches (one small packet) or a
cigarette lighter that does not contain
unabsorbed liquid fuel, other than liquefied
gas, intended for use by an individual when
carried on the person. Lighter fuel and lighter
refills are not permitted on one’s person or in
checked or carry-on baggage.

No.：TJA-OP1
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Note: ―Strike anywhere‖ matches, ―Blue
flame‖ or ―Cigar‖ lighters are forbidden.

No.：TJA-OP1
Rev.：140214
ii Regulations on dangerous goods carried by passengers or crew (CAAC)
Nomenclature Approval As As carry- On Notify the
of the checked on one’s pilot-in- Restrictions
operator baggage baggage person command
Devices containing lithium batteries with a Watt-
hour rating exceeding 100 Wh but not exceeding
160 Wh may be carried in carry-on baggage or on
Devices containing lithium
1 √ √ √ √ one’s person. No more than two spare batteries
batteries
may be carried. These batteries must be
individually protected to prevent short circuits and
are forbidden to be carried in checked baggage.
Portable electronic devices containing lithium
batteries such as watches, calculating machines,
cameras, cell phones, lap-top computers,
camcorders. Proper measures must be taken to
Portable electronic devices
prevent accidental activation.
containing lithium
Only a suitable amount of the devices that are
batteries ( with a lithium
2 √ √ √ necessary for the convenience of passenger
content of not more than 2
travelling instead of in large quantities may be
g or a Watt-hour rating of
carried.
not more than 100Wh )
The portable electronic device should be carried
in carry-on baggage.
Spare lithium batteries are forbidden to be carried
in checked baggage.
Lithium ion battery Such as Charger Baby. No more than two spare
powered equipment( with a batteries may be carried. Batteries with a Watt-
3 Watt-hour rating √ √ √ √ hour rating exceeding 160 Wh are forbidden.
exceeding 100 Wh but not Shall not be used and closed in the process of
exceeding 160 Wh) flight.

No.：TJA-OP1
Rev.：140214
Lithium ion battery Such as Charger Baby. Only a suitable amount of
powered the devices that are necessary for the convenience
4 equipment( with a Watt- √ √ of passenger travelling instead of in large
hour rating not quantities may be carried. Shall not be used and
exceeding 100 Wh) closed in the process of flight.
Portable electronic These batteries must not contain any free or
device containing non- unabsorbed liquid. The batteries must be
5 spillable battery √ √ √ individually protected to prevent short circuits and
(Batteries are 12 V or accidental activation. No more than two spare
less and 100 Wh or less) batteries may be carried in carry-on baggage.
(Automated External Defibrillators (AED),
Portable medical
Nebulizer,Continuous Positive Airway Pressure
electronic devices( with a
(CPAP), etc.)
lithium content of not
6 √ √ √ √ No more than two spare batteries may be carried.
more than 8 g or a Watt-
These batteries must be individually protected to
hour rating of not more
prevent short circuits and are forbidden to be
than 160 Wh)
carried in checked baggage.
These batteries must not contain any free or
unabsorbed liquid. The batteries must be
Wheelchairs or other individually protected to prevent short circuits and
battery-powered accidental activation, and are securely attached to
7 √ √ √
mobility devices (with the wheelchair or mobility devices. The
non-spillable batteries) wheelchair/battery-powered mobility devices
must be secured against movement in the cargo
compartments.
Wheelchairs or other Forbidden
battery-powered
8
mobility devices (with
spillable batteries)

No.：TJA-OP1
Rev.：140214
The batteries must be removed and be carried in
passenger cabin ( to prevent short circuits) . A
maximum of one battery not exceeding 300 Wh or
two batteries each of which not exceeding 160 Wh
may be carried. If the batteries cannot be
removed, Wheelchairs/Mobility devices with
Wheelchairs/Mobility lithium Batteries should be carried as checked
9 devices with lithium √ √ √ baggage. The operator must verify: the battery
Batteries must be protected from short circuits and attached
to the wheelchair or mobility devices. The
wheelchair/battery-powered mobility devices
must be secured against movement in the cargo
compartments.
It is recommended that passengers make advance
arrangements with each operator.
Dry ice in quantities not exceeding 2.5 kg per
passenger when used to pack perishables may be
carried provided the package permits the release
of carbon dioxide gas. The total amount of dry ice
10 Dry ice √ √ √ √
carried on an aircraft should not exceed 5 kg. As
there is no ventilation system installed in the
E190/E145 cargo compartment, no dry ice should
be carried in these cargo compartments.
Medical or clinical Each passenger or crew member is allowed to take
11 thermometer containing √ √ √ one medical or clinical thermometer for personal
mercury use, when in its protective case.

No.：TJA-OP1
Rev.：140214
The representative of a government weather
bureau or similar official agency is allowed to
take one mercurial barometer or thermometer a
Mercury barometer or
12 √ √ √ passenger as carry-on baggage.
thermometer
The barometer or thermometer must be packed in
a strong and leak-proof outer packaging.
Energy efficient light When in retail packaging intended for personal or

13 √ √ √
bulbs home use.
Passengers may carry a small amount of toilet
articles for personal use on board the aircraft, with
the total amount not exceeding 1 L or 1kg. Up to
one single article for each type of cosmetic, with
the volume of its receptacle not exceeding 100 ml.
Toilet articles (hair
14 √ √ √ The cosmetics should be put in separate packing
spray, perfume, etc.)
and subject to examination by opening the
receptacle. Release valves on aerosols must be
protected by a cap or other suitable means to
prevent inadvertent release of the contents.
The total net quantity of the articles must not

exceed 2 kg or 2 L, and the net quantity of each
Non-radioactive single article must not exceed 0.5 kg or 0.5 L.
15 medicinal articles √ √ √ Release valves on aerosols must be protected by a
(including aerosols) cap or other suitable means to prevent inadvertent
release of the contents.

No.：TJA-OP1
Rev.：140214
Only permitted in checked baggage, with the total
Aerosols for sporting or
net quantity of each single article not exceeding
home use (Non-
16 √ 0.5 kg or 0.5 L. Release valves on aerosols must
flammable, non-toxic gas
be protected by a cap or other suitable means to
in Division 2.2)
prevent inadvertent release of the contents.
Passengers are not allowed to carry alcoholic
beverages on board the aircraft. As checked
baggage, the packaging of alcoholic beverages
must comply with the Commercial transport
packaging.
1. No limitation for the beverages containing no
17 Alcoholic beverages √ more than 24% alcohol by volume.
2. A total net quality per person of 5 L
containing more than 24% but not more than
70% alcohol by volume.
3. Cannot be carried in checked baggage when
containing more than 70% alcohol by volume.
Including those powered by lithium batteries,

Radioisotopic cardiac
transplanted into a person or
pacemaker or other
18 √ radiopharmaceuticals contained within the
devices transplanted into
body of a person as the result of medical
human body
treatment.

No.：TJA-OP1
Rev.：140214
Battery-powered equipment capable of
generating extreme heat (such as underwater
torches) may be carried, provided that the heat
producing components or battery is packed
19 Heat producing articles √ √ √ √ separately to prevent accidental activation
during transport. Any battery that has been
removed must be protected against short
circuit.
There is no fuel in the engine or in the fuel

Internal combustion or tank. The final pressure of the non-flammable
20 √
fuel cell engines gas used to fill the system does not exceed 200
kPa at 20℃.
1. Free liquid in the bag and alcohol solution in
rigid containers should not exceed 30 ml;
2. The prepared specimens are then placed in
an insulated plastic bag with an outer plastic
packaging which is also insulated and filled
21 Non-infectious specimens √ √ with absorbent material.
3. The total quantity of the flammable liquid
per outer packaging must not exceed 1 L and
the completed package is marked “scientific
research specimens, not restricted Special
Provision A180 applies”.

No.：TJA-OP1
Rev.：140214
Specifically refer to the Chemical Agent
Monitoring (CAM) containing radioactive
material and/or the Rapid Alarm and
Identification Device - Monitor (RAID-M). The
Chemical agent
activity of the contained radioactive material
monitoring equipment
22 √ √ √ √ shall not exceed the activity limits specified in
(containing radioactive
Table 2-15 of ICAO’s Technical Instructions.
material)
Besides, the equipment should be securely
packed and does not contain any lithium
battery.
The packaging is used for transporting non-

dangerous goods at low temperature and the
liquid nitrogen is fully absorbed in a porous
material, provided the design of the insulated
Insulated packaging
packaging would not allow the build-up of
23 containing refrigerated √ √ √ √
pressure within the container and would not
liquid nitrogen
permit the release of any refrigerated liquid
nitrogen irrespective of the orientation of the
insulated packaging. It is forbidden to be
carried as check bag on E190/145.
Small cylinders of a gas of DIVISION 2.2 worn
Cylinders for
for the operation of mechanical limbs. Also,
Mechanical Limbs
24 √ √ √ spare cylinders of a similar size if required to
(Non-flammable, non-
ensure an adequate supply for the duration of
toxic gas in Division 2.2)
the journey.

No.：TJA-OP1
Rev.：140214
Non-flammable Gas Not more than two small cylinders, containing
Cylinder fitted into a carbon dioxide or other suitable gas in Division
25 Life Jacket √ √ √ √ √ 2.2, per person fitted into a self-inflating life
(Non-flammable, non- jacket for inflation purposes plus not more
toxic gas in Division 2.2) than two spare cylinders.
No more than one (1) per passenger or crew
member, provided that the safety cover is
securely fitted over the heating element. These
Hair curlers containing
26 √ √ hair curlers must not be used on board the
hydrocarbon gas
aircraft at any time. Gas refills for such curlers
are not permitted in checked or carry-on
baggage, or on one’s person.
Camping stoves (not
27 containing any √ √ √
flammable liquid fuel)
Oxygen cylinder for Forbidden
28
medical use
Ammunition (cartridges Forbidden
29
for weapons)
Disabling devices( mace, Forbidden
30
pepper spray)
Electro shock weapons Forbidden
31
(e.g. Tasers)
Security-type attaché Forbidden
32 cases, cash boxes, cash
bags
33 Rescue backpack Forbidden

No.：TJA-OP1
Rev.：140214
34 Fuel cell systems Forbidden
Safety matches or a Forbidden
35
cigarette lighter

No.：TJA-OP1
Rev.：130709
11.5.4 Goods carried by passengers/crewmember
Dangerous goods must not consign as luggage or carry-on luggage .The
following goods are allowed to be carried in their luggage:
1) Safe match and lighter: is not allowed to be carried by passengers as
carry-on luggage or checked luggage.
2) Fuel of the lighter，lighter refit cylinder and lighter with non-
absorbent liquid fuel are prohibited to carry.
3) Wheel chair powered by wet cell: can only be consigned as luggage.
4) Alcoholic beverage (handle according to related regulation
promulgated and explained by safety checking department).The
volume concentration content is above 24% is dangerous goods are
restricted by this rule; the content is above 70% must be consigned
as dangerous goods.
(1) The volume of the container is less than 5L;
(2) If the alclhol concentration is above 24% but below 70%, each
passenger is allowed to take 5L.
5) Item 2.2 aerosol without secondary hazard and intended for sports or
family use.
Maximum 1kg or l liter may be carried per person with each package less
than 0.5kg or 0.5liter by net weight. The vavle must be covered properly
so that the agent will not be discharged inadvertently. In normal
situation,1 bottle of hair spray, insecticide, air fresher, perfume (should
not more than 100ml and pack independently and can be opened and
checked).
2 Mini medical oxygen cylinder for first-aid onboard. It is not allowed
to be carried by passengers. If there is such a need, the passenger
should inform the carrier in advance who will provide the oxygen
cylinder or request the first-aid facility for help.
3 Everyone can carry one fixture, pesticide, and air cleaner separately
(350 ml) perfume (500 ml).
4 The CO2 steel bottle to control the mechanical artificial limb carried
by passengers.
5 The curler and blower with hydrocarbon gas. Each passenger can
carry only one in his consigned luggage. The heater of the curler
must have the strict safety cover. The alternate gas fuel can not be
carried in his portable luggage or consigned luggage.
6 Dry ice (handle according to the related regulations promulgated and
explained by the safety checking department): only be used to protect
the carry-on easily rotted goods, at most carry 2 kilos each.
7 The disks and magnetic tapes in the computer.
8 The small type C02 gas bottle to drive artificial limbs: can be carried
by prior approval.
9 Small weapon ammunition: sports gun ammunition with box package

No.：TJA-OP1
Rev.：130709
must be consigned; the consigned gross weight is at most 5 kilos per
person..
11.5.5 Restricted or dangerous goods which are carried secretly in the
luggage are forbidden to carry or consign.
1) Guns, army or police used tools (including main pare parts)
includes army used guns, office gun, civilian guns, other guns,
ordnance, police instrument, national forbidden guns, tools and
mimics of the above goods;
2) Explosives: including ammunition, explosive materials, fireworks
products and the mimic of the above substance such as fireworks,
flash lamps,peashooters, fire cover ;
3) Flammable, explosive substance include compressed ,liquefaction
gas, flammable liquid, flammable solid, self-ignited substance,
the substance burns when contacting the water and several
organic and inorganic oxidant etc; oil paint and oil paint thinner,
lighters, unsafe matches not for smoke using;
4) Controlled cutting tool;
5) Oxide: bleaching powder, organic peroxide, certain kind of
solidoxidation hydrogen.
6) Toxic substance includes severe toxic substance such as cyanide,
sever toxic pesticide: arsenic, toxic pesticide, crude paint, heroin,
etc.
7) Infectious substance: infectious virus materials.
8) Radioactive substance: includes radioactive isotope, etc. For
example: radioactive isotope, radioactive reagent, etc.
9) Erosive substance: including vitriol, hydrochloric acid, nitric acid,
battery with fluid, sodium hydroxide, potassium hydroxide, etc,
such as acid, alkali, humid type automobile battery and hydroxide.
10) Magnetic substance: magnet tube, instrument with magnetism.
11) Secret luggage such as diploma attachécase, cash coffer and cash
bag with lithium battery and pyrotechnical inside are prohibited to
carry;
12) Other dangerous goods: quicksilver, instrument with quicksilver,
creosote, calices, oilpaper, coffers with explosive equipment and
alarming equipment.
13) Butane curl liquid: prohibited carrying or using in the airplane;
14) MACE tear gas, pepper sprayer of the equipment which is pungent
and may cause disable;
15) Other forbidden carrying transportation substance stated by the
national laws and regulations.
11.5.6 The limitation of aviation transportation dangerous goods
11.5.6.1 Forbidden air transportation dangerous goods in any situations:
1) Under normal aviation transportation conditions, the goods and
substance easily produce dangerous heat, toxic gas, corrosive or

No.：TJA-OP1
Rev.：130709
flammable gas or steam;
2) The stated―forbidden‖dangerous goods of I, J and K column in 4.2
section dangerous goods name list of IATA dangerous goods rules
11.5.6.2 The dangerous goods forbidden to carry in aviation

transportation can be carried if exempted.
1) The following radioactive substance:
(1) B（M）type substance package with ventilation equipment;
(2) The package needs auxiliary cooling system for exterior
cooling;
(3) The package needs operational control in transportation.
(4) The explosive radioactive substance;
(5) Self-igniting radioactive liquid.
2) The forbidden transported goods and commodities (including the
goods which are indicated as ―general name‖ )indicated in 4.2 the
dangerous goods form of Dangerous Goods Rules except for the
civil aviation bureau regulation;
3) Living animals with infectiousness.
4) Liquids with class I package, whose mist is poisonous.
5) Substances with a temperature equal to or higher than 100℃(212F)
transported as liquid, or substances with a temperature equal or
higher than 240℃（464F）transported as solid.
6) Goods and substances defined by the national authorized institution.
11.5.7 Typical examples of hidden dangerous goods.
1) AIRCRAFT ON GROUND（AOG）SPARES. See AIRCRAFT
SPARE PARTS/AIRCRAFT EQUIPMENT. AIRCRAFT ON
GROUND SPARES：may certain explosives (flares or other
pyrotechnics), chemical oxygen generators,
2) unserviceable tyre 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, etc.
3) AUTOMOBILES, AUTOMOBILE PARTS (car, motor, motorcycle)
may contain Ferro-magnetic material which may not meet the
definition for magnetized material but which may be subject to
special stowage requirements due to the possibility of affecting
aircraft instruments. May also contain engines, carburetors or fuel
tanks which contain or have contained fuel, wet batteries,
compressed gases in tyre inflation devices, fire extinguishers,
shocks/struts with nitrogen, air bag inflators/air bag modules, etc.
4) BREATHING APPARATUS may indicate cylinders of compressed
air or oxygen, chemical oxygen generators or refrigerated liquefied
oxygen.
No.：TJA-OP1
Rev.：130709
5) CAMPING EQUIPMENT may contain flammable gases (butane,
propane, etc.), flammable liquids (kerosene, gasoline, etc.),
flammable solids (hexamine, matches, etc.) or other dangerous
goods.
6) CARS, CAAR PARTS see AUTOMOBILES, etc.
7) CHEMICALS may contain items meeting any of the criteria for
dangerous goods, particularly flammable liquids, flammable solids,
oxidizers, and organic peroxides, toxic or corrosive substances.
8) COMAT(the 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,
magnetized material, etc.
9) CONSOLIDATED CONSIGNMENTS（GROUPAGES）may
contain any of the defined classes of dangerous goods.
10) CRYOGENIC (LIQUID) indicates refrigerated liquefied gases such
as argon, helium, neon and nitrogen.
11) CYLINDERS may indicate compressed or liquefied gas.
12) DENTAL APPARATUS may contain flammable resins or solvents,
compressed or liquefied gas, mercury and radioactive material.
13) DIAGNOSTIC SPECIMENS may contain infectious substances.
14) DIVING EQUIPMENT may contain cylinders (such as scuba tanks,
vest bottles, etc.) of compressed gas (gas, 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.
15) DRILLING AND MINING EQUIPMENT may contain explosive (s)
and/or other dangerous goods.
16) DRY SHIPPER (VAPOUR SHIPPER) may also contain liquid
nitrogen. It is deemed as dangerous goods if the dry shipper
discharges liquid nitrogen due to improper disposition.
17) ELECTRICAL EQUIPMENT may contain magnetized materials or
mercury in switch gear and electron tubes or wet batteries.
18) ELECTRICALLY POWERED APPARATUS (WHEELCHAIRS
LAWN MOWERS, GOLF CARTS, ETC.) may contain wet batteries.
19) EXPEDITIONARY EQUIPMENT may contain explosives (flares),
flammable liquids (gasoline), flammable gas (propane, campaign gas)
or other dangerous goods.FILM CREW OR MEDIA EQUIPMENT
may contain explosive pyrotechnic devices, generators incorporating

No.：TJA-OP1
Rev.：130709
internal combustion engines, wet batteries, fuel, heat producing
items, etc.
20) FROZEN EMBRYOS may contain refrigerated liquefied gas or
Carbon dioxide, solid (dry ice).
21) FROZEN FRUIT, VEGETABLES, ETC may be packed in Carbon
dioxide, solid (dry ice).
22) FUELS may contain flammable liquids, flammable solids or
flammable gases.
23) FUEL CONTROL UNIT may contain flammable liquids.
24) HOT AIR BALLOON may contain cylinders with flammable gas,
fire extinguishers, engines internal combustion, batteries, etc.
25) 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, act.
26) INSTRUMENTS may conceal barometers, manometers, mercury
switches, rectifier tubes, thermometers, etc. containing mercury.
27) LABORATORY/TESTING EQUIPMENT may contain items
meeting any of the criteria for dangerous goods, particularly
flammable liquids, flammable solids, oxidizers, and organic
peroxides, toxic or corrosive substances.
28) MACHINERY PARTS may contain adhesives, paints, sealants,
solvents, wet and lithium batteries, mercury, cylinders of
compressed or liquefied gas, etc.
29) MAGNETS AND OTHER ITEMS OF SIMILAR MATERIAL may
individually or cumulatively meet the definition of magnetized
material.
30) MEDICAL SUPPLIES may contain items meeting any of the criteria
for dangerous goods, particularly flammable liquids, flammable
solids, oxidizers, and organic peroxides, toxic or corrosive
substances.
31) METAL CONSTRUCTION MATERIAL，METAL FENCING，
METALPIPING may contain Ferro-magnetic material, which may
be subject to special stowage requirements due to the possibility of
affecting aircraft instruments.
32) PARTS OF AUTOMOBILE（CAR，MOTOR，
MOTORCYCLE） may contain wet batteries, etc.
33) PASSENGERS 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 cylinder,
matches, ammunition, bleach, aerosols, etc.

No.：TJA-OP1
Rev.：130709
34) PHARMACEUTICALS may contain items meeting any of the
criteria for dangerous goods, particularly radioactive material,
35) PHOTOGRAPHIC SUPPLIES may contain items meeting any of
the criteria for dangerous goods, particularly heat producing devices,
36) PROMOTIONAL MATERIAL. See ―PASSENGER LUGGAGE‖.
37) RACING CAR OR MOTORCYCLE TEAM EQUIPMENT may
contain engines, carburetors or fuel tanks which contain fuel or
residual fuel, flammable aerosols, cylinders of compressed gases,
nitro methane, other fuel additives or wet batteries, etc.
38) REFRIGERATORS may contain liquefied gases or an ammonia
solution.
39) REPAIR KITS may contain organic peroxides and flammable
adhesives, solvent based paints, resins, etc.
40) SAMPLES FOR TESTING may contain items meeting any of the
criteria for dangerous goods, particularly infectious substances,
41) SEMEN may be packed with Carbon dioxide, solid (dry ice) or
refrigerated liquefied gas. See also DRY SHIPPER.
42) SHOW, MOTION PICTURE, STAGE AND SPECIAL EFFECTS
EQUIPMENT may contain flammable substances, explosives or
other dangerous goods.
43) SWIMMING POOL CHEMICALS may contain oxidizing or
corrosive substances.
44) SWITCHES IN ELECTRICAL EQUIPMENT OR INSTRUMENTS
may contain mercury.
45) TOOL BOXES may contain explosives (power rivets), compressed
gases or aerosols, flammable gases (butane cylinders or torches),
flammable adhesives or paints, corrosive liquids, etc.
46) TOUCHES: mini touches may contain flammable gas and be
installed with electronic starter. Large touches may consist a head
with an automatic ignition switch and a container with flammable
gas.
47) UNACCOMPAN-IED PASSENGERS 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.

No.：TJA-OP1
Rev.：130709
48) 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 aluminum
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, powered or liquid dyes, pickled foodstuffs, etc.
11.5.8 Dangerous goods labels (see picture 21)

No.：TJA-OP1
Rev.：130709

No.：TJA-OP1
Rev.：131129
Figure 11-1 Dangerous Goods labels

No.：TJA-OP1
Rev.：130709
11.5.9 Emergency handling procedures for dangerous goods transportation
11.5.9.1 General information
1) Classification and location of cargo compartment (CCAR-25.857)
(1) Class A: fire is easy to be identified by the flight crew on his/her
position. It is easy to access any part of the compartment. Class a
compartment is usually a small compartment located between the
and cabin, or near the galley or at the rear part of the aircraft.
(2) Class B: there is a certain channel for flight crew to reach any part
of the compartment with a portable fire extinguisher effectively.
When the channel is in use, the amount of smoke, fire or
extinguishing agent that enters the cabin or is not sufficient enough
to endanger the people onboard. An approved independent smoke
detector or fire detector system is installed to provide warning at
the pilot or flight engineer work station. This type of compartment
is usually much larger than class a compartment and further away
from the . On a COMBI aircraft, CLASS B compartment is located
between and cabin or after cabin. (A COMBI aircraft carrries both
cargo and passenger in the same main compartment. )
(3) Class C: cargo compartment that does not meet the requirements of
class A or class B and has the following features:
(a) An approved independent smoke detector or fire detecting
system is installed to provide warning at the pilot for flight
engineer work station.
(b) An approved fixed fire extinguishing or inhibiting system is
installed and this system has controls in the cockpit.
(c) There are measures to prevent a certain amount of smoke, fire
or extinguishing agent from entering the cockpit or cabin.
(d) Ventilation and smoke evacuation equipment are installed to
prevent the ―flashback‖ after the extinguishing agent is
discharged.
(e) The capacity of class C is usually lager than that of class A or
B. This type of compartment is usually located under the
floor of large body aircraft. Two fire extinguishers may be
installed. One for initial control of the fire and the other for
prevention of ―flashback‖.
(4) Class E: This type of compartment is for cargo only. It has the
following features:
a) An approved independent smoke detector or fire detector
system is installed to provide warning at the pilot or flight
engineer work station.
b) It is possible to stop the ventilation toward or inside the
compartment through certain devices which are accessible
to the crew.

No.：TJA-OP1
Rev.：130709
c) There are measures to prevent a certain amount of smoke,
fire or extinguishing agent from entering the cockpit or
cabin.
d) The flight crew emergency exits are accessible with
whatever load in the compartment.
e) It is usually composed of the whole main compartment of
a freighter. For a normal passenger aircraft, class C or
class D compartment is installed, while on a freighter,
there will be a class E main compartment and a class D or
class C under floor compartment.
2) Fire extinguisher
The most common fire extinguisher on the aircraft uses Halon
(Bromochlorodifluoromethane), dry power, CO2 or water as agent (not
necessarily to have all of them on one aircraft). The operation instruction
is included in the operational manual and the hull of the extinguisher.
When water is used as extinguishing agent, its hazard shall be considered.
3) Oxygen equipment
Fixed and portable oxygen equipment are installed in the pressurized
freighter to provide oxygen to flight crew and passengers. The flight crew
oxygen equipment usually includes an airproof oxygen mask which is
able to provide 100% oxygen. The aircraft may be equipped with PBE
and portable medical mask. The flight crew obtains oxygen from the
oxygen cylinder with a medical mask. Additional deployable passenger
masks are also available for cabin crew to use in the cabin, galley or
lavatory. No matter which mask is used, it is designed to allow low rate
oxygen to pass and blend with air inhaled from the valve or vent at the
side of the mask. These masks are not airproof. Therefore, if there is any
poisonous gas or smoke, it will be inhaled by the flight crew or
passengers through the valve or vent.
4) Accessibility of dangerous goods
Except for the following dangerous goods, all dangerous goods
labeled with ―for freighter only‖ must be accessible:
(1) Flammable liquid（3 types）with class Ⅲ package without
secondary hazard.
(2) Poisonous and infectious substances（6 types）.
(3) Radioactive substances（7 types）;
(4) Miscellaneous dangerous goods;
(5) Other dangerous goods (not labeled with ―for freighter only‖)
do not require accessibility.
5) Emergency response bag
The onboard emergency response bag is provided by the the
Company. The flight crew shall be trained of how to use the emergency

No.：TJA-OP1
Rev.：130709
response bag in case of dangerous goods incident. It usually consists of:
(1) Several big polythene plastic bags with good quality;
(2) Ropes for binding;
(3) Several long rubber gloves.
11.5.9.2 Dangerous goods accidents/events warning classification
The dangerous goods accidents/events belong to the First Class Event of
several events of the Company. According to the warning grade division
by the happened or forthcoming flight emergency event, the
dangerous goods accident/event warning class locates in the
divided 1st, 2nd,3rd Class warning, that is:
1) Dangerous goods accident classification
Leakage, spillage, burning or other hazard has been found on the loaded
dangerous goods, which has endangered the passengers and flight crew or
damaged the aircraft in the following way:
(1) It is under control with severe damage or loss of property
and/or human injury/death.
(2) It is out of control and deteriorating, which may lead to a crash of
the aircraft and human death.
(3) It can not be monitored by the flight crew, but may cause
accident due to the nature of the dangerous goods.
2) Danderous goods incident classification
Leakage, spillage, burning or other hazard has been found on the loaded
dangerous goods, which has caused light damage to the people and
equipment on board and aircraft but is under control and will not lead to an
accident.
11.5.9.3 Dangerous goods accidents handling in flight by the flight crew
1) The items should be identified when the dangerous goods accident
happens in air.
In flight, the following principles should be adopted when the dangerous
goods accident happens, all of these principles should be considered and the
relevant measures should be taken, no matter it carries passenger, goods or
passenger& goods:
(1) Emergency landing should be first thing to consider. The pilot-in-
command should immediately notify ATC, get maximum help from
ATC. Immediately descend to a lower altitude, and inform ATC that
there are dangerous goods onboard if possible.
(2) Perform emergency procedures according to the approved fire
extinguishing or smoke procedure. Put on crew oxygen masks and select
100% to prevent inhaling of the smoke. Perform the SMOKE
EVACUATION procedure to circulate the polluted air; the air-condition
system should be in the maximum power condition, exclude all the
cabin air to the outside of the airplane, (non air circulation) to reduce the
toxic concentration of the polluted air and circulate the polluted air.

No.：TJA-OP1
Rev.：130709
(3) Descend to reduce the vaporizing rate of liquid and reduce the leakage
rate of it but this will make the fire more severe. On the opposite,
increase the altitude of the flight can reduce the fire but will increase the
liquid vaporizing rate or leakage rate.
(4) Keep minimum differential pressure if the aircraft structure will be
damaged or the dangerous goods will explode.
(5) Increase the ventilation rate can not reach the purpose of reducing the
fire. Therefore, increasing the ventilation rate will bring improper effect
when the flight crew is not under the influence of the fire.
(6) When handles the incidents involving the fire or the smoke, should wear
the aeroseal respiratory equipment frequently, should not consider using
the portable oxygen cylinder's medical mask either the drop-down type
of passenger oxygen system to help the passengers in the cabin full of
smoke, because the massive smoke could be inhaled through the valve
or the blowhole of the mask. One more valid method to help the
passengers in the environment full of smoke is to cover the noses with
the wet cloth. The wet towel and the wet cloth may help filtration, and is
better than the filtration effects of dry cloth or dry towel. If the smoke is
developing, the cabin crew should take the action rapidly, by removing
the passenger from the area affected, when necessary provides the wet
towel or the wet cloth, and explains how to breathe through them.
Generally, water can not be used to rescue when the dangerous goods
are leaked or smoke is produced. Because water will diffuse the
dangerous goods or increase smoke rate. The existence of electrical
equipment must be considered when water is used to extinguish the fire.
(7) Other kinds of goods can be effective besides the compulsively
installed emergency equipment, including:
a）Mops or boxes for installing foods;
b）Dry gloves/ anti-fire gloves；
c）Polythene plastic bag;
d）Blanket;
e）Towel, etc.
(8) Be careful of your hands before touching the suspicious cases or
bottles. Protect hands by wearing gloves or dry gloves with
polythene plastic bags.

No.：TJA-OP1
Rev.：130709
(9) Be careful to erase any leakage and make sure that the used erasure
goods and dangerous goods will react. If reaction happens, do not try
to erase, cover the leakage with polythene bags. If the polythene
bags are not available, take measures carefully and make sure that
the dangerous goods are covered and will not react.
(10) If has known or suspected dangerous goods overflowed in the form
of powder, keeps all goods motionless. Should not use the fire
extinguishing agent to cover this type of overflow, nor dilute with
the water, should remove the passenger from the area affected,
consider turning off the recirculation fan.
(11) Should cover the spillage area using the polyethylene bag or other
plastic bags and blanket, isolate the area, after landing, hand it over
to the qualified specialists to process.
(12) If the fire is successfully controlled, and the inner package of the
dangerous goods is intact. At this time water should be used to cool
package box in order to avoid the possibility of reignition. The
related situation of (6)clause should be considered when cool with
water.
(13) When smoke appears, command ―no smoking‖.
(14) In any incident, if rescuers and the fire fighters arrive the aircraft, no
matter whether the dangerous goods is the reason of the incident, or
carries the dangerous goods on the aircraft has no direct correlation
with the incident, at this time should determine a procedure,
ensuring the ―Notice to Captain‖ of the dangerous goods is
immediately provided to the rescue and fire fight personnel (RFF).
This procedure may require the first flight crew member who leaves
aircraft in the emergency evacuation to give the ―Notice to Captain‖
to the senior rescuer and fire fighters.
(15) If an incident involves certain chemical substance which can be
verified (through the transportation names or serial numbers
officially published by United Nations, or through any other method),
can gain the useful information from various countries' chemistry
data base in some cases. These data bases usually maintain
accessible via telephone24 hour a day.

No.：TJA-OP1
Rev.：131129
2) Checklists and items for dangerous goods incident.

(1) Checklists for the dangerous goods incident.
3.1 Dangerous Goods Incident Checklist
· Follow appropriate aircraft fire or smoke evacuation

procedures.
· Turn on NO SMOKING signs.
· Consider to land ASAP.
· Consider to shed non-essential electrical loads.
· Identify the source of smoke/fume/fire.
· For dangerous goods incients in the cabin, read the cabin
crew checklist and coordinate cabin crew actions with the
cockpit.
· Determine the emergency response action signals.
· Use the aircraft emergency response action chart as a
guideline to handle the incident.
· Inform the ATC of the information of the DG onboard if
time permits.
After landing
· Deplane all passengers and crew members before opening
any cargo door.
· Inform the ground /emergency staff of the nature and
location of the dangerous goods.
· Fill out the Maintenance Log Book.

No.：TJA-OP1
Rev.：131129
(2) Extended Dangerous Goods Incident Checklist
3.2 Extended Dangerous Goods Incident Checklist
Follow appropriate aircraft fire or smoke evacuation procedures

No explanation.
Turn on NO SMOKING signs
If smoke or vapor is present, turn on the NO SMOKING signs

for the following flight.
Consider to land ASAP
As dangerous goods incidents may cause difficulty in aircraft
control or disastrous consequences, pilots should consider to
land ASAP. Do not hesitate to land at the nearest suitable
airport. Any hesitation in landing may devastate the situation
and reduce the margin in operation.
Consider to shed non-essential electrical loads
As the incident may be associated with electrical power and the
electrical system may be affected by the incident most probably
by the fire extinguishing procedure, all non-essential electrical
loads should be shed except those for maintaining the essential
instruments, systems and controls. Do not recover the electrical
power until it is safe to do so.
For dangerous goods incients in the cabin, read the cabin crew
checklist and coordinate cabin crew actions with the cockpit
Any DG incident occurred in the cabin should be handled by the
cabin crew according to the appropriate checklist and procedure.
Cabin crew must coordinate with the cockpit so that both crews
know each other’s intention and actions.
Determine the emergency response action signals
When the article is identified, it should be correlated to the
proper item on the NOTOC which may include the applicable
drill code. Otherwise, the drill code may also be found on DG
list which is in the alphabetically or numerical way by refence to
the proper shipping name or UN number.

No.：TJA-OP1
Rev.：131129
If the article is not listed on he NOTOC, try to find out its name or
property and then find the drill code on the DG list.
Note: The DG List is in section 4 of this document.
Use the aircraft emergency response action
chart as a guideline to handle the incident
Each drill code is composed of a numerical number from 1 to 10 and
a letter. In the Emergency Response Chart, each drill code is
associated with the hazards of the article and procedures to be taken.
The letter indicating other harzards of the airticle is listed separately.
Sometimes, the letter provides supplemental information to the
emergency procedure.
Inform the ATC of the information of
the DG onboard if time permits
If the emergency occurs in flight, the pilot in command should inform
ATC of the DG carried on the aircraft if time permits. The
information should including the following, if possible, proper
shipping name and/or UN number, class/division and compatibility
group, any known subsidiary risks, quantity and location. If it is
impossible to provide all the above information, choose the most
critical ones.
After landing
Deplane all passengers and crew members
before opening any cargo door
Deplane the passengers and crew members before attempting to open
any cargo compartment door or taking any further action, even if an
emergency evacuation is not necessary. The emergency staff must be
present when opening the cargo compartment door.
Inform the ground /emergency staff of the
nature and location of the dangerous goods
Once arrived, the ground staff should be informed of the DG location
by necessary means and obtain all information about the article
including a copy of the NOTOC.
Consider to shed non-essential electrical loads
Make the following remarks on the maintenance logbook: Inspection
is required to make sure that no structural or system damage is caused
by possible leakage of the DG. Some equipment such as fire
extinguisher or emergency response package may need to be
replaced.

No.：TJA-OP1
Rev.：130709
3) The flight crew member emergency disposal to the accident
(1) handling principle
a) The pilot-in-command carries out the dangerous goods handling in
the principle of ensuring the safety of the people, airplane or
minimum casualty and damage.
b) The severe accident happens in the flight, the flight crew keeps the
attitude of airplane according to the flight rule and handle according
to the procedure of QRH or memory items. At the same time, the
pilot-in-command should divide the work rigorously; understand the
dangerous abnormal situation and possible results quickly to ensure
the safety of the airplane and personnel.
c) The flight crew should report the happened accident or handling
situation and further measures to the ground control personnel and
the Company flight Operation Control Dept.. Choose the suitable
airport according to airplane operation manual and QRH and land
safely as soon as possible.
d) The flight crew should guide the onboard handling according to the
dangerous goods handling scheme diagram (refers to this chapter
6.11 forms).
(2) General accident handling
General accident happens in flight, the pilot-in-command should take the
circumstances into consideration to tackle if he considers it will not endanger
the flight safety and onboard personnel health and notify the the Company
dispatcher.
(3) Severe accident handling
a) Once the severe accident of the dangerous goods happens and
endangers the health and flight security of the personnel onboard,
the pilot-in-command should immediately notify ATC and get
maximum support from ATC. Descend the altitude to 3000 meters
(1000feet) or the minimum safety altitude and land at the nearest
suitable airport.
b) If the situation is permitted, the pilot-in-command should
immediately notify the situation of loading dangerous goods in the
airplane to the airport bureau through ATC. The possible notified
content should include the dangerous goods transport specific name,
UN code, category or item, for the Class 1 assembly group, the listed
subordinate danger, amount, the position in the airplane can get the
telephone from the PIC NOTICE. If the situation is not permitted,
dangerous goods amount, category, item in every cargo
compartment and the choice, situation related with the goings should
be reported for the ground personnel to the rescuing preparation
work.
c) The accidents of the dangerous goods are due to the leakage of the

No.：TJA-OP1
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container and appear in the form of smoke or gas. The flight crew
should adjust the air flow to the maximum and execute the
antismoke procedure according to the checklist. The pilot-in-
command should judge the character of the emergency situation and
possible result through the situation known in advance and
dangerous goods bulletin. Other situations are as appropriate.
d) The pilot-in-command should immediately notify ATC and the
Company dispatch if there’s death of the flight crew or abnormal
phenomenon due to influence of the serious accident and do the first
aid to the injuries.
(4) Emergency situation guide:
The procedures should be followed when the dangerous goods accident happens
in flight:
a) The pilot-in-command should immediately announce emergency
situation.
b) Set transponder to 7700.
c) Choose the nearest airport to land.
d) Require ATC assistance and radar guidance if required,Land
preferentially.
e) Notify the flight attendant to do the emergency
(5) After landing：
a) The pilot-in-command announces the emergency evacuation after
the airplane stops.
When there is smoke and gas, all the passengers and
b) flight crew members should evacuate to the windward of the
airplane, avoid inhaling the smoke and gas at least 100 meters (300
feet) away from the airplane.
c) If explosion is possible, all the personnel must keep 400 meters (1/4
mile) away from the airplane.
d) All the personnel must wait until the rescuing personnel arrives. The
pilot-in-command should provide the dangerous goods category and
name, amount, loaded position and ―pilot-in-command notice‖ to the
rescuing professional personnel. And wait for the elimination of the
danger by the professional personnel. If the airplane is surely not
damaged, the passengers can normally go the cabin. If there’s no
influence, sign to confirm no danger or harm, the pilot-in-
command could consider letting the passengers go back to the
airplane. If the airplane needs to continue to fly, it must be
confirmed by the related department that the danger is eliminated.
The airplane can continue to fly after the necessary measures have
been handled.
(6) The handling after returning to the base
Fill out the onboard accident report and summit to the Company Operation
Control Centre
11.5.9.4 Cabin crew checklist for DG incident in cabin

No.：TJA-OP1
Rev.：130709
Preliminary action
1. Inform pilot-in-command
2. Identify the goods
In case of fire:
3. Perform the standard fire extinguishing procedure.
4. In case of spill leak;
5. Take out the emergency reponse bag or other useful articles.
6. Put on rubber gloves and PBE or use portable oxygen cylinder.
7. Evacuate passengers from the affected area and distribute wet towels or
cloth to them.
8. Put the dangerous goods in a polythene bag.
9. Stow the polythene bag.
10. Dispose the polluted seat cushion/cover as dangerous goods.
11. Cover the spilled substance on the floor/carpet.
12. Check the stowed article/polluted equipment from time to from.
After landing
13. Inform ground personnel of the name and location of the dangerous goods.
14. Fill out the technical logbook.
11.5.9.5 The precautions for the air accidents
If there is any dangerous goods onboard, the pilot-in-command must receive a written
DG report called SPECIAL LOAD NOTIFICATION TO CAPTAIN.
Figure 11-2 SPECIAL LOAD NOTIFICATION TO CAPTAIN

On the ground, the pilot-in-command shall inspect the DG loaded position
carefully. Any package that is damaged or improperly packed must be
unloaded from the aircraft. During multiple stop transportation, if the flight

No.：TJA-OP1
Rev.：130709
crew swops and the goods continue to the next stop, the previous pilot-in-
command must relay the SPECIAL LOAD NOTIFICATION TO CAPTAIN
to the next pilot-in-command that takes over the aircraft.
Before takeoff, the pilot-in-command and freight monitor should carefully
examine the package of the dangerous goods. Once the damaged or not
qualified package is detected, it must be unloaded from the airplane in order
to prevent the accident in flight.
The pilot-in-command must have emergency precautions for the dangerous
goods carried on the aircraft according to the type and characteristic of the
dangerous goods. These precautions should be written in clear and concise
language and be easy to access. They are memeory items. The pilot-in-
command shall check if all emergency equipment including fire extinguishers
are onboard. Freighter flight crew shall check the dangerous goods package
being loaded onto the cargo compartment at an interval of less than 2 hours.
Ground precautions which are more significant than in-flight precautions
include: receiving inspection on the article name, package, mark and label
and document declaration, storage isolation, loading limitation, pre-
loading/unloading inspection, and flight crew notice for DG loading. The
most important thing is each DG operator must accomplish associated
training and be qualified for his job.

No.：TJA-OP1
Rev.：130709
A/C EMERGENCY REPONSE DRILL
SPILL OR FIREFIG ADDITIO
N RISK TO
INHEREN RISK LEAK HTING NAL
O OCCUPA
T RISK TO A/C PROCEDUR PROCE CONSIDE
. NTS
E DURE RATION
1 Explosion Fire As Use 100% All agents Possible
may cause and/or indicated oxygen; no according abrupt loss
structural explosio by the smoking to of
failure n drill availabilit pressurizat
letter(s) y; use ion
standard
fire
procedure
2 Gas, non- minimal As Use 100% All agents Possible
flammable, indicated oxygen; according abrupt loss
pressure by the drill establish and to of
may create letter(s) maintain availabilit pressurizat
hazard in maximum y; use ion
fire ventilation for standard
―A‖,‖i‖ or ―P‖ fire
drill letter procedure
3 Flammable Fire Smoke, Use 100% All agents Possible
liquid or and/or fumes and oxygen. according abrupt loss
solid. explosio heat, and Establish and to of
n as maintain availabilit pressurizati
indicated maximum y; no on
by the ventilation. No water on
drill smoking; ―W‖ drill
letter(s) minimum letter
electrics
4 Spontaneou Fire Smoke, Use 100% All agents Possible
sly and/or fumes and oxygen. according abrupt loss
combustible explosio heat, and as Establish and to of
or n indicated maintain availabilit pressurizati
pyrophoric by the drill maximum y; no on;
when letter(s) ventilation. water on minimum
exposed to ―W‖ drill electrics if
air letter ―F‖ or ―H‖
drill letter
5 Oxidizer, Fire Eye, nose Use 100% All agents Possible
may ignite and/or and throat oxygen. according abrupt loss
other explosio irritation; Establish and to of
materials, n, skin maintain availabilit pressurizati

No.：TJA-OP1
Rev.：130709
may possible damage maximum y; no on
explode in corrosio on contact ventilation. water on
heat of a fire n ―W‖ drill
damage letter
6 Toxic*, may Contami Acute Use 100% All agents Possible
be fatal if nation toxicity, oxygen. according abrupt loss
inhaled, with effects may Establish and to of
ingested, or toxic* be delayed maintain availabilit pressurizati
absorbed by liquid maximum y; no on;
skin or solid ventilation. Do water on minimum
not touch ―W‖ drill electrics if
without gloves. letter ―F‖ or ―H‖
drill letter
7 Radiation Contami Exposure Do not move All agents Call for a
from nation to the package; according qualified
broken/unsh with radiation, avoid contact to person to
ielded spilled and availabilit meet the
packages radioacti personnel y aircraft
ve contaminat
material ion
8 Corrosive, Possible Eye, nose Use 100% All agents Possible
fumes corrosio and throat oxygen. according abrupt loss
disabling if n irritation; Establish and to of
inhaled or in damage skin maintain availabilit pressurizati
contact with damage on maximum y; no on;
skin contact ventilation. water on minimum
Do not touch ―W‖ drill electrics if
without letter ―F‖ or ―H‖
gloves. drill letter
9 No general As As Use 100% All agents If ―Z‖ drill
inherent risk indicate indicated oxygen; according letter,
d by the by the drill establish and to consider
drill letter maintain availabilit landing
letter maximum y---use immediately
ventilation if water if ; otherwise,
―A‖ drill available none
letter on ―Z‖
drill letter;
no water
on ―W‖
drill letter

No.：TJA-OP1
Rev.：130709
1 Gas, Fire Smoke, Use 100% oxygen. All Possible
0 flammable, and/or fumes and Establish and agents abrupt loss
high fire explos heat, and as maintain accordin of
risk if any ion indicated by maximum g to pressurizati
ignition the drill ventilation. No availabib on
source letter smoking and lity.
present minimum
electrics.
1 Infectious Conta Delayed Do not touch. All Call for a
1 substances minati infection to Minimum agents qualified
may affect on humans or recirculation and accordin person to
humans or with animals ventilation in g to meet the
animals if infecti affected area availabili aircraft
inhaled or ous ty. No
absorbed substa water on
through the nces ―Y‖ drill
nucous letter.
membrane or
an open
wound
DRILL ADDITIONAL RISK DRILL ADDITIONAL RISK
LETTER LETTER
A ANAESTHETIC N Noxious
C CORROSIVE P Toxic* (poison)
E EXPLOSIVE S Spontaneously combustible or
pyrophoric
F FLAMMABLE W If wet gives off toxic* or
flammable gas
H HIGHLY IGNITABLE X Oxidizer
I IRRITANT/TEAR Y Depending on the type of
PRODUCING infectious substance, the
appropriate national authority
may be required to quarantine
individuals, animals, cargo and
the aircraft
L OTHER RISK LOW Z Aircraft cargo fire suppression
OR NONE system may not extinguish or
M MAGNETIC contain the fire; consider landing
immediately

No.：TJA-OP1
Rev.：130709
Intentionally blank

No.：TJA-OP1
Rev.：130709
11.6 Handling procedure for aircraft hijacking (CCAR-121.. 133(q))
11.6.1 General
China Civil Aviation Law clearly prescribes that any person should not attack,
threaten, disturb the work which has been carried out in the flight crew’s
responsibility scope and try to divert flight course or the destination, any of
the action conforms to the above behavior belongs to the severe hijacking
action. The pilot-in-command has the final handling decision when the
hijacking event. The flight crew members should follow the pilot-in-
command’s guide and decision when the hijacking event happens. The flight
crew members should always keep the principle in mind that ensure the flight
safety, calm down the hijackers’ emotion, and handle the problems after
landing as possible as they can.
11.6.1.1 Objects and basis
1) In order to siciently assess and analyze the threat of air defense for TJA
and construct hijacking specific systems for air defense threat
reasonalbly, timely take effective measures and protect TJA’s safety, the
programme is established.
2) This programme is based on People Republic of China Civil Aviation
Law, People Republic of China Emergency Handling Law, People
Republic of China Civil Aviation Security Regulation, Handling
Measures of Civil Aviation Safety Threat Levels and correspond ICAO
safety specifications and regulations.
11.6.1.2 The category of hijacking
1) The self-killing terrorism of hijacking the aircraft, attacking the
important target, producing huge events threatening the party and
government for the purpose of anti-society.
2) The terrorism of hijacking the aircraft and threatening the party and
government for the purpose of politics.
3) The terrorism of hijacking the aircraft and threatening the party and
government for the purpose of economy.
4) The terrorism of hijacking the aircraft with important personnel of
national security for the purpose of destroying the national safety.
11.6.1.3 Basic principles of anti-hijacking
1) Safety assurance: Handling decision should maximum ensure the
national safety and personnel safety as the highest principle. If
necessary，avoid great loss with the lower price.
2) United command: Event handling is decided and guided by national
handling hijacking event leading group （hereinafter leading group）
3) Timely and decisive disposition: Every chance shal be seized when
decisive handling measure has been decided. Endeavor shall be made to
diminish the hazard and losses.
4) Endeavor handle on the ground: when an aircraft is hijacked in flight,
effort shall be made to land the aircraft on the ground before handling.
5) Try to handle in the domestic: The hijacking event in the domestic and
try to avoid handling abroad.
6) The final handling authority of pilot-in-command: The pilot-in-

No.：TJA-OP1
Rev.：130709
command has the final handling right to the control of aircraft and
action of the personnel onboard when the situation is emergent and
safety of the personnel and airplane is directly endangered.
11.6.2 Flight crew handling procedure for general hi-jacking
11.6.2.1 Captain and other flight crew member handling procedure
1) When captain have the hijacking information, ATC should be reported
immediately; proper task sharing should be made according to onboard
situation and land the aircraft in domestic airport in the shortest time.
2) Pilot must check cockpit door immediately, ensuring the door is securily
closed and keep monitoring on the door.
3) Set squawk 7700 and report ATC immediately about the hijacking,
including:
(1) Identification, physica characteristic and numbers of the hijackers.
(2) The use of hi-jacking means (weapons, explosives, the types of
weapons and numbers.)
(3) Hi-jacker’s demands.
(4) Type of aircraft, position and altitude of aircraft.
(5) Numbers of passengers and flight crew numbers.
(6) Departure airport, the next landing airport and destination airport.
4) If the hi-jacker has entered flight deck, the pilots should stick to his post.
5) Keep communiciaiton with cabin crew via phone or predetermined code
and obtain the further information.
6) Captain should keep aircraft’s control and descend, slow depressize the
aircraft if there is explosive; in case of different pressure explosive
carried by hi-jacker (flight crew should recognize the explosive), the
original cabin pressure should be maintained during descent to prevent
the explosion casued by the change of cabin pressure.
7) Switch on No Smoking and Fasten Seatbelt light, turn off unnecessary
electronic devices;
8) Reduce the cabin temperature and minimize the risk of liquied
vampour(dangerous goods or explosive);
9) Flight crew may pretend to satisfied with hi-jacker’s demand and
continue flying to destination to paralysis the hijackers.
10) If decision is made to subdue the hijackers, captian should advise all
flight crew members by codes and creat turbulence for subsuding the
hijacker.
11) Abrupt brake may be used during landing roll and subdue the hijackers
at the moment when aircraft is stopped and hijakers are unfended and
easy paralysis;
12) If hijackers are subsuded in flight, captain may land the aircraft at the
nearby airport or continue to the destination; notify ATC and dispatch
office and request ground emergency security;
13) After landing, it is captain’s discretion to command evacuation based on
the current situation; flight deck door msut be kept closed before ground
staff arrives;
14) After passengers’ evacuation, details and proof should be provided to

No.：TJA-OP1
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police when hijackers are transferred to police; if onboard passengers
are required as evidence, passenger’s name should be provided to police;
the injured personnel must be sent to hospital immediately;
15) If hijackers took control of the aircraft, all measures must be taken to
avoid aircraft crash.
11.6.3 Handling of suicide hijacking
11.6.3.1 Trying best to land aircraft ASAP, cabin crew should be trying to
soften the hijackers and persuade them to give up.
11.6.3.2 Satisfiying with the hijacker’s demand
For passengers and aircraft safety, captain may promise the hijacker’s
demand and fly to the destination which demanded by hijackers in any case
of the followings:
1) Unable to identify the nature of the explosive;
2) Hijackers have the explosive or weapon and have controlled the flight
deck.
3) The situation that passengers and aircraft’s safety will be seriously
affected if hijacker’s demand is not able to be satisfied.
4) Aircraft’s condition and enroute weather is suitable to fly.
11.6.3.3 Handling procedure for flying to destination
1) Flight crew should prepare the related materials and arrival procedure for
the destination; if there is no arrival procedure, contact ATC and request
arrival materials or request radar vector;
2) Flight crew should make proper task sharing and coordinate closely and
prepare the emergency handling during approach;
3) If it is necessary, captain or purser should make PA and request
passengers to follow flight crew’s instruction, pacify emotion,
coordinate with captain and keep secrecy.
4) If hijackers are intended to crash the airraft, actions should be taken
to subsude the hijackers.
11.6.4 Handling procedure for passengers shouting hijacking and
explosive in cabin
When flight crew or other staff heard hijacking and explosive in cabin,
identification should be made. If hijacking and explosition is confirmed,
or situation is difficult to identify, handling of anti hijacking and
explosition predetermined plan should be performed immediately. If
shouting is due to unhappy with flight delay, service, follow the following
procedure.
11.6.4.1 Information collection
During flight, the followings must be confirmed when explosive,
suspicious articles or receiving explosive threaten:
1) Location, size, shape, packing of the explosive; wire or not;
2) First time situation or the wanrning message; touched or not, finding
time;
11.6.4.2 Reported contents:

No.：TJA-OP1
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1) Identified contents and related information;.
2) Flight route, flight number, aircraft number, current airspace;.
3) Onboard cargo, dangerous goods or not;
4) Captain’s name;
5) Nearby airports, remaining fuel;
6) Handling procedure that flight crew are going to take.
11.6.4.3 Handling procedure
1) Flight crew who first discover the explosive should report captain,
onboard security personnel and purser immediately; Captain report
ATC right away and take necessary actions;
2) Captain should request ATC to descend lower altitude and
depressize the aircraft ASAP;
3) When onboard security personnel receives the information, he
should immediately identy the location, shape, size of the explosive,
the suspicious person or the reported person, after that, report
captain immediately;
4) Swtich off electrical power nearby the explosive area to prevent
explosion and fire;
5) Turn on ―No smoking and fasten seat belt‖ sign;
6) Cabin crew stop food and drink service;
7) Flight crew should get all fire extinguisher and equipments ready;
8) Use PA for onboard EOD; To avoid the panic from passengers, the
PA should be made by abbressive wordings: ―Any EOD personnel
onboard?‖ (or we have passenger need EOD help); By using
abbressive wordings, only EOD personnel can understand the risk;
When EOD personnel is discovered, the handling of explosive must
be followed by specific procedure and it is not allowed to take action
randomly;
9) It is not allowed to attempt to open a closed or concealed article, or
attempt to break into the internal part of the explosive; any attempt
may cause explosion; it is prohibited to cut off any wire or break the
wire;
10) Onboard security personnel should aske the EOD passenger or
passenger with professional technical knowledge to work together
for identifying the explosivel; confirming the nature, power and
types of explosive;
11) The specialist personnel with explosion knowledge may take proper
action when the nature of the explosive is confirmed;
12) When the explosive is in the critical part or forward of the aircraft, if
the explosive can be moved, the explosive should be moved to the
backward or the lest dangerous area under instruction of specialist or
people who have explosion knowledge ASAP; when the explosive is

No.：TJA-OP1
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monved, the activation of the explosive should be checked; the place
that the explosive should be put:
(1) For E-145, the third compartment from the nose of aircraft;
(2) For E-190, the last second row seat A on the left side;
(3) For A-320, middle of right afterward service door (R2 area).
13) When the explosive is moved to the safe area, the explosive should
be enclosed by wet blanket or other wet articles and collared or
placed in container (box or bucket), preventing explosion caused by
turbulence.
14) If the explosive can not be moved, wet blanket, cushion should be
used to cover the explosive. The nearby passengers should be moved
to four rows away from the explosive and consider the weight and
balance. Passengers must be pacified to prevent the cabin panic and
mess.
15) Captain should contact ATC and land at the nearest airport or return,
requesting ground service for in case;
16) It’s captain’s responsibility to advise all flight crew numbers; if
passengers are required to coordinate, the way of announcement
should be considered to prevent the uncessary panic and cabin mess;
17) Procedure after landing
(1) Follow ATC’s instruction, taxi out to the designed area, captain
may decide the necessairnity of evacuation;
(2) Cabin should prepare the evaucaiton in advance and keep all
doors and emergency exits clear;
(3) Onboard security personnel should assist purser for evacuation,
preventing panic and cabin mess as well as uncessary injury;
(4) If emergency evacuation is required, cabin crew should open all
doors immediately, instruct passengers leave the aircraft and
collect the safe area ASAP, passengers should follow ground
staff or police’s instruction;
(5) During evacuation, onboard security personnel should monitor
all passengers leaving aircraft without carrying any articles;
(6) After evacuation, captain transfer the aircraft to the airport
authority or police, airport should arrange related person to
remove the explosive. onboard security personnel should provide
information to the related person or police, including: the details
of the explosive, location, shape, size and the first reporting
person;
(7) When the explosive is removed, onboard security personnel
should request feedback from the person who removed the
explosive or from police, types of explosive, nature, weight,
shape, size as well as suspicious person and provide written

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report to company;
(8) Police or security personnel perform cabin thorough inspection
for special situation;
(9) After cabin thorough inspection is completed and security is
confirmed, passengers can be arranged to board the aircraft again
and takeoff preparation should be preparaed; aircraft can not
takeoff until approval from TJA and airport authority is obtained;
(10) When flight crew return to company, captian, onboard security
personnel, purser should provide written report to Security
Department of TJA and the process of handling explosive and
assist Security Department to investigate.
11.6.5 Handling procedure for anonymous threat information
11.6.5.1 The person who has received any threat information should get
as much information as possible by referring to the Anonymous
Threat Sheet and advise the FOC and the Security Dept..
11.6.5.2 If the aircraft security is threatened on the ground, a through
search to the aircraft must be completed before takeoff
(passenger baggage may be rechecked as appropriate). The
aircraft should not take off only when it is sure that the aircraft
and its occupants are safe.
11.6.5.3 If any threatening information is received during the flight, the
FOC should advise the flight crew and decide to divert or return
and notify the ATC.

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11.7 Handling procedures for explosives
11.7.1 General
Once accepting or receiving the information about explosives on a
specific or clearly recognized flight, all explosive threat alarms should be
treated as real situation. The civil aviation authority or any department of
the Company who receives this alarm should immediately report to the
emergency handling center and take emergency measures. Once
explosive is detected on the ground, first evacuate all the passengers from
the airplane under the guide of the pilot-in-command and take further
actions by the ground personnel. Once the explosive in the airplane is
detected in the air, continuously take the safest measure calmly under the
command of the pilot-in-command and avoiding explosion is the highest
principle.
11.7.2 The disposition when the explosive is found or warned of in the
airplane.
1) When the explosive is discovered or warned of, the flight crew
members or the information receiver should immediately report to
the pilot-in-command, security guard and chief purser. The pilot-in-
command reports this situation to control tower for support and the
Company operation control appoints professionals to the spot for
handling and obeying Operation Control Dept. guidance.
2) If condition permits, evacuate the passengers and flight crew away
from the airplane. When evacuation is initiated, anybody should not
carry any goods. The personnel should evacuate to the appointed
position away from the airplane.
3) If required, the airplane should be dragged or taxied away from the
terminal building, airplane parking area and building securied area.
4) When the evacuation of personnel onboard is permitted, leave a few
necessary professional personnel, security staff, policemen, and full
time personnel to monitor the situation of the whole airplane.
5) After the police or anti-explosive personnel has eliminated the
explosive in the airplane, check the airplane and commodities
onboard and passengers. The flight crew members and passengers
can go back to the airplane after confirming there’s no explosive.
6) If no explosive is detected, all the goods should be unloaded; the
goods can be reloaded after checking through the safety check again.
7) No explosive is detected after checking all of the places. The flight
crew should do some procedures with the airport bureau and the
airplane can be further operated.
8) When the passengers board again, the pilot-in-command or the chief
purser should broadcast to the passenger cabin and do the
explanations work to calm down the passengers and eliminate the

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passenger worries.
11.7.3 The disposition of explosives in the air
11.7.3.1 Flight crew handling procedure
The flight crew member who first find the explosives should immediately
report to the pilot-in-command、security guard, chief purser, the pilot-in-
command should immediately report to ATC and the Company Operation
Control Centre according to the situation and adopt necessary measures.
1) Measures to be taken by the flight crew:
(1) The pilot-in-command should immediately report to ATC and
require to descend to the minimum safety
altitude.(depressurize and cool the airplane as soon as possible)
(2) Turn ―no smoking, fasten seat belt‖ on.
(3) Shed all non-essential electrical equipment in this area to
prevent explosive fire.
(4) If necessary, broadcast to the passenger cabin, invite the cabin
crew members, aviation security guard or passengers with
professional knowledge of explosive to identify the explosive
and confirm the character of the explosive.
(5) Prepare the nearest airport material for landing, prepare to
divert to the nearest airport.
2) The flight attendant work:
(1) When the ―no smoking, fasten the seat belt‖ light illuminates,
check whether the passengers go back to their original seats
and fasten the seat belt.
(2) Stop the dining and drink supply to the passengers.
(3) Immediately evacuate the surrounding passengers, transfer
the passengers near the explosive to the seats 4 rows after the
explosive. Calm down the passengers and avoid chaos of the
passengers in the passenger cabin.
(4) Prepare damp and soft things to cover the explosive.
11.7.3.2 Disposition of explosives
1) The onboard personnel with professional knowledge of explosives
can take suitable measures if gaining much confidence.
2) When the dangerous goods are confirmed to be in the key parts of
the airplane，move the dangerous goods to the minimum explosive
risk area under the guide of the professional personnel and the
personnel who know the business if it is moveable.( check if the
explosive has a startup equipment or not)
3) When the explosive is transferred to the safe place, the explosive
should be covered (with damp blanket or damp and soft goods about
(25 cm thick) and fixed to prevent rolling and exploding due to the
turbulence of the airplane.
4) Confirm that the explosive can not be moved, damp blanket and
damp seat cushion are used to cover it. The surrounding passengers
should be moved to at least 4 rows seats from the explosive.
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11.7.3.3 ATC notifies the pilot-in-command in the air and the handling
when there’s explosive in the airplane.
When ATC receives the explosive information from the ground, it should
immediately notify the flight crew. The pilot-in-command should take the
following measures according to the information from ATC:
1) The pilot-in-command should immediately report the decision of the
flight crew to ATC and emergency handling center.
2) Descend to the minimum safety altitude or 2400 meters (8000feet),
depressurize the airplane. This can reduce the damaging degree to
the airplane fuselage.
3) If the bomb is ignited by the air pressure, adjust the cabin altitude to
prevent.
4) If the decision is to return to the base or land at the suitable airport, it
should be reported to ATC and the Company Operation Control
Centre for ground support.
11.7.4 Emergency preparation work
1) The pilot-in-command decides to return to the base or land at the
nearest airport; prepare for emergency landing.
2) If the suitable passenger broadcasting is needed, the pilot-in-
command should determine to notify all the flight crew members.
3) Notify the chief purser to be well prepared for emergency evacuation
after landing.
4) After landing, follow the control tower guidance; taxi the airplane to
the safe area.The pilot-in-command should determine whether the
emergency evacuation will be performed.
5) When the emergency evacuation is needed, open the cabin door
quickly, guide the passengers to evacuate as soon as possible and the
pilot-in-command will be the last to evacuate the airplane. After
evacuation, follow the guide of ground personnel or the police and
wait at the appointed position.
6) During evacuation, the individual portable luggage is not permitted
to carry.
7) With the police maintaining the order, professional technician wil
check the whole aircraft, which should not be participated by the
flight crew.
8) When the explosive is removed, the pilot-in-command shall inquire
the police and professional technicians about the explosive’s type,
weight, size and the suspect who placed the explosive onboard. All
of the information is to be included in the report for the Company
Safety Supervision Dept..
9) Check the passengers and commodities on board and if there is no
problem, the passengers can go back to the airplane. The airplane
can be dispatched only with the approval of the airport bureau.
10) After returning to the base, the flight crew should summit a paper
report about the whole process to the Company.
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11.8 In flight intercepting procedure and signal (CCAR-121.133(f(23))
11.8.1 General
This is the requirement of the Company: the execution of flight near the
frontier and the future flight crew who executes flight in this area must
understand and get acquainted with the modes to be taken and operational
procedures in case of interception, the following is the language action
signal which is used in by the intercepting and intercepted airplane in the
peacetime.
11.8.2 Intercepting mode
11.8.2.1 Approaching stage
Generally the two intercepting airplanes pilots who complete the
distinguishing task then the command plane and wing plane fly side by
side.
11.8.2.2 Identifying stage
In visible weather condition, the intercepted airplane can see the
command plane or wing plane. When the airplane approaching the
airplane of unclear dentification, the wing plane is in the monitoring
position. The intercepted airplane keeps the flight attitude then in this
stage and chooses the constant speed and track. Then the command plane
get close to the intercepted airplane, get the needed information.
11.8.2.3 Intercepting stage
Once the distinguishing stage is completed, leading airplane will leave the
airplane; the wing plane will keep a definite distance and follow the
leading airplane again.
11.8.3 Intercepted airplane procedure
11.8.3.1 The reaction of the intercepted airplane, captain should:
1) Follow the order of the intercepting airplane, judge and understand
visual signal and make reaction.
2) If possible, notify the related air communication department.
3) Try to communicate with the intercepting airplane or the related
intercepting management department, ATIS at the 121.50
emergency frequencies and provide the identification,
number and flight character of the airplane.
4) The transponder should select 7700 except for other notice by ATC
department.
11.8.3.2 Principles for the intercepted airplane
1) Any received radio order conflicts the intercepting airplane visual
order, the intercepting airplane must immediately clarify it and fly
according to the ntercepting visual order simultaneously.
2) Any received radio order is the same as the intercepting airplane; the
intercepted airplane should continue to fly according to intercepting
airplane visual order.
11.8.4 The signal and phraseology sent by the intercepting airplane
11.8.4.1 Intercepting signal or responding signal
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Plane Intercepted Plane Intercepted
Swing Up and Down
Intercepting Follow the

Plane intercepting plane
Flashing lights
at night
Gear Down, keep landing lights ON at night
Swing Up
and Down
Intercepting Plane
Flashing lights at night
GROUP 1 GROUP 3
Plane Intercepted Plane Intercepted
Swing Up
and Down Intercepti
Keep landing lights
ng Plane
ON at night
Keep landing lights

ON at night
Runway
Intercepting Plane
Intercepting Plane
GROUP 2 GROUP 4

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Signals sent
Signals sent by by the
Mean
Type Group the Intercepting Meaning intercepted
ing
A/C or other
A/C
The In the day time: You are In the day Roge
intercep sway the wings at intercept time: sway r,
ting the left forward ed, the wings, wilco
plane of the intercepted follow follow to
alter airplane, after me fly. In the
signal receiving the night time:
and the response, left ditto,
intercep turn with small irregularly
ted bank and enter flicker the
plane into the heading. navigation
respond In the night time: lights
ing Group ditto, flash landing
signal 1 navigation lights.
Light and landing
light irregularly.
Note: make the
action in the
right forward of
the airplane
which break the
rules then turn
right due to the
weather And
terrain limitation.
In the day time
T You can In the Roge
or night time:
h In continue daytime or r,
the left forward,
e night time: wilco
Group complete sway
2 climbing turn to the
the wings
left,breakaway
rapidly.

No.：TJA-OP1
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In the day You can In the day Roge
time: holding land at time: retract r,
above the airport, this the landing wilco
retract the airport gear, pass
landing gear, and through the
pass through the runway. if
Group runway. In the safe
3 night time: ditto, Landing is
connect the possible,
landing lights complete
continuously. the landing.
in the
night
time: ditto,
In the day time: The In the day Roge
pass through the airport time or night r,
runway above you time: the follo
300 m but below appointe intercepted w
600m higher than d is not plane follow me.
field level, suitable to fly to the Roge
retract the divert r,
landing gear, Airport, conti
keep circling retract the nue
above the airport. landing gear
In the night time: and use the
Group
pass through the first signal.
4
runway above If
300m but below intercepted
600 m higher plane
than field level, decided to
flash landing dispatch, the
lights and keeps second
circling above group signal
the airport. If the should be
landing lights used.
flashes，can
flashAny lights.

No.：TJA-OP1
Rev.：130709
11.8.5 The phraseology which the intercepting airplanes used:
Phraseology Pronunciation Meaning
FOLLOW FOL-LO Follow me
DESCEND DEE-SEND Descend to land
YOU LAND YOU-LAAND Land at this airport
PROCEED PRO-SEED You can go forward
CALL SIGN KOL SAI-IN What is your call sign
WILCO VILL-KO Roger, Wilco
REPEAT REE-PEET Say again
AM LOST AM-LOSST Uncertain position
MAYDAY MAYDAY I am in danger
HIJACK HI-JACK I have been hijacked
LAND（airport LAAND（airport Required to land at
name） name） (place)
DESCEND DEE SEND I required to land
CALL SIGN KOL SA-IN My call sign is (call sign)
CAN NOT KANN NOTT Can not follow accordingly
NOTE: underlined are stress syllables.
11.8.6 Accident report
If the aircraft is intercepted, the pilot-in-command should report the
detailed process to the Company in paper, the content of which is:
1) Date and time of occurrence.
2) Schedule flight number, type, airplane number.
3) On which route and let it happened.
4) The flight destination and transit area.
5) Altitude and speed when it is intercepted.
6) Reasons and the measures taken.

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11.9 Radio communication failure procedure
11.9.1 General
1) Possibility of two-way radio communication failure is very slim, but
may happen. Pilots should understand and be familiar with the radio
communication failure procedure. Consult the related data and
regulations according to your own situation for regional flight.
Although the radio failure procedure is accessible, it will not be
totally coincidental. Therefore, the captain should check and judge
the suitable procedure. CCAC allows for deviation of normal
procedures or regulations in emergency.
2) If two-way radio communication fails, the flight crew should follow
ICAO or CAAC procedure. ATC should provide the basic service
and the flight crew should also adhere to the stated procedures.
11.9.2 Basic procedures for communication failure
11.9.2.1 Two-way communication failure
1) The captain should try to establish communication on another
frequency.
2) If possible, transmit report via ground station or the other aircraft.
3) If the receiver malfunction is confirmed, transmit messages by the
radio at the estimated time or add to send ―receiver malfunction‖,
―TRANSMITINGBLIND DUE RECEIVER FAILURE‖, repeat all
the telegraph and inform the next telegraph time.
4) The captain reports his intention.
5) Observe the visual signal during departure and arrival.
6) Except for other indications, set transponder to 7600.
11.9.2.2 Two way communication failure procedure
1) In VFR；
(1) Continue VFR;
(2) Land at the nearest suitable airport;
(3) Notify ATC after landing as soon as possible
2) In IFR
(1) Route：
a) Fly according to the latest cleared route.
b) If radar vector is available, fly directly from the radio
failure point to the next allowable point.
c) When there are no fixed route and no notified route, fly
according to the flight planned route.
(2) Altitude:
Chose the highest of the following altitude or flight level:
a) The latest cleared altitude or flight level by ATC.
b) Use the minimum safety altitude in IFR.
(3) Fly away from the holding fix:

No.：TJA-OP1
Rev.：130709
a) If cleared to deviate from the holding fix or estimated
allowable approach time, fly away holding fix on schedule
to IAF
b) If there is no holding clearance, the pilot can choose
whether to hold at the start holding point which the
airplane reaches before the estimated time.
(4) Descent and approach:
Descent and approach starts from the IAF, but it is not allowed
to descend from the route altitude or flight level before the following
conditions are satisfied.
a) The estimated time for descent is cleared;
b) The computed EAT from the flight plan or ATC revised
ETA;
c) When the radio fix is needed to approach the destination
airport, hold and descend to the initial approach altitude
with the holding flight course of the clouds penetration
chart. If there’s no approach holding pattern in the chart,
holding and descending should be completed during final
approach and do a procedural turn.
3) Issues to be paid attention to

(1) If the ATC cleared flight level only includes part of the route,
the airplane keeps the last cleared and approvced cruiselevel
until the point designated by the delivery, then fly the cruise
ltitude according to the flight plan.
(2) ATC gives clearance on the assumption that the aircraft will
observe published procedures in case of radio failure.
11.9.2.3 In IFR flight, two-way radio communication fails
When two-way radio communication failure occurs, unless approved by
ATC, flight crew should follow the following regulations during IFR
flight:
1) In VMC: If the two-way radio communication failure happens or
visual condition is met after two-way radio communication in visual
weather condition, the pilot should keep the visual flight rule and
land as soon as possible.
2) In IMC: If the two-way radio communication fails in instrument
weather condition and the above regulations can not be followed, the
airplane should continue to fly according to the following
regulations.

No.：TJA-OP1
Rev.：130709
11.9.2.4 Enroute
1) The radio communication failure procedure happens in the route
flight:
(1) Fly the latest cleared route. Set transponder to 7600.
(2) If radio communication fails during rada vector, fly vector from
the point where such failure occurs to the estimated point, route
or flight course.
(3) If there’s no appointed route, fly according to the estimated
ATC suggested route.
(4) If the appointed route is lost or estimated that the informed
route is lost, fly according to the route filled in the flight plan.
2) Altitude selection
The highest altitude from the following altitudes or the flight level of
present flight leg:
(1) The last received ATC appointed or flight level.
(2) The minimum altitude of IFR fligh（change to minimum flight
level if suitable）.
(3) The estimated altitude or flight level informed by the next order
of ATC.
3) Leaving altitude limitation:
When the altitude limitation is a limited point, approach from this
point, start to descend or descend and approach at the point most
possible receive the estimated further allowable time. If this time is not
received, descend and approach close to calculated estimated time of
arrival in application or the modified (with ATC) estimated time of
arrival in the route.
When the altitude limitation is an approach fix from here, leave the
altitude limitation when receiving the estimated further allowable time. If
this time is not received, fly to the initial fix when reaching the altitude
limitation, descend and approach close to calculated estimated time of
arrival in application or the modified (with ATC) estimated time of
arrival in the route.
11.9.3 Emergency procedure
IFR flight two-way radio communication failure, do as the above
described procedure. But if the pilot doesn’t do this or other factors
influence the pilot to do according to these procedures, the pilot should
try to alter the civil and army radar by the following procedures: the
transmitter or receiver is inoperative, transponder 7700. The radar
controller monitors the flight course airplane, send the instructions at the
frequency of 121.50 MHZ. connect at the frequency of 130.00 , use high
altitude regional HF.
11.9.3.1 Radio or radar failure procedure

No.：TJA-OP1
Rev.：130709
1) If the ground radar fails, continue to fly according to the last
received ATC command. Keep the frequency of original radar
service before receiving new order. If the failed time is too long,
notify the flight crew to tune to related route ATC frequency before
the radar service resumes.
2) When lost contact the flight ATC at last appointed control frequency
and the nearest Flight Service Station (FSS) or the equipment
beyond the Company radio works normally, try to establish the
communication with the controller at the frequency of 121.50MHZ.
If the emission failure of the airplane is confirmed, the pilot should
listen the instructions at the last appointed control frequency or
through changing to the frequency of 121.50MHZ to get the
instructions.
3) If two-way radio communication fails, the airplane approved fly in
the radar controlled area should not be included :
(1) ATC has appointed altitude in IFR flight, so fly in the radar
controlled area.
(2) Keep flying in the radar controlled area because a suitable
cruise altitude should be kept in VFR flight.
4) Radar standard instrument departure:
IFR flight under radar control, non stop flight to and intercept the flight
course or radial line regulated by radar guided SID (standard instrument
departure) and fly according to permission.
11.9.4 Radio navigation equipment failure procedure
1) The Company should execute the following procedures when the
flight crew met the radio navigation equipment fails.
2) Radio navigation fails, report to ATC immediately that the
navigation equipment or communication failed or part of them is
failed and do the further explanation:
3) The airplane call sign;
The influenced equipment;
The weaken grade to the IFR flight capability;
The extent of assistance provided by ATC.
11.9.5 Operation of Transponder
1) During the two-way radio communication fail, the flight crew shall
judge correctly in advance and perform the emergency procedure or
callouts carefully and willingly.
2) Set transponder to 7600.
3) Turn the responder to 7700 and keep it 15 minutes if the ground
emergency assistance is needed. If the flight time is less than 15
minutes, it can be kept for the remained flight.
4) Repeat the above steps at 15 minutes interval during flight.

No.：TJA-OP1
Rev.：130709
11.10 Engine failure
11.10.1 General
1) Engine is main power source of the airplane. The working condition
of the engine directly influences the safety of the airplane. The flight
crew executes the correct operation or strict disposition can make the
airplane tide over crisis when the sudden failure or abrupt
malfunction appears.。
2) When sudden failure and abrupt malfunction appear to the engine,
the flight crew should control the attitude of the airplane and analyze
and judge the malfunction reason according to various indications.
Carry out item by item according to the checklist ―engine limit／
surge／stall‖. Do not hurry to shout off some engine in normal
situation except directly endangering the flight safety.
3) The shutdown caused by automatically engine failure or flameout.
The engine can be start in the air if no damage or malfunction is
detected after the analysis and judgment of the captain. Execute
strictly by the checklist when starting in the air.
4) If the flight crew member finds any abnormal phenomenon in flight,
he should report to the captain in time except the flight safety is
directly jeopardized. Report the whole process of the event to the
captain after that, land at the nearest airport when one engine is
inoperative.
11.10.2 Engine failure
11.10.2.1 Failures
1) Associated failure message is displayed, abnormal engine
parameters indicated and engine thrust decreases distinctly.
2) The plane deviates to the failed engine, and will bring vibration of
different degree simultaneously.
3) The cruise speed is distinctly reduced; the climbing rate decreases in
the climbing stage; the descending rate increases in the descending
stage.
11.10.2.2 Responsibilities of the pilot-in-command:
When one engine fails, first control the airplane attitude, carry out the
engine failure checklist by oral command and take related measures:
1) If it happens in the climbing stage, determine to climb further or
keep altitude according to the airplane weight and minimum safety
altitude. Any altitude holding must report to ATC in time.
2) If it happens at the cruise stage, adjust favorable altitude according
to the weight of the airplane. Keep the drift down speed and descend
to the target altitude when in drift down and report to ATC and the
Company dispatch in time.
3) If it happens during descent, adjust descent and approach schedule
and inform ATC. Inform the Company Operation Control Centre if
possible.
4) If the non-functional shutdown of the engine is detected, start in the
air(execute by the checklist)

No.：TJA-OP1
Rev.：130709
11.10.2.3 Responsibility of the first officer
1) Carry out engine failure checklist item by item according to the pilot-in-
command’s command.
2) Follow the pilot-in-command’s instructions, timely report the situation
happened to the airplane to ATC and the Company Operation Control
Dept..
3) Notify the chief purser, convey the pilot-in-command’s instruction and
intention and calm the passengers.
4) Execute the air start procedure according to pilot-in-command’s
command if the air start is needed.
11.10.2.4 Measures to be taken
Once the engine is inoperative, the plane should land at the nearest suitable
airport in principle
1) The pilot-in-command should determine the next plan for diverting,
returning to the base or continuing to fly to the destination airport in
consideration of the factors as the distance to the destination
airport/divert airport, onboard fuel, route weather, route safety altitude,
the condition of the airplane, airport maintenance capacity.
2) The first officer and other members make the corresponding preparation
measures according to the pilot-in-command’s decision and the
regulation of this type of airplane.
3) For the handling, sees the QRH and SOP of various airplane types.
11.10.3 Engine out of control
11.10.3.1 Shut down condition
1) Abnormal noise in the engine.
2) Overheat or abnormal temperature indication.
3) Other engine parameters vary greatly.
1) Do not hurry to shut down the engine if the flight safety is not directly
endangered.
2) Retract the thrust lever to the idle, observe the engine working
parameters and working situation.
3) If the parameters are relatively stable, the idle detent or allowable scope
should be kept until the airplane approach landing.
4) If the abnormal phenomenon still exists, the engine should be shut down
according to the checklist. If condition permitted, put the thrust lever to
idle for 2 minutes, shut down the engine then (cool and stabilize the
engine).
5) When shutting down the engine, the pilot-in-command utter the oral
command of shutting down the failed engine and carry out the checklist;
the checklist is carried out by the first officer. The pilot-in-command
controls the attitude of the airplane, (do not use the autopilot) adjust the
good engine thrust, keep the flight speed, executes one engine drift
down.
6) Inform ATC and Operation Control Center of the situation and
Captain’s intention.

No.：TJA-OP1
Rev.：130709
11.10.4 Approach principles and notices of engine failure
1) The airplane thrust reduction and asymmetry is due to engine failure
which will bring some difficulties to approach. So the pilot-in-
command must choose to land at nearest and suitable (runway length
long, weather condition good, maintenance ability strong) airport.
2) The pilot-in-command should make the approaching brief before the
engine failure. The flight crew should strictly perform their
responsibility including the approaching altitude, speed and needed
standard call, control essentials of reroute and the necessary
operation of the first officer.
3) The flight crew should coordinate with each other; make every
action meticulously no matter what manual approach or autopilot
approach is. Emphasize that the coordination is an important part
to complete the approach.
4) Safety is the highest responsibility. Whatever happens in the
approach, the pilot-in-command must decisively adopt the go around
measure as long as the pilot-in-command feels any potential factors
endanger the flight safety and never land reluctantly.

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11.11 On board special events handling
11.11.1 General
The onboard special conditions refer to event happens to the onboard
personnel or the passengers in the emergency situation. The flight crew
member should adopt the safest measure according to the situation then.
When handling the passenger event, the pilot-in-command can execute by
the pilot-in-command’s right to restrict the passengers in the Flight
Operations Manual. Here only list a part of the special situation handling
methods, for the unexpected or not emergency situation such as
passenger misbehavior, angry passengers, onboard women
childbearing, stowaway can be handled as special condition, please refer
to Cabin Attendant Manual. So the pilot-in-command and flight crew
members must have the principle and flexibility, properly handle this
event with the spirit of ensuring the flight safety and servicing the
passengers.
11.11.2 Pilot incapacitation (CCAR-121.705)
11.11.2.1 Initial measures for the incapacitated pilots
Pay attention to pilot incapacitation during every stage of flight. Once
detecting the incapacitation of the pilot, the flight crew member should:
1) Another pilot of the flight crew should immediately put through or
confirm whether the autopilot instrument operates normally.
2) Other pilot should immediately replace the flight control and keep
the flight attitude if the manual control is carried out. Maximum
utilize autopilot system to relieve the cabin working load according
to the temporal situation.
3) Immediately notify other flight crew members or flight attendants
nearby to handle the incapacitated pilots as required.
4) The pilot-in-command or the flight crew decision-maker should
make the proper decision according to specific situation and notify
ATC and the Company Operation Control Dept..
11.11.2.2 Handling measures for the incapacitated pilot
1) If a pilot becomes incapacitated during the flight, the remaining
flight crew member or flight attendant should fix him in the seat in
order to prevent him from endangering any controls and switches.
2) Lean the incapacitated pilot against his seat and cross his two
shoulders to the seat belt, then strain and lock the seat belt.
3) Push the seat completely afterward, recline the seat back and pull
back the incapacitated pilot’s legs and keep them crossed. (A320)
Pull the incapacitated pilot’s legs fully back. Adjust the pedals to the
foremost position as instructed by the remaining flight
crewmember.(E145/190)
4) Use the emergency oxygen supply to the incapacitated pilot.
5) If the condition is permitted, move the incapacitated pilot out of the
to rescue.
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6) Whatever the situation is, the other pilot should not take part in and
should always monitor the airplane condition and normal flight.
7) Other clauses regulations refer to Flight Operations Manual.
11.11.3 First aid for the passengers onboard (CCAR-121.705)
11.11.3.1 General
Onboard passenger rescue refers to the immediate or temporal handling to
the person who meets sudden injury or abrupt illness.
11.11.3.2 Handling procedure
1) The flight crew should firstly understand the pathogeny and details
of the injury and provide and take necessary first aid measures.
2) If the passenger broadcasting is necessary, search the help from the
medical personnel or the passengers who knows medical affairs; the
flight crew provides the needed first aid bag or medical medicine-
chest.
3) The chief purser should report the handling situation to the pilot-in-
command in time. The pilot-in-command decides whether to return
to base, divert or continue to fly to the destination airport.
4) The pilot-in-command should report the situation to ATC and the
Company Operation Control Centre including the trend of the sick
passenger and the intention of the pilot-in-command and notify the
ground to prepare the emergency preparation.
5) Other related first aid details refer to Cabin Attendant Manual.
11.11.4 Passengers’ death onboard (CCAR-121.705)
11.11.4.1 Initial measures
The passenger sudden death in flight should only be confirmed by the
doctor onboard or trained medical personnel. The flight crew should
handle it according to the following procedures once the death is
confirmed:
1) Notify ATC or the Company Operation Control Centre and provide
the dead passenger name, nationality, birth date, address,
departure place, destination, acthe Companying personnel. the
Company Operation Control Centre. (consult the pilot-in-command)
decides whether to divert the route.
2) the CompanyOperation Control Centre or ATC report details and the
estimated time of arrival to the destination airport, then notify the
flight crew the detailed arrangement.
3) The flight crew should pay their attention to fly well.
4) The flight crew should properly arrange according to the situation.
Keep in mind that this is a sad thing. The service and broadcasting of
flight attendant should be sensitive.
11.11.4.2 Corpse disposition during flight
1) The dead body should be placed in an area that is isolated from most
of the passengers. It may be a rest area or a closed area with curtains
(abandon this area if it is to be used by crew during the flight). If
there is no other choice, the body can be placed on the last row of

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seats in the economy compartment and be covered with blankets
together with the seats it occupies as a measure of isolation.
2) The pilot-in-command decides where the body will be placed. But
this decision must be agreed by the dead passenger’s accompanies.
3) During the movement of the body, flight attendants may explain to
other passengers that they are performing a first aid to this passenger
so that passengers will not be scared.
11.11.4.3 Disposal and reporting after landing
1) After landing, the captain should wait for the definite commands
from the police, Inspection and Quarantine Office, airport rescue team
or Company Operation Control Dept. before he can allow passengers
to deplane or the dead body to be moved.
2) After landing, the pilot-in-command should verify the TJA Severe
Event Report filled out by the purser or Cabin Manager and sign his
name on the declaration field.
11.11.5 Abnormal passengers disposition
11.11.5.1 Disposition of drunk passengers
1) Any passenger show drunkenness or affected by the kaif stated by
the civil aviation law can not board.
2) Any passenger show drunkenness should not provide drink with
alcohol to him.
3) The trouble made by the passenger who show drunkenness and the
influence of kaif may influence the work of flight crew member,
notify ATC or the Company Operation Control Dept. to handle.
4) Before takeoff:
(1) When boarding, some passenger show drunkenness or the
influence of kaif, influence the flight crew member normal
work and endangers the security of the passenger and the flight
crew, the pilot-in-command should notify the ground person on
duty or security man to pull him from the airplane.
(2) If the situation happens after the takeoff of the airplane, the
chief purser should notify the pilot-in-command, the pilot-in-
command notify the the Company Operation Control Centre
and ATC to taxi back to the gate position, he was persuaded to
leave the airplane or leave by force.
5) If it happens in the air:
(1) The chief purser should immediately notify the pilot-in-
command and security guard; the pilot-in-command should
decide take which kind of method to handle according to the
situation and behavior of the passengers.
(2) The chief purser and security guard should politely and firmly
persuade and prohibit the improper behavior of the passenger,
avoid direct body conflict.
(3) The pilot-in-command should report this situation to the
destination airport bureau; send it to the related department to

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handle after landing.
6) After landing at the destination airport:
(1) Bring this passenger down first by the airport police, and then
other passengers get off the plane.
(2) The flight crew provides the paper report about the misfeasance
and drunkenness process to the airport police.
(3) If the passenger’s misfeasance involves with or endangers the
flight crew member work, the pilot-in-command should fill the
situation report after returning to the base.
11.11.6 Handling to the interference
11.11.6.1 Definition
The behaviors of disturbing good order and discipline on aircraft
caused by that behavioral norms are violated or the instructiongs of
flight crew are not abided by.
11.11.6.2 Types of interference
It includes the behaviours which possibly endanger flight safety and
disturb order on aircraft.
1) Behaviors which endanger flight safety include but not limited to:
⑴ Playing joke on hijacking and aircraft explosion;
(2) Attempt to enter into the cockpit without permission;
(3) Naked flame or smoking, e.g. smoking in lavotery of passenger cabin;
(4) Hit flight crew, threaten or injure others;
(5) Usecellphones or other forbidden electronic equipments by violating
regulations;
(6) Steal, intentionally damage or arbitrarily move aircraft equipment, e.g,
steal or intentionally damage life-saving equipments;
(7) Open life-saving equipments by violating regulations;
(8) Carry controlled knives, weapons and others with non-criminal purposes;
(9) Prentend to be inspectors of CAAC;
(10) Prevent flight crew to perform their duties or instigate passenger to
disturb flight crew;
(11) Other behaviors which possibly endanger flight safety.
2) Behaviors which disturb order includes but not limited to:
(1) Pick a quarrel and make trouble, hit passengers;
(2) Forcibly occupy the seat and roof rack;
(3) Drink heavily and cause trouble;
(4) Sexual harassment;
(5) Steal airborne goods (including passengers’ goods);
(6) Forcibly board on aircraft;
(7) Other behaviors which disturb the operation order of civil aircrafts.
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11.11.6.3 Handling principle of interference
1) According to the seriousness of interference, persuasion, combined with
relevant laws and regulations, the prevention, warning, mandatory
constraint and other legal measures should be timely adopted to reduce
the loss due to interference to minimum;
2) For the persons who don’t follow the dissuasion, captains, security
officer, other flight crewmembers and the passengers who are
authorized by captains can adopt machinery tools and other methods to
stop illegal behaviors;
3) If the interference happened on aircraft needs the assistance of law
enforcement agencies in general airport, flight crew can directly contact
ATC or Command Center On-site to report the situation and the
required assistance. After the handling is over, the captain shall let
security officer to fill in the airborne events transfer list. After the
captains confirmed and signed, security officer shall transfer the illegal
personnel and relevant testimonies to public security organs with
jurisdiction for investigation and handling;
11.11.6.4 Handling procedure of interference.
1) Handling of entering into cockpit without permission or attempting to
enter into the cockpit
(1) Flight crew shall immediately stop and specify relevant regulations
when they find passengers attempt to open cockpit door;
(2) For the persons who forcibly enter without listening to dissuasion,
security officer or other flight crewmembers shall immediately stop
them and adopt controlled measures. Transfer illegal personnel to public
security organs of airport after landing;
2) Handling of pretending to be inspectors of CAAC
(1) Information Transfer
If the situation of counterfeit or suspected counterfeit inspectors of
CAAC is found, flight crew shall immediately notify ATC and AOC,
ATC notify public security organs of the airport in landing area to make
preparation for handling;
(2) Handling Method
a) Flight crew encounter the inspection of CAAC inspector, firstly
request they to present certificate, and make determination on their
identities of inspectors according to Regulations of China Civil Aircraft
for Inspectors and Advisory on Indentifying True/False Inspectors of
CAAC, if they are true inspectors, cooperate with them to inspect;
b) If the identities of inspectors can’t be identified, record their names,
ID No., work unit and other information, report correctly the
information to the captain, the captain contact the ground for
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monitoring during identity confirmation. Flight crew confirm the door
of cockpit is closed, security officers mainly protect cockpit, flight crew
arrange specialists to monitor, notice if there are partners, monitor the
partners at the same time;
c) If the ground can confirm they’re true inspectors, but the inspection
procedure is not in conformity or exceeds the scope of inspection, AOC
report to 01 on-duty of that day and personnel of protection department
on duty, personnel of protection department on duty report to CAAC
after being approved by general manager of protectin department. Flight
crew can reject inspection, flight attendants make explanation;
d) If the ground confirm they’re counterfeit inspectors, AOC notify
public security organs of the airport in landing area after reporting to 01
on-duty of that day and personnel on-duty of protection department, and
notify the flight crew. Flight crew immediately adopt handling measures
according to the preflight plan, and the captain reports to airport
authority or ATC;
e) When the ground can’t confirm the identity, the captain shall arrange
security officer to monitor the passenger, if the passenger has abnormal
action of endangering flight safety or passenger cabin order, flight crew
can adopt controlled measures;
f) After landing, flight crew cooperate with public security organs of the
airport for handling, security officer fill in the Airborne Event Transfer
List , report the situation of transferring and contaction method of the
security organs to AOC and personnel on-duty of protection department
after being confirmed and signed, protection department tract the
follow-up situations.
11.11.7 Handling to the illegal interference
11.11.7.1 Definition
The behaviors which endanger civil airports, operation safety or order of
aircraft, life and property safety of relevant personnel caused by violating
relevant regulations of aviation security.
11.11.7.2 Type
1) Illegally hijack aircraft in air;
2) Illegally hijack aircraft on ground;
3) Hold hostage in aircraft or within the airport;
4) Forcibly break into aircraft, airport or aviation facilities;
5) Attempt to commit a crime, and carry dangerous equipment or tools
into aircraft or airport;
6) Transmit false information which endangers the safety of passengers,
flight crewmembers, ground personnel or the public in aircraft airborne
or ground, airports or facilities of civil aviation.
11.11.7.3 Notification of illegal interference information

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(1) If illegal interference is found by flight crew in flight or the one who
firstly obtain the information, they should immediately used appointed
contact method, think of a way to report to the captain, including
quantity, seat No., with/without weapons, purposes and other
conditions.
(2)The captain shall immediately perform evaluation on the threats after
receivingthe information, immediately report the information to ATC and
AOC, meanwhile, notify the adopted measures timely to other members
of flight crew by means of phone, code words and other methods.
11.11.8 Prisoner and escort onboard
11.11.8.1 Requirement to the escort and related department
1) Armed forces escort must be Chinese Government official, police, army
or employees; this man appointed by authorized unit executes his
escorting task.
2) The related department should report the personnel under escorting and
prisoners situation to the pilot-in-command one hour before takeoff.
3) The personnel identification under escorting.
4) The dangerous classes of the personnel under escorting.
5) Escort situation, identification and equipment.
6) If the personnel under escorting is belonged to the most dangerous class,
there must at least be 2 armed forces escort and allowed to escort one
most dangerous person.
7) In one scheduled flight, one most dangerous class person under
escorting can be accepted.
8) At least one escort who enforce the law if the personnel under escorting
belongs to the dangerous class. And one escort who enforces the law
only can escort no more than 2 persons like this.
9) Before takeoff, every escort is equipped with sufficient equipment,
control the prisoner if necessary, no goods as lethal weapons or
dangerous weapons does not exist carry-on or in the luggage after
foraging about every prisoner.
11.11.8.2 Arrangement of the personnel under escorting
1) Board before other passengers in the departure airport and get off the
airplane after the other passengers in the destination airport.
2) After boarding in the departure airport, the personnel are arranged in the
backmost personnel seat.
3) Could not be arranged in the in the resting area of the flight crew and
could be arranged in the near the exit or directly opposite to the exit.
4) One armed force personnel who enforce the law should sit near the
personnel under escorting or in the aisle.
5) The flight attendant member provides the drink, food and metal food
cans through the escorts.

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6) The drink with alcohol should not be provided to the escorts or
personnel under escorting.
7) The pilot-in-command should require that the escort who enforces the
law should not leave the prisoner; under escorting at any time. Notify
the chief purser or security guard for assistance take charge of the
personnel when he has to leave.
Note: this regulation is not suitable for normal escorting passengers.
11.11.9 Passengers who are driven out of the airplane
11.11.9.1 The passengers who are out of the airplane under the following
situations:
1) Illegal passenger without ticket.
2) Passengers are not suitable for boarding.
3) Unacceptable passengers.
11.11.9.2 The pilot-in-command’s responsibilities
1) The pulled down passenger still won’t go out of the airplane, the pilot-
in-command should notify the Company dispatcher or airport bureau
compel the passengers.
2) If the passenger is pulled down due to any above reasons, the pilot-in-
command must forward a written report on the event after the flight.

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11.12 Continuing flight in unsafe situations（CCAR-121.645(a) (b)）
11.12.1 General
When the pilot-in-command or flight dispatch considers that certain flight
can not be safely completed, any pilot-in-command can not allow to continue
to fly to dispatching or discharging airport except that the pilot-in-command
has no other safer procedures to follow. Under this circumstance, the action
of continuing flying to this airport belongs to emergency situation. At the
same time, any instrument or some equipment fails in this route according to
CCAR-121; the pilot-in-command must obey the approved procedure for this
situation in the the Company relative manuals.
11.12.2 The following regulations need immediate decision and action in
emergency situations（CCAR-121.556(a), (b), (c)）
1) When immediate decision and action are needed in the emergency
situation, the pilot-in-command should take any actions he considered
he must take in this situation. Under this situation, the pilot-in-command
should deviate stipulated operation procedure and method, minimum
weather standard and regulation in the scope of ensuring safety.
2) The dispatcher need immediate decision and action under emergency
situation which is detected by the dispatcher, the dispatcher must notify
the emergency situation to the pilot-in-command, make clear of the
pilot-in-command’s decision and make record of the pilot-in-
command’s decision. If the dispatcher can not contact the pilot, he must
announce the emergency situation and take any actions he considered to
be necessary.
11.12.3 Complementary operation emergency situation（CCAR-
121.558）
1) When immediate decision and action are needed in the emergency
situation, the pilot-in-command should take any actions he considered
he must take in this situation. Under this situation, the pilot-in-command
should deviate stipulated operation procedure and method, minimum
weather standard and regulation in the scope of ensuring safety.
2) During the use of flight trailing system, the dispatcher need immediate
decision and action under emergency situation which is detected by the
dispatcher, the dispatcher must notify the emergency situation to the
pilot-in-command, make clear of the pilot-in-command’s decision and
make record of the pilot-in-command’s decision. If the dispatcher can
not contact the pilot, he must announce the emergency situation and
take any actions he considered to be necessary.
3) When the pilot-in-command or the flight dispatcher performs the
emergency power, he must report the processing situation to the related
ATC department of Operation Control Centre timely and correctly. The
announcer of the emergency situation reports any deviation to the
bureau in paper through NO. 1 person on duty. The dispatcher reports
the emergency situation in 10 days after he returns to the living place.

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11.13 Passenger cabin safety regulations
11.13.1 General
All passengers taking TJA’s flights should adhere to civil aviation
law and the Company safety regulations. If the passengers violate these
regulations, the flight crew members should put forward warning tactfully
and seriously and require their abidance. It is not necessary to take further
actions if the passengers obey these regulations. If the passengers do not
follow the advice, the flight crew members should advise the pilot-in-
command and put forward suitable solutions. Once the event is reported
to the pilot-in-command, this event is considered to be illegal event.
11.13.2 Seatbelt fastening regulations
Seat belt is set for the safety of the passengers; all the passengers
onboard must adhere to the seat belt regulation.
11.13.2.1 Flight crew regulations
1) During the taxiing, takeoff, landing stage, the seated flight crew
must fasten the life belt.
2) During the cruise, all flight crewmembers in the cockpit must fasten
seat belts.
3) In special conditions and during turbulence, all flight crewmembers
in the cockpit must fasten seat belts and shoulder harness.
4) When turbulence or estimated turbulence will be met in the flight,
the life belt fastening signal should be connected.
5) When medium turbulence is met in flight, the flight crew should not
only connect the communication signal lights but also do the
passenger broadcasting and urge the passengers to fasten the seat
belt as soon as possible.
11.13.2.2 Cabin crew regulation
1) During takeoff and landing, all flight attendants must be seated and
fasten their life belts and harness.
2) When met with severe turbulence, all the flight attendant must sit in
his own seat or next empty seat and fasten the seat belt. The armrest
position must be available if no empty seat is available.
11.13.2.3 Time to fasten passenger seat belt
1) During taxi, takeoff and landing
2) When FASTEN SEAT BELT light illuminates
3) Rest at night in flight
4) In turbulence
5) The aircraft is hijacked
6) In emergency descent
When it is time to fasten passenger seat belt, cabin crew shall make an
announcement followed by an inspection.
11.13.3 No smoking regulations
the Company has a clear regulation on no smoking. The purpose of
execution of whole way no smoking is to protect the airplane safety,
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prevent the fire and ensuring the health of yourself and others. The whole
way prohibits smoking.
11.13.3.1 Supervision of No Smoking implementation:

It is the cabin crew’s responsibility to supervise the implementation
of No Smoking rule.
11.13.3.2 Violation of No Smoking rule:
1) Any passenger is found to be smoking in the non-smoking area
2) Any passenger is proved to have been smoking in the lavatory or
have damaged the lavatory smoke detector.
11.13.3.3 Disposal of the suspect who violates the no smoking rule
1) If any passenger is found to be smoking in the non-smoking area:
(1) Immediately require passenger to stop smoking. If the
passenger doesn’t follow the dissuasion, the flight attendant
shall inform the chief purser and dissuade him again.
(2) Inform the passenger of the rule in a terrifying way and avoid
abusing the passenger. Try to avoid other passengers being
involved.
(3) If the passenger quenches the cigarette immediately and does
not reignite again, no further action is required.
(4) If this passenger still doesn’t follow dissuasion, announce the
passenger has broken the aviation law regulation and report this
to the pilot-in-command. The purser shall record the
passenger’s name and seat number in the Onboard Accident
Report.
2) Any passenger is proved to have been smoking in the lavatory or
have damaged the lavatory smoke detector.
This passenger’s behavior is considered to be an interference which
endangers the flight safety. It shall be handled according to Chapter
11.11.6 of this Manual. The purser shall record the passenger’s name
and seat number in the Onboard Accident Report.
11.13.3.4 For anyone who violates the No Smoking Rule and refuses to
provide his/her identification certificate or abuses the flight crew or
other passengers, the cabin crew shall obtain as much information of
this passenger as possible, such as feature, seat number, boarding
airport, and the name and address of his/her companion. Name and
address of the passengers that sit around this passenger shall also be
recorded as the information of witness. The pilot-in-command shall
inform ATC and the Company Operation Control Centre and request
assistance after landing.
11.13.3.5 Report
Pilot-in-command or purser shall submit a written report to the local

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authority on the violation via the Company No.1 Duty man within 10 after
flight or returning to the base.
11.13.4 Emergency exit seats
There are special requirements for emergency exit seats, that is,
passengers on these seats must be able to assist the flight attendants in
emergency evacuation. Following are the Company rules on emergency exit
seats.
11.13.4.1 The emergency exit seats confirmation
1) The chief purser must make sure that suitable broadcasting or safety
instruction introduction has been made.
2) When no confirmation is made to the emergency exit seats before flight,
the flight attendant must make a visual and oral evaluation before the
boarding door is closed at the scheduled flight of the private, charter
flight and no seat number of any passenger boarding card. Oral
evaluation includes the understanding of the responsibility of the
Chinese and English indication in the safety notice card.
3) The passenger cabin flight attendant member checks every passenger in
the emergency exit seat and notifies the chief purser before taxiing. The
following passengers can not be arranged in the emergency exit seat.
(1) This passenger is lack of reading ability and the ability to
comprehend the safety notice or diagram
(2) This passenger can not express the information to others by oral.
(3) This passenger can not push, pull, rotate and control the
emergency exit door.
(4) The vision of this passenger is not good or lack of hearing ability.
(5) This passenger is less than 15 old or the old, weak, sick and
wounded.
4) The passengers can be arranged in the emergency exit seats, the
following passengers are suitable to be arranged in the emergency exit
seats.
(1) This passenger can confirm the position of the emergency exit.
(2) This passenger can identify start off equipment of the emergency
exit.
(3) This passenger can understand, use the emergency exit sign
meaning.
(4) This passenger can follow the oral or gesture indications of the
flight crew members.
(5) (This passenger can identify the sliding board condition and help
the passengers to evacuate.
(6) This passenger can evaluate the choices and evacuate from the
emergency exits along the safe path to the safe area.
11.13.4.2 Passengers position exchange
Passenger seat arrangement should follow emergency exit seat requirement
according to civil aviation regulations and the Company rules. If the
passenger can not or is not willing to this commitment, he should be changed

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another seat. If it is necessary to change passengers on the emergency exit
seat, it should be completed before taxi. If the airplane is already taxiing, the
flight attendant should inform the pilot-in-command. The pilot-in-command
determines to return to the gate or stop taxiing according to situation and
advise ATC. After approval and stopping of the airplane, notify the flight
attendant to change the seat. If the flight is of full capacity and no passenger
is willing to change to the emergency exit seat, the passenger in the
emergency exit should be persuaded to leave the airplane on his own
wish and make some compensation for no boarding.
11.13.5 Fly through Turbulence
11.13.5.1 General
Turbulence is a natural weather phenomenon and is caused by the wind shear
due to strong impact between unsteady currents or cold and hot front. The
wind shear can produce the light, medium and severe turbulence to the
airplane. The turbulence can be divided into expected and unexpected ones.
Abrupt and severe turbulence may cause engine failure or structural damage
and even casualty of the passengers and flight attendant. The turbulence
flight regulation must be followed by all the flight crew members.
11.13.5.2 Ground procedure
During the briefing and before takeoff, captain should talk with dispatcher
about high altitude weather; confirm whether there is turbulence flow,
frontal surface, thunder storm position, intensity and moving direction.
Cooperate with all flight attendants about flight time, weather condition,
and expected turbulence
11.13.5.3 In-flight procedures
1) Encounter turbulence
Flight crew is responsible for reporting the expected turbulence intensity
and period to flight attendants at any time. Using following method to
notice cabin before the expected turbulence or during the sudden
turbulence:
Light turbulence: no ring just turn on ―fasten seat belt‖ light,
Moderate and Severe turbulence: two ring ―fasten seat belt‖, captain or
assigned flight crew member PA ―cockpit broadcast, we meet
turbulence, please fasten seat belt, stop cabin service.‖
2) After turbulence procedure:
After turbulence flight crew turn off ―fasten seat belt‖ lights, flight
attendant check passenger condition, and recovery cabin service. If
somebody gets hurt during turbulence, flight attendant shall report the
number and condition of injured people and another situation in cabin,
flight attendant may advise captain to divert or return if necessary and
ask for medical care. Captain should record this case and report to
company immediately after landing.
3) Requirement for flight crew
(1) Correctly using weather radar makes sure the distance between
cumulonimbus or thunder storm is meeting the requirement.
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(2) When encountering turbulence, reduce speed as appropriate. If
there is severe turbulence, the flight crew should request ATC for
detouring, climb or descent. The flight crew should fly with the
prescribed data in the turbulence flight if this airplane.
(3) Advice ATC and flight crew in the same frequency about the
location, period and intensity of the turbulence.
(4) Flying in terminal area should keep a distance from the further
aircraft in case of tail flow turbulence.
(5) Gently control the aircraft, avoid rapid pitch, speed brake, flap
change in all flight phrase.

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11.14 D328 Emergency Equipment(CCAR-121.133(2))
11.14.1 D328 Emergency Equipment Plan View

No.：TJA-OP1
Rev.：130709
Crew life vest (red) D Escape strap E Fire extinguisher F
Passenger life vest
(yellow)I
Crash axe G
Mask
Portable breath equipment

(PBE) H
Smoke goggle B
First aid kit J
Flash light A Protective

gloves K
Emergency oxygen
mask L
11.14.2 Fire extinguishing equipment

11.14.2.1 D328 Portable Halon fire extinguisher
1) Halon fire extinguisher may be used for 8 seconds with 98 cubic
inches of agent.
2) It is applicable to all types of fires, especially on electrical and
grease fire.

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3) To use: Hold upright, remove the safety pin, aim discharge nozzle at
fire base and press the lever on the top.
11.14.2.2 D328 Fire Extinguishing System In the Lavatory
1) Smoke warning system: Smoke warning system is designed to detect
emergency fire and give warning automatically. It includes smoke
sensor and signal display system.
2) Smoke detector: it is installed in the lavatory ceiling. When smoke in
the lavatory reaches a certain density, it will send a signal to the
indication system.
3) Signal indication system: it is located at the side of the smoke
detector. When the smoke reaches a certain density, a red indicator
illuminates and a sharp bell sounds. To cancel the warning, press the
button (at the side of the detector), light distinguishes and sound
silences.
4) Red warning announciator and lavatory fire warning light illuminate
and bell sounds.
11.14.3 Automatic fire extinguishing system
1) One automatic fire extinguishing device is equipped under every
lavatory sink. Each extinguishing device includes one halon
extinguisher and two nozzles pointing to ash-bin.
2) Operational principle: the temperature indication is usually white
and two nozzles are sealed. When the temperature is 77-79°,
temperature indication will become black and seals will melt. The
extinguisher starts to discharge. When all agents are discharged, the
nozzle becomes white.
3) It lasts for 3-15 seconds
4) Preflight inspection: check the temperature indication is white;
otherwise inform pilot-in-command or maintenance.
11.14.4 D328 protective breathing equipment（PBE）
1) PBE may be used during smoke evacuation and fire fighting in a
closed area(lavatory, cabin. Cabin crew may use PBE to protect eyes
and respiratory system.
2) Weight: the white box is approximately 1.5kg.
3) Provision of oxygen: oxygen is provided by the chemical oxygen
generator on PBE. When the strap is pulled, heat is produced due to
chemical reaction in the generator raising the temperature inside,
thus oxygen is generated.
4) Duration: 15 minutes (average, even less with fast breaths when it
tastes dusty and salty)
5) Feature: with PBE on, communication is possible through the
microphone in the front. When the mask if full of oxygen, it should
be plump, while it is depressurized, it shrinks.

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6) Operation
(1) Open the box, take out PBE.
(2) Pull the ring marked with―PULL TO ACTUATE‖to the way
the arrow the pointing.
(3) Stretch the seal with thumb and forefinger bent down and put
the PBE on the head.
(4) Stand straight and pull down the PBE.
(5) As soon as the whistle of the oxygen flow stops, take off the
PBE.
7) Preflight inspection: confirm the PBE is fixed at the proper position
with the box and strap in good condition.
8) When using the PBE:
(1) Must be on in the non-polluted area.
(2) Put all hair inside the PBE and collar away from the seal.
(3) If it is difficult to breathe, check if it is out of oxygen or it is
worn correctly.
(4) If the PBE starts to shrink, go quickly to the safe area and take
off the PBE.
(5) If the user wears glasses, adjust the glasses from outside of the
PBE.
11.14.5 D328 doors and exits
1) General
There are three entry doors on this aircraft:
(1) One passenger/crew door located at the left forward fuselage
after the .
(2) Cargo door at the left side of the after cabin (usually not
accessible from the cabin)
(3) Galley service door at the right after cabin.
There is a door between and cabin.
2) Passenger/crew door
The passenger/crew door installed on the left fuselage opens to the
outside and downwards. It has integrated stairs and collapsible rails.
When the door is unlocked, it falls downwards on its own weight.
3) Cockpit door
Cockpit door is a sliding door located at the partition between and cabin.
The depressurization panel on the lower part of the door is used for
pressure compensation between and cabin during depressurization.
Note: use a key to open the door from the cabin.
4) Cockpit window
There is an emergency exit on the ceiling for flight crew emergency
evacuation.
5) Emergency exit

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Two emergency exits are installed in the cabin, one at the right forward
fuselage and the other at the left rear fuselage.
6) Service door
The service door located at the right rear fuselage opens outside parallel
to the fuselage. It is mainly used for galley supply but may also be used
as emergency exit.
Passenger/crew boarding door
Crew evacuation door

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From inside From outside
Open the
cover and
pull the
lever
Right emergency exit

From inside
From outside
Open the
cover and
pull the
lever
Service door
From inside From outside
Open the
cover and
pull the
lever Lever
11.14.6 D328 Life Vest

Life vest is used during evacuation in the sea. The life vest for cabin
crew is orange and yellow for passengers, located at the appropriate
position.
1) Operation of adult life vest:
(1) Take out the life vest and put it on through the head.
(2) Fasten the strap.
(3) Pull two inflation valves to inflate the life vest. Do not inflate in
the cabin.
(4) If it is not fully inflated, pull the two inflation lines and use the
mouth to inflate.
2) Note:

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(1) Press the top of the manual inflation line, it will deflate.
(2) Do not try to swim with the life vest on unless the life raft is
broken.
(3) For passengers who are not able to wear the life vest by
themselves, it must be inflated as soon as it is on.
(4) For other passengers, inflate the life vest before leaving the
aircraft.
3) Life vest for children
(1) Operation: the same as those for adult.
(2) When an adult is helping a child in wearing the life vest:
① Take out the life vest
② Put the straps between legs
③ Put on the life vest trough the head
④ Fasten the straps
⑤ Open the red inflation valve
⑥ If is not fully inflated, pull the manual inflation line.
4) Note:
1) If the life vest for children is a single-patch one, do not wear in
the wrong way.
2) Inflate the life vest immediately when it is on.
3) Check the life vest is at the correct position before takeoff.
11.14.7 D328 Emergency Locator Transmitter (ELT)
Emergency transmitter is used to send lifesaving signal when the aircraft
encounters distress. Emergency transmitter is a self-floating dual
frequency station, and station transmitting frequency for civil use is
121.50M for military use is 243M.These are the helping signal
frequencies commonly used by ICAO when distresses occur, and Morse
code signal SOS will be sent out. When emergencies occur, the
emergency transmitter will operate automatically once thrown in the sea
or water. Its endurance is 48 hours.
11.14.8 Emergency lighting
11.14.8.1 D328 Flashlight
(1) It uses two D cells: open the cover to remove it from the cabinet.
(2) Note: flashlight is for emergency lighting only. The cabin crew
should keep the flashlight in the cabin in good condition.
(3) Recommended operation:
(1) In smoke: bent down and hold the flashlight parallel to eyes to
help passengers creep forward to the exit.

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(2) In darkness: hole the flashlight at the thigh and move sideways
to attract passengers without obscuring the way.
(4) Preflight inspection：
(1) quantity
(2) operational（be able to illuminate）
(3) If the light is orange or yellow, change the cells.
11.14.8.2 Emergency lighting
1) Emergency lighting system is used when the aircraft primary power
fails. It includes emergency exit light, emergency evacuation light
and exterior light, which provides enough illumination for passenger
and crew evacuation. It is formed by:
2) Emergency power unit（nickel-chrome batteries）：In case of loss
of the primary power source, four emergency power sources
including four nickel-chrome batteries provide 6V DC and
115v/400Hz AC for 10 minutes. The emergency power source is
always charged by DC power and it takes 28 hours to recharge the
empty batteries. An automatic heating circuit provides protection
when the temperature is between 0℃and 15℃.
11.14.8.3 Batteries
1) dome light: the dome light includes illumination and integrated
emergency light. It is powered by one of the four emergency power
units with 6V DC power.
2) Emergency exit light: one emergency exit door light is installed at
each emergency exit for passengers and flight crew to identify the
location of exits. Four emergency exit lights are powered by four
emergency power units separately with 6V DC power.
3) Flight attendant exit light: it is installed on the passenger information
panel at each flight attendant station. There is an arrow on each light
pointing to the emergency exit. One of the four emergency power
units provides 6V DC power to the flight attendant exit light.
4) Lavatory light: it provides emergency illumination for the lavatory
area as appropriate. It is powered by one of the four emergency
power units with 6V DC power.
5) Exit locator lights: they are installed above the single seat side
pointing to the emergency exit and powered by one of the four
emergency power units with 6V DC power.
6) Exit announciator: installed on or near the emergency exit doorframe
indicating the path to the outside. It provides LED light and is

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powered by the associated
power unit with 115V/400Hz AC.
7) Exterior emergency light: located near the emergency exit for
emergency evacuation and is powered with powered by the
emergency power units with 6V DC.
11.14.9 Operation of D328 emergency light
1) Auto mode: when the emergency light switch is at the ARMED
position, all emergency lights will be on automatically at the loss of
the primary power source.
2) Manual mode:
(1) When the emergency light switch is at the ON position, all
emergency lights will illuminate.
(2) When the emergency light switch on the flight attendant control
panel is at the ON position, it overrides the switch and all
emergency lights will illuminate. It is usually at the NORMAL
position.
(3) Emergency light switch is located at the flight attendant control
panel.
(4) Preflight test: all emergency light at the NORMAL position,
test the switch on the flight attendant control panel.
(5) If the emergency light is not working, call the maintenance and
fill out the cabin log book. If three lights that located
consecutively are not working, do not takeoff.
11.14.10 D328 supplementary equipment
1) Seat belt：Seat belt is a safety device installed on each seat. During
taxi, takeoff, turbulence, landing and when the FASTEN SEAT
BELT light is on, everyone must fasten his seat belt.
(1) Adult seat belt: for common adults.
(2) Children seat belt: for children of or less than two years old. To
fasten, put it through the ring on an adult seat belt and lock the
pin.
(3) Flight attendant feat belt: includes a seat belt and a harness.
(4) Lengthened seat belt: longer than the normal seat belt.
2) Crash Axe: for clearing obstacles and fire fighting during emergency.
Its handle is wrapped in rubber insulation to avoid strike on contact
with wires. There is a protective cover outside the blade to protect
people from being hurt when it is not used.
3) Safety demonstration kit

No.：TJA-OP1
Rev.：130709
(1) Content: passenger life vest, oxygen mask, seat belt and safety
instruction.
(2) Note: check the kit before flight.

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11.15 E145 emergency equipment
11.15.1 E145 emergency equipment location

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Observer Life Vest
Observer Oxygen Mask
COCKPIT AREA (3/3)

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11.15.2 E145 oxygen system

Oxygen equipment is to be used in emergency all people onboard. It
includes three categories: flight crew oxygen, passenger oxygen and
portable oxygen cylinder. E145 oxygen system is divided into two
different and separate systems: a gaseous-type for crewmembers (pilot,
copilot and observer) and a chemical generation-type one for passengers

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and flight attendants.
11.15.2.1 FLIGHT CREW OXYGEN
The flight crew is provided with oxygen through a conventional high-
pressure gaseous system. The system employs a 50-cu.ft cylinder in
which the oxygen is stored at high pressure (1850 psi), installed on the
right side of the /passenger cabin partition, to feed the crew masks.
1) CREW MASK
The crew mask is a quick-donning oro-nasal type that allows oxygen flow
on demand or under pressure, as required.
The mask is provided with an automatic oxygen dilution system that
provides pure oxygen with cabin altitude over 33000 ft. It can also be
manually selected to the 100% position to provide pure oxygen at all
altitudes or to EMERGENCY position to maintain positive pressure in
the venting orifice.
2) Operation
Hold the mask with one hand by the hose and the inflation control valve
(red ears). Pull the mask out of the box. Press the inflation control valve
(red ears) firmly. The harness inflates rapidly, and takes a shape large and
rigid enough to allow the user to don it quickly. Release the regulator ears.
The harness will then deflate, securing the mask to the user's face.
3) Operation of smoke goggles
The smoke goggles were designed for use with the crew mask assembly,
matching the mask face cone. The venting valve, located on the mask
shell and manually actuated by the user, allows direct communication
between venting orifice and goggles.
When mask regulator is selected to emergency position, a metered
oxygen flow will be directed to the goggles’ cavity so as to allow
continuous venting and preventing any infiltration of harmful gases.
4) Oxygen mask test
(1) Close the TEST/RESET button (spring-loaded in the pilot and
copilot boxes only).
When pressed, with the mask stowed, allows testing the oxygen
mask. Flow indicator shows a bright contrast for a short time.
The OXY ON flag appears on the lid face.
When pressed, with the mask not stowed, shuts off oxygen to
the mask. The OXY ON flag disappears on the lid face.
(2) EMERGENCY POSITION
When rotated clockwise, pure oxygen with a slight positive
pressure is supplied at all cabin altitudes. When smoke goggle
is on, it must be in this position. When pressed, test the proper
operation of the regulator commanding mechanism.

No.：TJA-OP1
Rev.：130709
11.15.2.2 PASSENGER OXYGEN

Oxygen supplied to the passengers and flight attendants comes from
chemical oxygen generators and continuous-flow masks installed in
proper dispensing units.
1) Location
The dispensing units are located in the right and left overhead bins,
lavatory, and flight attendant stations. The mask must be pulled out of the
retainer.
2) Operation
(1) Pulls the mask
(2) Puts it on your nose and mouth with the elastic strap around your
head;
(3) Breathe normally
3) Note
(1) Each oxygen generator is activated when any mask in the
associated dispensing unit is pulled down.
(2) Pulling one mask down causes all masks in that unit to come
down and 100% oxygen flows to all masks. Oxygen flows for
approximately 22 minutes and cannot be shut off.
(3) Oxygen masks cannot be used as smoke goggles.
(4) Avoid eating greasy food like peanut before putting on the
oxygen. Female passengers shall wipe off rouge.
(5) Do not put hands on the chemical generator when it is operating
to avoid being burnt.
(6) Fill out the technical logbook after application.
11.15.2.3 PORTABLE OXYGEN CYLINDER
The cylinder has 312 liters (11 cu.ft) holding 280 liters of usable oxygen
and is provided with an ON-OFF regulator installed on the cylinder neck.
Two continuous-flow masks go with the cylinder.
A gauge is provided to monitor the cylinder pressure.
The cylinder is equipped with two outlets that permit the connection
of the continuous-flow masks furnished in the cylinder bag. The supplied
masks when connected to the bottle are designed to deliver a maximum of
4 liters per minute of oxygen.
The cylinders are positioned near the cabin attendant stations and are
to be used exclusively for therapeutic first-aid purposes.
11.15.3 E145 FIRE EXTINGUISHING
11.15.3.1 Cockpit and cabin fire extinguishing equipment

Portable Halon fire extinguisher

No.：TJA-OP1
Rev.：130709
1) One in the cockpit, one in the forward cabin and one in the rear
cabin.
2) Operation
(1) Remove the locking pin
(2) Hold upright
(3) Press lever and trigger, direct the nozzle at the fire base.
(4) Aim discharge nozzle at fire base. Spray quickly side to side
across fire width. Move close as fire is being extinguished.
3) Note
(1) Halon extinguisher discharges a mist of agent which is an inert
gas that quenches the fire by insulating oxygen in the air. When
the fire on the surface is extinguished, there may be ember left.
Therefore, quench the area with enough water.
(2) Do not put the extinguisher horizontally or upside down.
(3) Not applicable to human body fire. It may cause choke.
11.15.3.2 Lavatory fire protection system

1) Lavatory fire protection system includes a warning system and an
automatic fire extinguishing system.
(1) Smoke alarm system: it is designed for early discovery of fire
and automatic alarm, which consists of a smoke sensor and
signal indication system.
(2) Automatic fire extinguishing system: an automatic fire
extinguishing unit is installed below the washing basin in each
lavatory, includes a Halon extinguisher and two discharge
nozzles directing at the waste container. The nozzles will
discharge Halon agent into the waste container at a very high
temperature.
(3) It lasts for 3-15 seconds.
(4) Preflight inspection: check if the temperature indication is a
white dot; otherwise, inform pilot-in-command and
maintenance. Dispatch on MEL.
11.15.3.3 Assistant fire protection equipment
1) Protective breathing equipment (PBE):
Three PBEs are installed on this aircraft with an EROS mask or
PURITAN mask. The emergency equipment provides oxygen at a
minimum of 15 minutes to protect the cockpit and cabin crew from
smoke, toxic gas and lack of oxygen.
(1) Operation :
a) Open the pack
b) Take out and open the mask
c) Stretch the seal (to the side of your head)

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d) Put on the mask and adjust its position
e) Fasten the pin and pull the strap to generate oxygen.
(2) Note:
a) Must be on in the non-polluted area.
b) Put all hair inside the mask and collar away from the seal.
c) If it is difficult to breathe, check if it is out of oxygen or it
is worn correctly.
d) If the mask starts to shrink, go quickly to the safe area and
take off the mask.
e) If the user wears glasses, adjust the glasses from outside of
the mask
2) Protective gloves
Protective gloves are fireproofing and adiabatic. It helps the pilot in
controlling the aircraft when the cockpit is on fire.
3) Smoke goggles
Operation: make sure that the seal clings to the face. Put the elastic strap
behind the head and pull it over the face with the oxygen mask.
4) Crash axe: for clearing obstacles and fire fighting during emergency.
Its handle is wrapped in rubber insulation to avoid strike on contact
with wires. There is a protective cover outside the blade to protect
people from being hurt when it is not used.
11.15.4 Lifesaving equipment
1) E145 Emergency exits
There are two forward doors (main and service), two overwing exits and
two windows, one each side, that can be used for emergency evacuation.

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EMERGENCY OVERWING EXITS

Two emergency exit hatches exist for passenger evacuation in the event
of an emergency. They are located one on each side of the airplane,
centered over the wings.

No.：TJA-OP1
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2) E145 Life Vest

Life vest is used during evacuation in the sea. The life vest for cabin
crew is orange and yellow for passengers, located at the appropriate
position.
(1)Operation of adult life vest:
a)Take out the life vest and put it on through the head.
b)Fasten the strap.
c)Pull two inflation valves to inflate the life vest. Do not inflate in
the cabin.
d)If it is not fully inflated, pull the two inflation lines and use the
mouth to inflate.

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Rev.：130709
(2)Note:
a)Press the top of the manual inflation line, it will deflate.
b)Do not try to swim with the life vest on unless the life raft is
broken.
c)For passengers who are not able to wear the life vest by
themselves, it must be inflated as soon as it is on.
d)For other passengers, inflate the life vest before leaving the aircraft.
3) Life vest for children
a)Operation: the same as those for adult.
b)When an adult is helping a child in wearing the life vest:
① Take out the life vest
② Put the straps between legs
③ Put on the life vest trough the head
④ Fasten the straps
⑤ Open the red inflation valve
⑥ If is not fully inflated, pull the manual inflation line.
4) Note:
a) If the life vest for children is a single-patch one, do not wear in
the wrong way.
b) Inflate the life vest immediately when it is on.
c) Check the life vest is at the correct position before takeoff.
11.15.5 E145 EMERGENCY LIGHTING
1) Emergency Lighting
The emergency lighting consists of internal and external lights that
provide proper illumination for emergency cabin evacuation. These lights
are powered by four dedicated batteries charged through the Essential
Bus. Batteries power is sufficient to supply all internal and external
emergency lights for approximately 15 minutes.
(1) exterior emergency lights
a) Two lights installed on each side of the wing-to-fuselage
fairing in order to illuminate the wing escape route and the
ground area.
b) One emergency light installed in the main door and in the
service door provides illumination of the external main
door and service door areas, when the door is open.
(2) Internal emergency lights
Internal emergency lights consist of the light, aisle lights, main
door lights, galley service door lights, overwing emergency exit
lights, floor proximity lights and EXIT signs as follows:
a) light: This light is located on the ceiling to provide general
emergency illumination.

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b) Aisle lights: Four dome lights are located along the aisle
for general emergency cabin illumination.
c) Main door, galley service door and overwing emergency
exits lights: Four lights are installed for the purpose of
illuminating the passageway leading from the main aisle to
each of the exit openings.
d) Floor proximity emergency lights: Either
electroluminescent or photo luminescent strips are
installed along the passenger cabin floor to provide a
means of identifying the emergency escape path even in
conditions of dense smoke.
e) Illuminated EXIT signs: They are installed near each door
and emergency exits.
(3) Operation
Emergency lighting is controlled through the Emergency Lighting
Switch, located on the overhead panel, and through the Attendant
Emergency Lighting Button, located on the Attendant’s Panel.
a) Emergency lighting switch on the overhead panel
ON— emergency lights illuminate with power supplied by
the dedicated batteries.
ARM—emergency lights are in standby mode (lights turned
off and the batteries being charged) and illuminate
automatically in case of an electrical emergency, with
power supplied by the dedicated batteries.
OFF—emergency lights are turned off. Emergency lighting
dedicated batteries are not charged.
Note: The emergency lights are controlled by the Emergency
Lighting Switch when the Attendant Emergency Lighting
Button, on the Attendant’s Panel, is in the NORM mode.
b) Attendant Emergency Lighting Control Button
NORM— Emergence lights remain in the mode selected by
Emergency Lighting Switch position in the
cockpit.
ON — Emergency lights are turned on with power supplied
by dedicated batteries, regardless of Emergency
Lighting Switch position on the cockpit.
2) Flashlight
1) It’s accessible from the wallboard after the right seat and right side of
the right seat
(2) Instructions: the flashlight is used for emergency lighting system and
cannot be used for other purpose. The attendant is required to keep
her own flashlight always in standby conditions.

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(3) Recommended Operation:
a) Squats down in the smoke and raises the flashlight in the eye level,
helps the passenger crawling forward through the cabin and
finding the exit.
b) Grips the flashlight at the thigh position in the dark, moves left
and right. Since this kind of movement attracts attention and not
hinder the vision.
(4) Pre-Flight Check
a) Quantity
b) Operational (light is bright)
c) If the light is yellow or orange when the flashlight illuminates, so
the flashlight energy is low, should be replaced timely.
11.15.6 EMERGENCY LOCATOR TRANSMITTER（ELT）
1) Function and components
The ELT 110-4 Model, when activated, transmits a radio signal on
frequencies of 121.5 and 243.0 MHz, to facilitate airplane location
during search and rescue operations.
The system comprises a transmitter with an ON/OFF switch and an
impact switch installed in the lavatory right ceiling panel, an ntenna
located on the top rear and a remote panel located on the .
2) Operation
(1) ELT may be manually or automatically activated. In both cases
a red light flashes on the panel to indicate the ELT activation.
Manual activation: Manual activation may be performed when
any switch is set to ON position.
Automatic activation: Automatic activation occurs when the
transmitter switch is set to OFF position, the switch is set to ARM
position and
the airplane suffers a deceleration greater than 5 g's.
NOTE: - The TEST/RESET function is provided by pressing ON,
waiting 1 second and then pressing ARM.
- RESET function allows ELT deactivating, after a manual or
automatic activation.
- During TEST/RESET function, the ELT alert light flashes
to indicate that the system is transmitting.
11.15.7 Other supplementary equipment
1) Seat belt
Seat belt：Seat belt is a safety device installed on each seat. During
taxi, takeoff, turbulence, landing and when the FASTEN SEAT BELT
light is on, everyone must fasten his seat belt.
pin.
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2) Emergency Power Megaphone
It is used for passenger address in or outside the cabin in case of an
emergency. One megaphone is required for 99 passengers and two
for more than 100 passengers.
(1) Operation: press the push-to-talk switch and talk through the
microphone. Volume adjustment is available.
(2) Note: do not direct the megaphone at the fuselage. There may
be an echo.
Content: passenger life vest, oxygen mask, seat belt and safety
instruction.
Note: check the kit before flight.

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Intentionally blank

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11.16 E190 EMERGENCY EQUIPMENT
11.16.1 E190 EMERGENCY EQUIPMENT LOCATION

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11.16.2 E190 Oxygen

E190 oxygen system consists of flight crew oxygen, passenger oxygen,
PBE and portable oxygen cylinder.
11.16.2.1 Flight Crew Oxygen
Flight crew oxygen is provided via a conventional, high-pressure,
gaseous-type system in which the oxygen is stored in a standard 77-cu.ft.
cylinder, pressurized to 1850 psi at 21 ℃/70°F.The cylinder is installed in
the forward cargo compartment.
A green discharge indicator disc blows out in the event of an overpressure.
This indicator disk is located in the fuselage skin, above the oxygen
filling port, and to the right of the forward cargo compartment door.

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1) Flight Crew Full-Face Masks
(1) Stowage position：Flight crew and observer full-face, quick
donning masks and regulators are stowed in oxygen mask boxes
near each seat.
(2) Operation
a) Opening the stowage box’s mask automatically initiates
the oxygen flow. Pressing the harness inflation control
valve will inflate the harness, enabling its quick donning.
Releasing the button will deflate the harness, firmly
attaching it to the head. The oxygen will flow until the
stowage box’s doors are closed. An oxygen supply control
knob is used to set the oxygen flow to normal, 100% or
emergency mode.
b) Communication: The mask is also connected to the
communications system. Removing it from the stowage
box’s automatically activates mask’s microphone and
transfers the communication from the headsets to the cabin
speakers. Closing the stowage box’s doors and pressing
the TEST/RESET button will turn off mask’s microphone.
c) Also, the unit can be tested through the TEST/RESET
button. With the mask stowed and the regulator knob set to
NORMAL, keeping the TEST/RESET button pressed will
make the indicator to blink and a sound signal will be
audible on the speaker. Releasing the button will terminate
the test.
(3) Mask’s Operating Modes
a) Normal: With the regulator set to NORM position, the
system provides an automatic oxygen dilution. At lower
cabin altitudes, ambient air is allowed to enter the
regulator and mix with the added oxygen during inhalation.
As the cabin altitude increases, the proportion of ambient
air entering the regulator is reduced until at a preset point
where the user inhales 100% oxygen. In events such as
cabin decompression when the ambient pressure is below
the set point, the mask automatically provides non-diluted
oxygen to the crew.
b) 100%: With the regulator set to 100% position, the system
provides non-diluted oxygen to the crew regardless of
cabin altitude.
c) Emergency: The EMER setting provides non-diluted
oxygen regardless of cabin altitude, with a slightly positive
pressure. This positive pressure forms a pressure seal and
purges smoke and toxic fumes that eventually get into the
mask.
No.：TJA-OP1
Rev.：130709
11.16.2.2 PASSENGER OXYGEN SYSTEM
Individual chemical oxygen generators supply the passenger oxygen
system during an emergency descent in the event of cabin
depressurization. The passenger oxygen system provides oxygen to:
Passenger Service Units (PSU), flight attendant stations, lavatories, and
galley areas.
1) Stowage position
Passenger oxygen masks are located in the dispensing units, above the
passenger seats, at the PSU’s.
2) Operation
(1) Pull down the mask to initiate oxygen flow
(2) Put the mask over the mouth and nose and the elastic strap
around the head.
(3) Breathe normally
3) Note
(1) Each dispensing unit contains either two or three masks that
supply oxygen for approximately 12 minutes. Once the masks
start supplying oxygen, they cannot be shut off.
(2) A manual release tool located near each flight attendant station
can be used in case the command to open the dispensing unit
door fails.
(3) The flight crew monitors the passenger oxygen mask
deployment status through EICAS messages and an indicator
light on the overhead panel.
(4) As a priority, put on the mask with a longer hose during
emergency.
(5) Make sure that you have your own mask before helping others.
11.16.2.3 PROTECTIVE BREATHING EQUIPMENT (PBE)
The PBE unit is for emergency use by flight crew members or cabin crew
members for respiratory and visual protection against the effects of
smoke and harmful gases while combating fires in the airplane or during
a cabin smoke condition.
1) Operation
(1) Open the box, take out PBE.
(2) Pull the ring marked with―PULL TO ACTUATE‖to the way
the arrow the pointing.
(3) Stretch the seal with thumb and forefinger bent down and put
the PBE on the head.
(4) Stand straight and pull down the PBE.
(5) As soon as the whistle of the oxygen flow stops, take off the
PBE.
2) Preflight inspection: confirm the PBE is fixed at the proper position
with the box and strap in good condition.
3) When using the PBE:
(1) Must be on in the non-polluted area.

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(2) Put all hair inside the PBE and collar away from the seal.
(3) If it is difficult to breathe, check if it is out of oxygen or it is
worn correctly.
(4) If the PBE starts to shrink, go quickly to the safe area and take
off the PBE.
(5) If the user wears glasses, adjust the glasses from outside of the
PBE.
11.16.2.4 PORTABLE OXYGEN CYLINDER
1) The portable oxygen cylinders are for the use of flight attendants to
assist passengers in case of sudden decompression or first aid
purposes.
2) The cylinders are fitted with a pressure gauge, a pressure regulator
and an ON/OFF valve.
3) The cylinders are pressurized to 1800 psi. At this pressure, and at a
temperature of 21°C/70°F, the cylinders capacity is 312 • (11 ft3) of
free oxygen. Two continuous flow outlets are available; one
regulates flow at 2 liters per minute for walk-around use and the
second provides flow at 4 • per minute for first aid use.
4) A high-pressure frangible safety disk ruptures within a cylinder
pressure of 2700 psi to 3000 psi.
5) For dispatch, the pressure must be at least 1200 psi.
11.16.3 FIRE EXTINGUISHER
11.16.3.1 HALON FIRE EXTINGUISHER
The fire extinguisher in the ERJ190 contains a Halon blend composed
by two different fire-fighting agents. This blend evaporates on contact,
leaving no damaging powdery residue. It may be used to extinguish the
following classes of fire: Class A (paper, wood, fabric, rubber); Class B
(oils, greases, flammable liquids); Class C (electrical or electronic
equipment, live electrical).
1) Operation
(1) Unsnap ―quick release‖ mounting strap and remove
extinguisher;
(2) Hold upright, pull the locking pin to unlock spraying lever;
(3) Press lever for discharge operation;
(4) Stand approximately 2m (8ft) away from fire before
discharging. Aim discharge nozzle at fire base. Spray quickly
side to side across fire width. Move closer as fire is being
extinguished. Direct the entire discharging agent onto to fire
and make sure the fire is completely extinguished.
2) Precautions after fire extinguishing: look out for ―flashback‖ and
ventilate the compartment as promptly as possible.
11.16.3.2 CARGO COMPARTMENT FIRE PROTECTION SYSTEM
The Cargo Smoke Detection and Cargo Fire Extinguishing Systems
protect the class C forward and aft cargo compartments. In the event of
any system component failure, an EICAS message will be displayed.
No.：TJA-OP1
Rev.：130709
1) Cargo Compartment Smoke Detection
Each cargo compartment has an independent smoke detection system.
Four smoke detectors are installed in the forward compartment and three
in the aft compartment. The system is monitored by a periodic built-in
test. In the event of a fire the system provides the following indications:
• Aural warning sounds.
• The master WARNING lights flashing.
• The associated cargo compartment extinguishing button illuminates.
• The EICAS WARNING message CRG AFT SMOKE or CRG FWD
SMOKE is displayed.
After smoke detection in the forward compartment, the air circulation fan
In the forward compartment automatically turns off and the ventilation
outflow valve closes.
2) Cargo Fire Extinguishing
The Cargo Fire Extinguishing System comprises two different
extinguisher bottles located in the center electronics bay. The system is
able to extinguish fire in either of the compartments.
3) Operation
(1) Momentarily push the cargo fire detection/extinguishing button
(guarded), automatically discharge the associated high-rate and
low-rate bottle.
(2) Momentarily push the fire detection system test button, test
cargo compartment smoke, engine and APU fire detection
system.
11.16.3.3 LAVATORY FIRE PROTECTION SYSTEM
The Lavatory Smoke Detection and Fire Extinguishing Systems protect
the forward and aft lavatories. Each lavatory has a dedicated fire
protection system.
1) LAVATORY SMOKE DETECTION
The Lavatory Smoke Detection System consists of one smoke sensor
installed on each lavatory ceiling. If smoke is detected at either lavatory:
• The master WARNING light illuminates.
• The EICAS WARNING message LAV SMOKE is displayed.
• An alarm sounds in the lavatory where the smoke has been detected.
• A flashing amber light on the respective attendant lights (rainbow
lights) illuminates.
2) Lavatory Fire Extinguishing
(1) The Fire Extinguishing System consists of one fire-extinguisher
bottle installed on each lavatory waste container.
(2) When the temperature inside the waste container is high, the
system automatically discharges the extinguishing agent. If
required, the flight attendant can suppress the fire by using a
portable fire extinguisher.
11.16.3.4 Supplementary fire protection equipment
1) Smoke goggles

No.：TJA-OP1
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Operation: make sure that the seal clings to the face. Put the elastic strap
behind the head and pull it over the face with the oxygen mask.
2) Crash Axe
Crash axe is for clearing obstacles and fire fighting during emergency. Its
handle is wrapped in rubber insulation to avoid strike on contact with
wires. There is a protective cover outside the blade to protect people from
being hurt when it is not used.
11.16.4 Lifesaving equipment
11.16.4.1 Doors and Windows
This airplane has two jetway passenger doors on the left side (forward
and aft location), two jetway service doors on the right side (forward and
aft location), and a number of access doors for different airplane systems
along the fuselage.
Two overwing emergency exit doors are located one on each side of the
airplane, centered over the wing.
1) Passenger and Service Doors
(1) This airplane has one passenger door located at the left forward
fuselage section and another located at the aft fuselage section.
Passenger door operation is manual and it is identical for both
passenger doors. Passenger doors are plug-in type and they are
designed as type I doors.
(2) One service door is located at the right forward fuselage section
and another located at the aft fuselage section. Service doors are
used for galley servicing and cabin cleaning between flights. It
may also be used as an emergency exit. The operation of
service and passenger doors is identical.
2) Operation
(1) Door opening
a) Open the lining cover
b) Grab both escape slide and lock/vent flap handles and lift
them up. Ensure that all the fingers are firmly holding both
handles. Close the lining cover.
c) Check escape slide indication (disarmed).
d) Lift the main handle all the way up.
e) Push the door out.
f) Hold the assistance handle.
g) Fully open the door to lock it open.
(2) Door outside opening
a) Ensure vent flap is closed (flush)
b) Push the cover and grab the handle.
c) Lift the main handle all the way up.
d) Fully push the door and lock it open.
(3) Door emergency opening
a) Lift the main handle all the way up.
b) Firmly push the door.

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c) The door opens and escape slide deploys.
11.16.4.2 Overwing Emergency Exit (Owe)
1) Two overwing emergency exit doors (OWE) exist for passenger
evacuation in the event of an emergency. They are located on each
side of airplane, centered over the wings. The OWE doors are
designed as type III emergency doors.
2) The OWE can be opened from inside or from outside. They can be
closed only from inside. Green indication windows at the door
ensure that the door is locked.
3) Operation
(1) Inside cabin
a) Remove upper access cover
b) Pull handle and hold overwing emergency exit door and
remove it.
c) Put overwing emergency exit door away from the passage.
(2) Outside cabin
a) Push access cover
b) Push the overwing emergency exit door. Hold and remove
it.
c) Put overwing emergency exit door away from the passage.
11.16.4.3 Escape Slide
1) The escape slides are designed to provide passengers and crew a
means to safely descend from the airplane to the ground during an
emergency evacuation. In the event of emergency evacuation, the
slides deploy automatically when the exit door is opened.
2) Upon completion of the inflation sequence, the slide is fully inflated
and ready to assist passengers and crew in descending to the ground.
3) The escape slides are armed by raising the slide arming lever cover
located on the door and moving the slide arming lever to the
―armed‖ position (down). The lever movement attaches the girt bar
to the cabin floor brackets. The escape slide is attached to the girt
bar by means of a fabric girt.
4) Opening the door from the outside automatically disengages the girt
bar from the floor fittings, disarming the slide.
11.16.4.4 Floatable Seat and Life Vest
1) Operation of floatable seat

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2) Operation of life vest
Note: at present, only B3183 and B3185 aircraft are equipped with104
life vests, while B3186 has life vests (under each seat) when operating
overwater operation, others are not equipped with life vest.
11.16.5 ERJ190 EMERGENCY LIGHTING
1) Emergency lighting consists of internal and external lights. The
internal emergency lights are powered by six dedicated Emergency
Lights Power Units (ELPU) with internal batteries connected to the
DC BUS 1. The charge of the batteries is sufficient to supply all
emergency lights for approximately 10 minutes. External emergency
lighting is provided by three route overwing lights at each side of
airplane and also led lights on each escape slide.
2) Internal emergency lights comprise the exit locator signs, exit
marker signs, exit identifier signs, cabin/ emergency floodlights and
passage way emergency exit floodlights. A light is located at the
ceiling and provides general emergency illumination of the area.
3) The overwing emergency light on each side consists of three route
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lights, located near the overwing emergency exits. The overwing
emergency light switch is located on the overhead panel.
4) Flashlight
1) It’s accessible from the wallboard after the right seat and right side of
the right seat
(2) Instructions: the flashlight is used for emergency lighting system and
cannot be used for other pursposes. The attendant is required to keep
her own flashlight always in standby conditions.
(3) Recommended Operation:
a) Squats down in the smoke and raises the flashlight in the eye level,
helps the passenger crawling forward through the cabin and
finding the exit.
b) Grips the flashlight at the thigh position in the dark, moves left
and right. Since this kind of movement attracts attention and not
hinder the vision.
(4) Pre-Flight Check
a) Quantity
b) Operational (light is bright)
c) If the light is yellow or orange when the flashlight illuminates, so
the flashlight energy is low, should be replaced timely.
11.16.6 Emergency Locator Transmitter (ELT)
The ELT 110-4 Model, when activated, transmits a radio signal on
frequencies of 121.5 and 243.0 MHz, to facilitate airplane location
during search and rescue operations.
1) Component
The system comprises a transmitter with an ON/OFF switch and an
impact switch installed in the lavatory right ceiling panel, an antenna
located on the top rear and a remote panel located on the .
2) Operation
(1) ELT may be manually or automatically activated. In both cases
a red light flashes on the panel to indicate the ELT activation.
(2) Manual activation may be performed when any switch is set to
ON position.
(3) Automatic activation occurs when the transmitter switch is set
to OFF position, the switch is set to ARM position and the
airplane suffers a deceleration whose intensity triggers the
impact switch.
(4) Using an optional configuration with the ELT/NAV interface

No.：TJA-OP1
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unit, the ELT is able to transmit the geographical position of the
airplane when activated.
3) Remote panel
(1) ELT Alert Light (red): flashes when the ELT is transmitting.
(2) ELT Switch (guarded)
ON: activates the ELT
ARM: allows the ELT to be automatically activated.
Note:
(1) The TEST/RESET function is provided by pressing ON,
waiting 1 second and then pressing ARM.
(2) RESET function allows ELT deactivating, after a manual or
automatic activation.
(3) During TEST/RESET function, the ELT alerting light flashes to
indicate that the system is transmitting.
11.16.7 Supplementary equipment
1) Seat belt
Seat belt：Seat belt is a safety device installed on each seat. During
taxi, takeoff, turbulence, landing and when the FASTEN SEAT BELT
light is on, everyone must fasten his seat belt.
pin.
2) Emergency Power Megaphone
It is used for passenger address in or outside the cabin in case of an
emergency. One megaphone is required for 99 passengers and two for
more than 100 passengers.
(1) Operation: press the push-to-talk switch and talk through
the microphone. Volume adjustment is available.
(2) Note: do not direct the megaphone at the fuselage. There
may be an echo.
Content:
passenger life vest, oxygen mask, seat belt and safety instruction.
Note: check the kit before flight.
4) Life raft

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At present, only B3183，B3185，B3186 have life raft (in the
middle and rare of Luggage rack) when operating overwater
operation, the number of life raft is three.
5) life rope
At present, only B3183，B3185，B3186 have escape rope located
in the wing escape door frame on both right and left side

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Intentionally blank

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11.17 A320 EMERGENCY EQUIPMENT (B6789，B 6837)
11.17.1 A320 EMERGENCY EQUIPMENT LOCATION
11.17.1.1 Cockpit emergency equipment

1) Escape rope 2
2) Protable fire extinguisher (Halon) 1
3) Flight crew life vest 4
4) PBE 2
5) Emergency axe 1
6) Flash light 4
7) Fire-resistant gloves 1

No.：TJA-OP1
Rev.：130709
11.17.1.2 Cabin emergency equipment
1) Escape slide bag 6
2) Protable oxygen bottle 6
3) Protable fire extinguisher (Halon) 3
4) PBE 6
5) First-aid kit 2
6) Health and epidemic prevention package 2
7) Microphone 2
8) Protable ELT 1
9) Escape rope 4
10) Flash lights 6
11) Oxygen release tool 5
12) Flight attendant life vest 6
13) Emergency medicine case 1
14) Survivalkit 4
15) Life vest 152
16) Back up life vest 6
11.17.2 A320 oxygen system
The oxygen system consists of:
Cockpit fixed oxygen system provides enough breathing oxygen to
cockpit during depressurization, smog or poisonous gas.
Cabin fixed oxygen system provides enough breathing oxygen to cabin
(passengers and flight crew).
Portable oxygen system locate in both cockpit and cabin, use for
protecting flight crew in case of emergency for the fisrt time aid.
11.17.2.1 Flight crew oxgen system
(1) In cockpit every flight crew has four masks which can be worn
quickly in the easily taken box beside his seat.
(2) When flight crew kneads the red tight button and take out the oxygen
mask, the inflating pipe of oxygen mask begin inflating. The oxygen
mask with regulator can supply mixed, pure or pressurized oxygen in
emergency. When regulator is selected at ―NORMAL‖, the users breathe
the mixture of oxygen and air until the cabin altitude reaches the height of
when the regulator begins to supply 100% oxygen. When the users select
100% oxygen, the regulator can supply pure oxygen at all cabin altitudes.
If needed the users may use emergency over-pressure button. At this time
the users may accept oxygen supplied by pressure.
(3) usage of flight crew oxgen mask

No.：TJA-OP1
Rev.：130709
11.17.2.2 Cabin oxgen system

(1) Cabin oxygen system provides oxygen to passengers when cabin is
depressurized.
Oxygen is generated by special chemical generator. Each generator
provides oxygen for 2, 3, or 4 masks. Generators and masks are stored
above passenger seats, in the lavatories, galleys and containers of each
cabin attendant station.
(2) With a cabin pressure altitude above 14000 feet (+250,-750 feet),
flight crew can override the oxygen mask auto control.

No.：TJA-OP1
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(3) When the mask is pulled towards passenger seat, oxygen supply starts.
The mask provides 100% oxygen under normal positive pressure until
oxygen in the generator is totally used, it continues for about 15 minutes.
11.17.2.3 Protable oxgen system
(1) PBE is located in aft left side of aft cockpit. It provides protection for
flight crew’s eyes and breathing system when smoke or fume is
encountered during fire fighting or during depression.
(2) The mask uses the aft chemical air regeneration system. The nose
mouth mask is allowed absorb regeneration air through the breathing
valve let the waste gas back to regeneration system.
(3) The available time is from 15 to 30 minutes.
11.17.3 Cargo fire extinguish equipment
Fire extinguish system protect front and rear cargo. One of the
extinguishers provides extinguishing agent to 3 nozzles (one in front
cargo, tow in rear). The fire extinguisher has two SQUIBs, each cargo has
one, when flight crew push one of the release pushbutton, it will let the
extinguishing agent into the related cargo the extinguish.
11.17.4 A320 door and emergency exit
The aircraft has 4 cabin doors, 4 cabin emergency exits and 2 cockpit
emergency exit (1) cabin doors
Four inlaid cabin doors which are open to the outside and forward, two on
each side of the fuselage (2 for the forward and two for the aft). Cabin
doors can be opened and closed from the inside and the outside. The
normal operation is to operate hydraulic damping device manually. Every
door has a set of emergency opening system. They consist of:
－The emergency slide equipped in the storage boxes inside of the lower
part of the door.
－The yaw damper actuator can automatically open the door in
emergency.。
－Slide armed lever
When slide armed level is armed, the slide will connect with the ground
bracket of both sides of door. The slide can automatically inflate and
unfold when the door is open. When the inflating bottle hasn’t
automatically inflated, the valve can be opened manually and inflated by
a crew member. Disarm the door and the slide when the door is opened
from outside.
Every cabin door is equipped with:
－One mechanic lock indicator for visual check of door lock and unlock.
－ One warning light showing the life-saving slide armed or disarmed
－ Cabin pressure warning light indicating passenger cabin remainder
pressure.

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OUTSIDE

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INSIDE

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(2) Cockpit
The two movable windows of the cockpit are emergency exit of flight
crew. There is life rope ready in the small box over the movable windows.
The length of rope can reach the ground though movable windows.
Cockpit windows can only be opened from inside.

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(3) Cabin emergency exit

In case of emergency, four inward opening emergency exits is provided
on each side of the cabin and two escape slides are also provided.
Overwing emergency exit slide always armed. Open:

 Removed lever shield: lever light and slide arm light ON
 Pull the control lever emergency exit move inside
 Grasp lever and raise the emergency exit
 throw away the emergency exit

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(4) Cabin door slide/slide raft
Cabin slides

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Wing slides

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Escape slide layout
Each cabin door equips a single channel escape slide, or a single channel
life raft, and each emergency exit equip a dual channels slide raft.
11.17.5 Emergency lights

(1) Floor emergency escape routing indicating system (escape routing and
exit signal), powered by inner batteries at least 12 minutes.
(2) Overhead emergency lights
(3) Exit sign
(4) Lavatory auxiliary lights
(5) Over wing emergency light
(6) Escape slide light

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Proximity emergency escape path marking system/exit signs

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11.18 Emergency evacuation（CCAR-121.397）
11.18.1 Flight crew evacuation area
1) If not able to enter the cabin
Evacuate the aircraft through the windows by escape straps. Once on
the ground, assist passengers and guide them away from the aircraft.
2) If able to enter the cabin
(1) Pilot-in-command:
d) Leave the as the last one and help passengers in evacuation
in the cabin if necessary.
e) Check all people are outside and leave the aircraft as the
last one.
f) Evacuate through the rear cabin door, or if not accessible,
through any other exit as appropriate.
g) On the ground, direct the evacuation until the rescue team
arrives.
(2) First officer:
a) Go to the cabin and take the emergency equipment.
b) Evacuate through any appropriate exit.
c) Help passengers on the ground and guide them away from
the aircraft.
(3) Cabin crew evacuation area
See Cabin Attendant Manual
11.18.2 Communication
1．Emergency call
From To Communication Remarks
cabin —Press ―EMER‖ Purser must immediately go to
CALL pushbutton the .
on
the
CALLS panel, or
—Passenger
Address(PA)system:‖
PURSER TO
PLEASE‖
cabin —Interphone: ―PRI Any cabin crewmember
CAPT‖ can make such a call. The
crew must reply.
2. Emergency Alert

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cabin —PA System: The crew makes a short and precise
―ATTENTION announcement to warn that an
CREW! AT emergency evacuation may soon
STATIONS!‖ be required. Cabin crews must
proceed to their emergency stations,
and fasten their seatbelts.
3. NOTIFICATION TO PASSENGERS
cabin —―NO SMOKING For psychological reasons, the crew
/FASTEN SEAT should be the first to be
BELT‖ ON. informedof an intended
—PA System emergency landing.
Purser cabin —Cabin lights Purser informs passengers that they
100% have to pay special
—PA System attention to these warnings:
_ ―FINISH PREPARATION‖
_ ―BRACE FOR IMPACT‖
_ ―PASSENGERS
EVACUATE‖
4. FINISH PREPARATION
cabin —Passenger Address Give this command shortly before
(PA)System landing
―FINISH
PREPARATION‖
5. BRACE FOR IMPACT
cabin —Passenger Address Give this command no later
(PA) System than1minute before impact.
―BRACE FOR
IMPACT!‖
6. INITIATE EVACUATION(RESTRICTED EXITS)
cabin —PA System： The crew orders an immediate
―PASSENGERS evacuation, and the cabin crew
EVACUTE‖ directs passengers to all exits

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—Activate EVAC available

cabin and signals⊿⊿ Used by the cabin crew if there is
cabin —EVAC SIGNAL no signal or it is unmistakably clear
FWD ATTND that the aircraft must be evacuated.
panel(FAP)
SYSTEM⊿ on
—PA System or
megaphone
cabin cabin —language The cabin crew stands up and
shouts:
—―RELEASE SEATBELTS‖
—―LEAVE EVERYTHING！‖
—―GET OUT！‖
—―COME THIS WAY！‖
7.EVACUATION NOT REQUIRED
cabin — PA system： When the Captain decides not to
―CABIN CREW evacuate, the crew makes an
AND PASSENGERS immediate announcement to this
REMAIN SEATED‖ effect.
11.18.3 Evacuate on the ground
1) crew procedures
(1) The crew notifies cabin crew of the nature of the emergency
and states intentions.
(2) The uses the Passenger Address system to make an appropriate
announcement, such as: ―PASSENGER EVACUATE‖, and
presses the EVAC COMMAND pushbutton.

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2) Cabin crew procedures
When the cabin receives the order to evacuate, each cabin crewmember
must proceed as follows:
－Stand up and shout………―Unfasten seatbelts‖
－Outside conditions………………………Check
3) Outside conditions：
(1) If outside is safe：
－Doors …………………………………Open
－Shout…………………………………―This way‖
(2) If outside is not safe：
－Exit……………………………………Block
－passengers to the nearest exit available…………Guide
11.18.4 evacuation through window

Open the window
－Escape rope stowage……………………………Open
－Escape rope……………Unroll the escape rope until the flag appears,
and throw it through the window.
－Seat……………………………………. Step on
－Escape rope…. Grasp the escape rope firmly with both hands, and
slide down along the rope.
11.18.5 Evacuation on water

Accomplish the applicable QRH procedures.

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11.19 Demonstrative Outline of Emergency Evacuation
Procedure（CCAR- 121.397）
11.19.1 Principles of emergency evacuation
1) Emergency evacuation execution shall be decided by captain. First
officer may make the decision in case of captain incapacitation.
2) If captain and first officer have not made a rapid command, for the
purpose of protecting passengers’ physical safety and minimizing
possibilities of hurt and death, flight attendant may make the right
decision and execute emergency evacuation within 30 seconds under
the following abnormal conditions:
(1) Fire/smoke；
(2) Severe fuel leakage;
(3) Fuselage severe damage;
(4) Ditching/forced landing on ground;
(5) Hijack with purpose of destruct.
11.19.2 Unprepared evacuation
1) Unprepared evacuation refers to any abnormal situation to evacuate
passengers without preparation with the aircraft on ground and no
time to prepare the cabin for immediate evacuation. The captain
should notify the flight attendant to carry out emergency evacuation
with the passenger addressing system and the emergency evacuation
system.
2) The purser is responsible for evacuation path and method.
11.19.3 Prepared evacuation
Prepared evacuation means that in any abnormal situation, the crew will
always have time to prepare for emergency evacuation with evacuation
plan.
11.19.4 Crew duties
1) Captain’s responsibilities
In any abnormal situation that requires emergency evacuation or needs to
possible evacuation, the captain shall advise the purser about the time she
has to prepare the passenger and the cabin. The captain shall use the
passenger addressing system to inform the passenger of the nature of the
emergency situation. The captain shall inform the ATC of the decision
and require emergency assistance equipment. In the case of long distance
flight across the ocean, the captain shall send out distress telegraph via
international standard emergency frequency, and it should be as detailed
as possible. The following items should be included:
(1) Announce emergency situation (MAYDAY or PAN
accordingly)；
(2) Provide aircraft identifier;
(3) Indicate frequency in use；

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(4) Indicate the location and altitude of the aircraft;
(5) Indicate the nature of the emergency;
(6) Indicate the plan or action being taken or to be taken;
(7) Any extra information that will be helpful for rescue
500 feet (150m) above the sea level, the crew shall notice the
passengers and the flight attendants to ensure that everyone is braced.
After the evacuation, the captain should comply with the following
handling principle:
(1) informs the company flight dispatchers and the air traffic
controller as soon as possible
(2) Disconnects the circuit breaker of voice recorder;
(3) Evacuates all crew members onboard;
(4) Provides the first time rescue;
(5) Prevents the scene from invading or burglary, until the local
functional departments take over the corresponding security
responsibility;
(6) except bases on the situations below, otherwise do not mess up,
move or process aircraft debris, the cargo, the recorder or the
recording equipment before gets the special approval from the
related function mechanism;
a rescues the trapped person or the injured;
b prevents the aircraft or the debris from further damage;
c protects the public form injuring;
(7) avoids expressing the opinion to the media or the public;
If forced landing is made in the desolate area, the captain should also
as far as possible establish visual contact signals which are easy to be
identified, so that the rescue teams can search and rescue. For example:
(1) If the situation permits, organizes personnel to send out the
distress signal using aircraft's emergency equipment;
MEANING SIGNAL
NEEDS AID V
NEEDS MEDICINE AID ×
NO N
YES Y
THIS WAY ↑
Ground-To-Air Signal Used By the Person in Distress to Be Rescued
(2) constructs a big visual identifying target with the goods in
shallow color in the spacious field in daytime;
(3) Set an open fire in the safe field at night, or sends out the distress
signal (SOS) with the flashlight. (three dots represent S in Morse
code, three dashes represent O, the duration of illuminating time of
the light expresses the dot and the dash, for example: ON －－OFF
ON －－ OFF ON－－OFF express three dashes, ON OFF ON
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OFF ON OFF express three dots. Generally the duration of the dash
is about three times of the dot, but there is no regulation on the
concrete time of the interval, so long as has the obvious difference in
the rhythm. )
(4) Send out the personnel to seek for help nearby.
2) Flight attendant’s duty
If necessary, to prepare for emergency evacuation, the flight attendant
shall change passenger’s seat to make sure that able passengers are sitting
by the exit, and inform the passenger of the sign for emergency
evacuation for him to give aid in the evacuation. The flight attendant shall
ask the passengers to take off shoes and put sharp objects in the overhead
baggage bin. The flight attendant shall make sure that exits are cleared
and all the baggage secured. The flight attendant shall ask the passengers
to be braced and demonstrate and teach them the braced posture. The
flight attendant shall inform the captain when the cabin is ready for
landing and emergency evacuation.
11.19.5 Flight crew training
1) The crew shall include the captain, the co-pilot, the observer, and the
flight attendant.Emergency training includes initial training and
recurrent training.
2) The initial training for the captain, the co-pilot and the observer shall
be 8 hours, while the recurrent training shall be 4 hours. There shall
be at least one recurrent training every 24 months. It shall include
CBT training about the use of the emergency equipment, the
operation of the fire extinguisher, the emergency axe, the first kit,
the smoke hood, the fire resistant gloves, the smoke goggle, the life
vest, the escape rope, the escape hatch and the life vest/boat for that
type of aircraft. They shall be trained to use the slides, the life vest,
the escape rope, and the life boat to facilitate coordination and
organization in the passenger evacuation.
3) Training of flight attendants
The initial flight attendant training shall include 12-hour training
on necessary emergency knowledge, to learn how to properly use
life vest, life boat, oxygen mask, the location of the emergency
exits and different methods in water/land emergency evacuation.
Study how to complete the cabin preparatory work before
emergency evacuation and the extreme efficient method to arrange
the passenger evacuation. Receive the training of the application
methods, the teaching and practices of the extinguisher, the
portable oxygen cylinder and the first aid equipment. And study
the general medical treatment and nursing general knowledge and
the simple medical accident handling. Study crew resource
management. Periodical complete the recurrent training once every
24 calendar months.
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11.20 Preflight inspection on PBE

1) The flight crew member should check the breath equipment\in his
position and ensure this equipment before each flight:
(1)For non chemical oxygen system, its function is normal for
work. It should be suitable for face except for the common type
and is connected to the supply connector, suitable for use for
breath and pressure;
(2)For the chemical oxygen system which is suitable for work. It
should be suitable for face except for the common type and is
connected to the supply connector, suitable for use for breath
and pressure;
2) Every breath equipment outside of the flight crew member position,
ensure that every equipment should be installed in the appointed
flight crew position and suitable for work. Breath air source is filled
with air for non chemical oxygen system.

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11.21 Emergency medical equipment and training(CCAR-121.133(2))

11.21.1 Emergency medical equipment(CCAR-121.743)
1) The company's aircraft is equipped with the following
emergency medical equipment
(1) first-aid case
(2) Emergency medical kit
(3) Health and epidemic preventionpackage
2) Requirements of this section of the emergencymedical
equipment
(1) name , remark, and clear usage
(2) put into cabin, convenient for flight crew
(3) Should be a 6 month cycle, or with materialsaccording to
the requirements of validity and updateregularly check for
updates to ensure that can be usedin case of emergency.
Check the update date should be indicated on the packing.
3) Each aircraft is equipped with the number ofemergency
medical equipment and medical suppliesshould meet the
following requirements types
(1) first-aid case
(a) Each aircraft inflight in the first aid kit should be not less than the
requirements under the table
Seat number first aid kit quantity
100 below（including 100） 1
101-200 2
201-300 3
301-400 4
401-500 5
500 above 6
(b) Each first aid kit should be dustproof and dampproof;
(c) Each first aid kit should equipt at least following items
Item list in first-aid kit

Items Quantity
Bandage,3 row (5 cm )5 row (3
5
cm)
Dressings，10*10cm 10
triangle towels(with safety pin) 5
adhesive plaster 1 cm 2cm width 1 for each
Tourniquet 1
Topical burn ointment 3

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Arm splint 1
Leg splint 1
Scissors 1
Rubber gloves and anti-penetrative
2
gloves
Skin disinfectants and disinfection
sufficit quantum
of cotton
One-way valve mouth to mouth
1
resuscitation mask
First aid kit manual (including
1
item list )
Logbook or emergency event
1 (several pages)
report sheet
(d) Item (c) is not suitable for arm splint and leg splint in first aid kit,
which can be put to the first aid kit as near as possible.
(2) Emergency medical kit
(a) Each aircraft should have at least one Emergency medical
kit
(b) Each Emergency medical kit should be dustproof and
dampproof; and avoid of high or low temperature.
(c) Each Emergency medical kit should equipt at least following items
11.21.1.2 Emergency medical kit
Item list in emergency medical kit
Item Quantity
blood pressure meter 1
stethoscope 1
oropharynx airway(3 kinds) 1 for each
Venous tourniquet 1
Umbilical cord clip 1
clinical mask 2
Medical rubber gloves 2
Skin disinfectant sufficit quantum
Sterile cotton swab (ball) sufficit quantum
Thermometers (non-mercury) 1
Syringe (2,5 ml) 2 for each
0.9% sodium chloride At least 250ml
1:1000 The amount of a single ampoule of
2
2adrenaline
Diphenhydramine HydrochlorideInjection 2
Nitroglycerin tablets 10
Acetic acid salicylic acid (aspirin)oral tablets 30
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emergency medical kit manual (including
1
medicine and article list )
Logbook or emergency event report sheet 1 (several pages)
(3) Health and epidemic prevention package

(a) Each aircraft should have 1 package per 100 passengers at least (1
within 100 seats)
(b) Each Emergency medical kit should be dustproof and dampproof
(c) Each Emergency medical kit should equipt at least following items
Item Quantity
Liquid waste disinfectioncoagulant 100 g
Surface cleaning and disinfectingtablets 1-3 g
1 for
Skin disinfectant wipe tissue
each
Medical masks and goggles 10
Medical rubber gloves 2
Impermeable rubber (plastic)aprons 1
Large pieces of absorbent paper(towel) 2
Portable shovel pick up objects 1
Special biohazard bags 1
List of items and instructions 1
emergency medical kit manual (including medicine and
1
article list )
1 (several
Logbook or emergency event report sheet
pages)
11.21.2 Training for emergence medical facilities

Content：
11.21.2.1 Medical emergency procedure, including crew coordination；
11.21.2.2 The storing places, functions and usage of the emergence
medical facilities.
11.21.2.3 Articles in first aid kit；
11.21.2.4 Flight attendant training：
1) Physiological basis
2) Aviation environmental influence on human body
3) Principles of first aid on plane
4) First aid facilities and their uses on plane(theory, practical operation)
5) Common minor medical incidents and associated procedures
6) Onboard severe medical incidents or illness and associated
procedures

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7) Skills for first aid on plane
(1) Heart resuscitation, including operation and contact；
(2) Recurrent training at least once in a month including execution
and exercise of heart resuscitation.
8) Flight crew incapacitation procedures
Note: The actual drilling and recurrent training required by this item do
not need reach or equal to the level of professional first-aid personnel.

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11.22 Aircraft Clearing
Aircraft clearing means to perform clearance and inspection on possibly
hiden goods and parts of human body in passenger and cargo
compartment of the aircraft in order to prevent unauthorized personnel,
weapons, dangerous equipments, explosives and other suspected goods
from entering into the aircraft, and ensure the aircraft quipments,
especially the emergency equipments are in good condition. The captain
has final right to declare the clearance according to actual conditions.
11.22.1 Types of clearing
11.22.1.1 Routine inspection
The company performs clearance and inspection on possibly hidden
goods and parts of human body in passenger and cargo compartment,
landing gear compartment before and after using during each domestic or
international flight.
11.22.1.2 Forcible clearing
During actual operation, when the aircraft is suspected to be the target of
illegal interference, comprehensive inspection must be performed by
security of airport and public security organ according to relevant
regulations, the situations of forcible clearance includes:
1) Hijacking incident happened in the aircraft;
2) Illegally hold hostage in the aircraft;
3) Passengers, baggage or goods enter into the aircraft without being
inspected by security of the airport;
4) Weapons, dangerous equipment or tools are found in aircraft;
5) Anonymous phones are received or the information that endanger
aircraft safety notified by CCAC;
6) Forbidden goods are found during routine inspection;
7) The damage of strip seal is found during aircraft transition, or
irrelevant personnel get close to aircraft which can’t ensure the aircraft in
safe status;
8) Combination or contact of the personnel who have been inspected and
haven’t been inspected, and the departured passengers enter into the
aircraft; clearance of the aircraft should be performed.
11.22.1.3 The condition that aircraft clearing is not needed
During actual operation, the passenger give up travelling due to physical
problems or flight delay, with the proper handling, the flight can be
continued. It includes but not limit to the following conditions:
1) The passenger that positively gives up travelling
(1) In departure airport, if the passenger not on board after his/her
baggage is checked, without the evidence that the baggage is miss
checked, aircraft clearing is not necessary;
(2) In transit airport, the passenger stop travelling by himself, without the

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evidence that the baggage is miss checked, aircraft clearing is not
necessary;
(3) If the flight is alternate, the passenger stop travelling in alternate
airport, without the evidence that the baggage is miss checked, aircraft
clearing is not necessary;
2) The passenger that passively gives up travelling
(1) For the reason of drunk or fight on board that the captain consider the
passenger not suit for flight or the passenger was taken away by police,
without the evidence that the baggage is miss checked, aircraft clearing is
not necessary;
(2) Due to the physical problems that the passenger can not continue
travelling after he/she is on board, without the evidence that the baggage
is miss checked, aircraft clearing is not necessary;
(3) After the passenger on board, if the crew members find the knives or
scissors that will endanger the cabin, the in flight security personnel
should confiscate them and pay attention to the holders. Give the articles
to the destination airport police for handling after flight, aircraft clearing
is not necessary;
(4) If the passenger announced the explosives in the cabin, the airport
police should handle him/her. If it is confirmed a fake information,
aircraft clearing is not necessary.
11.22.2 Clearing Implementation
11.22.2.1 Routine Inspection
1) Flight crew is responsible for cockpit clearance;
2) Passenger cabin and landing gear cabin are cleared by air security
officer according to security checklist, if there are no security officers, the
captain on duty shall appoint other flight crewmembers to perform;
3) The inspectin status shall be recorded for follow-up inspection;
11.22.2.2 Forcible Clearing
(1) When PIC on duty requests clearance for ATC and AOC, command
center of the airport notify airport security and public security organ to
perform clearing;
(2) Explosives search list shall be equipped to each aircraft according to
the type of aircraft, the flight of international operation shall be confirmed
and signed according to explosives search list during departure and over
station (all of the passengers and baggages shall get off the aircraft).
Explosives search list is composed of 2 parts, one is reserved by
outsourcing businessmen, and the other is kept by the company.

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12.1 Charter flight 12-1-1
12.1.1 Requirement 12-1-1
12.1.2 Operational standard of charter flight 12-1-1
12.1.3 The application and allocation of charter flight 12-1-1
12.1.4 The implementation of charter flight 12-1-1
12.1.5 Dispatch,weight and balance 12-1-1
12.1.6 Load limitation 12-1-1
12.2 Ferry flight 12-2-1
12.2.1 General description 12-2-1
12.2.2 Operational standard of ferry flight 12-2-1
12.2.3 The application and allocation of ferry flight 12-2-1
12.2.4 The implementation of ferry flight 12-2-1
12.2.5 Dispatch,weight and balance for ferry flight 12-2-1
12.2.6 Common ferry flight 12-2-1
12.2.7 Ferry flight for maintenance purposes 12-2-1
12.3 Training flight 12-3-1
12.3.1 General description 12-3-1
12.3.2 Operational standard of the training flight 12-3-1
12.3.3 The application and arrangement of the training 12-3-1
flight
12.3.4 The training flight execution 12-3-2
12.3.5 The dispatch load and balance of training flight 12-3-2
12.3.6 Training flight load limitation 12-3-2
12.3.7 Filling in the flight recording booklet (FLB) 12-3-2
12.3.8 Prohibited manoeuvres during training flight 12-3-3
12.4 Test flight 12-4-1
12.4.2 Operational standard of test flight 12-4-1
12.4.3 The approval of test flight 12-4-1
12.4.4 The application and arrangement of test flight plan 12-4-1
Chapter 12 Other Operations page: 12-0-1

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12.4.5 The implement of the test flight 12-4-2

12.4.6 The dispatch, load and balance of test flight 12-4-2
12.4.7 Test flight load limitation 12-4-2
12.4.8 Test flight fuel requirement 12-4-2
12.4.9 Test items 12-4-2
12.5 Certification flight 12-5-1
12.5.1 General principles 12-5-1
12.5.2 Certification flight working group 12-5-1
12.5.3 Certification flight operational standard 12-5-1
12.5.4 Flight planning, application and arrangement 12-5-1
12.5.5 Flight plan for the certification flight 12-5-1
12.5.6 Certification flight preparation 12-5-2
12.5.7 Performing a line certification flight 12-5-2
12.5.8 Certification flight support 12-5-2
12.5.9 Required fuel 12-5-2
12.5.10 Certification flight requirement 12-5-2
12.5.11 Flight record 12-5-3
12.6 Rescue flight 12-6-1
12.7 Special plane flight 12-7-1
12.7.1 General principles 12-7-1
12.7.2 The guidelines of special plane work 12-7-1
12.7.3 The qualification requirement of special plane 12-7-1
support personnel
12.7.4 The basic requirement of special plane work 12-7-1
12.7.5 Special plane category 12-7-1
12.7.6 The special plane support responsibility and 12-7-1
trans-area function division
12.7.7 The deployment of the special plane task and the 12-7-1
acquisition
12.7.8 Special plane support details 12-7-2
12.8 Others 12-8-1
12.8.1 Test taxi 12-8-1

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12 Other Operations
TJA non-profitable operation application procedure is the same with the

operation support standard and procedure of domestic regular passenger
operation in the aspects of preparation of flight, fuel policy, dispatch,
trailing and monitoring , record except for the route and regional
application procedure (operation region application mode can be adopted).
This is organized by dispatch system.
For the following mentioned operations, the captain should totally be
familiar with the flight route, airport weather and prediction; otherwise
the flight should not be started.
12.1 Charter flight
12.1.1 Requirement
The flight crew of charter flight should adhere to TJA normal routine
regulations
12.1.2 Operational standard of charter flight
The dispatch of the charter flight is executed according to airline
operational standard.
12.1.3 The application and allocation of charter flight
1) Responsible by Operation Control Dept.
2) The flight department is responsible for the arrangement of the flight
crew members
12.1.4 The implementation of charter flight
Executed by airline operation procedure
12.1.5 Dispatch,weight and balance
All charter flight must conform to TJA planned and non-planned existed
procedures. The flight crew initiative to ask for service from related
department and is responsible for the calculation of the weight balance in
non-planned airport.
12.1.6 Load limitation
The transport of passengers, luggage, goods and mails of non-chart
airplane should be approved by the charter organization.

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12.2 Ferry flight

12.2.1 General
A ferry flight is a flight carried out from one airport to another without
any passenger or payload due to aircraft change, maintance requirement
or other special reasons. Domestic ferry flight must be approved by the
Company No. 1 Duty man.
12.2.2 Operational standard of ferry flight
1) The dispatch of the ferry flight is executed according to airline
2) Minimum crewmember for ferry flight is two flight crew and one
flight attendant.
12.2.3 The application and allocation of ferry flight
1) Theoperation control Dept. is responsible for ferry flight application
and allocation
2) The flight department is responsible for the arrangement of the
flight crew member
12.2.4 The implementation of ferry flight
Executed by airline operation procedure.
12.2.5 Dispatch,weight and balance for ferry flight
Every ferry flight must conform to planned and non-planned existed
flight procedures and do the weight balance calculation.
12.2.6 Common ferry flight
1) The ferry flight may be needed when one airplane is needed to
execute the flight task in this airport and the available airplane can
not complete the flight.
2) General ferry flight adjustment should comply for the normal flight
schedule regulation.
12.2.7 Ferry flight for maintenance purposes
Maintenance to the damaged and malfunction airplane should be carried
out in the airport spot. But influenced by maintenance condition

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limitation such as the station maintenance capacity and time cost in the
maintenance, so the ferry flight should be put forward for the
malfunction airplane.
1) The decision and feasibility of maintenance ferry flight.
(1) 01 person on duty should decide whether the ferry flight should
be executed;
(2) The duty director of operation control centre、general engineer
and captain should decide the navigability of the airplane together;
(3) The captain and flight dispatch confirm whether the actual
weather and forecast, route weather and navigation equipment,
minimum altitude of departure airport and destination airport
conform to safety flight requirement;
(4) If the navigability requirement in the ferry flight and can not get
the consistent opinion, consult to the bureau navigability
department and can be executed after getting the clear response.
2) The load limitation of maintenance ferry flight
The personnel and goods can be carried if the following conditions can
be satisfied:
(1) Maintenance personnel directly related with airplane malfunction
(2) The flight safety and airplane non-payload the airplane
performance allowed.

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12.3 Training flight

12.3.1 General description
The pilot should be trained with different aircraft types according to
flight training syllabus. The flight training plan should include the
following information:
1) Airplane type；
2) The training item and requirement；
3) Training place；
4) Date；
5) Estimated time of departure, flight time and sortie；
6) The name list of the trainee.
12.3.2 Operational standard of the training flight
The dispatch of the training flight is executed according to airline
12.3.3 The application and arrangement of the training flight
1) The application
(1) The Flight Training Department collects all types training
requirement approved by TJA leader. Apply to the market and sales
department for training the crew and transmit to support departments;
(2) The Flight Training Department should organize the flight crew
resource management division, AOC plan coordinator, market and sales
department net program center and engineering department PPC to
open the coordinating meeting;
a) Flight standard and training center department is responsible for the
training the crew and personnel of the teaching group;
b) The market and sales department route flight course net program
center is responsible for the arrangement of the airplane adjustment
according to training airplane type requirement of Flight Training
Department;
c) The engineering department PPC adjust airplane operation plan and
arrange the training flight airplane according to the training airplane
type requirement of the flight standard and training center and airplane
adjustment situation of market and sales department;
d) AOC plan coordinator establishes the training plan according to the
training requirement, the training freight capacity arrangement of
Market and Sales and Engineering department, applies to the Army and
Control Party for the training flight. Promulgate the training
arrangement and guarantee order by the form of Scheduled Flight
Adjustment Requisition to the support units after receiving the official
reply;
e) The crew resource & management division of flight department
arranges suitable flight instructor, inspector and students and execute the

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training flight according to the training requirement of FOC plan

coordinator and the training requirement of the flight standard and
training center;
f) Flight Training Department is responsible for timely collection of
the process and advises every support department;
(3) The application for training a) For local training in Tianjin, the
Planning& Coordination Post shall contact Report Office of Tianjin
Airport completing coordination and informing training plan in advance,
and send/submit PLN telegraph one day before.
b) For training in Xi’an and Taiyuan, applies for training according to
the loacal control regulations.
c) In the other airports, AOC is responsible for sending fax to local
airport control office, associated ATC units.
d) Attain the approval and keep the copy.
2) Arrangement of training flight
(1) The Planning& Coordination Post shall issue the training plan
one day before.
(2) Inform the associated airport agency of supporting the training.
(3) If the training is delayed temporarily duo to certain reasons,
should issue the information to the units concern in advance
and notice the next information issue time.
(4) The crew resource management office or flight crew
adjustment office of the flight department arranges the flight
instructor, inspector and students as per the training plan and
requirements of The Flight Training Department.
12.3.4 The training flight execution
1) The flight instructor organizes the trainee to complete flight
preparation and execution according to the flight program, however
should comply with normal scheduled flight regulation.
2) The Flight Training Department is responsible for following the
training progress and informing the Operation Control Centre.
12.3.5 The dispatch load and balance of training flight
1) The Operation Control Centre coordinates with related Units and
gains the support from the support department to ensure the
successful execution of the training flight.
2) The flight instructor should ensure the correct refueling, if necessary;
add some balance weight to make sure the airplane conforms to the
weight balance limitation through the coordination between the
Operation Control Centre and related departments.
12.3.6 Training flight load limitation
Should not load payload.
12.3.7 Filling in the flight recording booklet (FLB).

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Adding all the flight circuits correctly is the important precondition to

ensure the accuracy of the fuselage data. Flight crew should fill in the
flight recording booklet (FLB) with information of the training flight
NO, flight time, the number of flight circuits, continuous takeoff and
landing and full stop.
12.3.8 Prohibited manoeuvres during training flight
Base training is one of means to perfect simulator training. But
maneuvers which potentially threaten flight safety, result in aircraft
damage or traffic collision, and minimum weather (according to
aircraft type and company operation minimum)and environment
conditions shall be prohibited during training flight, to include:
No. Maneuver
1 Accelerate to Vmo & Decelerate from Vmo;
2 Terrain avoidance;
3 TCAS: RA & TA;
4 Upset recovery;
5 Windshear;
6 One engine inoperative (real).

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12.4 Test flight (CCAR-121.159)

12.4.1 Requirements.
1) Aircraft has done special work and the airworthiness couldn't be
verified by ground test.
2) The other situations Maintenance engineering department considers
test flight necessary.
12.4.2 Operational standard of test flight
1) Test flight should be carried out during day time.
2) Flight-test dispatcher discharge is executed according to scheduled
flight operational standard procedure.
3) The takeoff landing standard of test flight
(1) Execute not less than NDB standard promulgated by this airport;
(2) If the NDB standard is not promulgated, execute according to the
promulgated VOR standard;
(3) Neither of the NDB and VOR standard is promulgated,
refer to other airport promulgated NDB or VOR standard and execute
under the approval of the chief pilot.
4) The takeoff, landing standard due to airplane navigation, engine and
control system test flight:
(1) visibility：
More than 3 kilometers.
(2) Ceiling（altitude）：Not less than 300 meters.
(3) Crosswind speed ：Crosswind component is no more than
10 nm/h.
(4) Break actions：The available runway brake actions report is
“good”.
(5) Others：There is no windshear and adverse weather, etc near
the airport according to the report.
Note: the takeoff landing standard at special airports should be added in
the NDB standard promulgated in this airport (not less than the above
standard) and could be executed after the approval of the chief pilot.
12.4.3 The approval of test flight
The test flight is brought forward by maintenance engineering
department and approved by general engineer, chief pilot and 01 person
on duty. If the chief pilot is unable to sign for approval, he should
authorize the person of flight department who is on duty on that day to
sign. The chief pilot is still responsible for the approval and should sign
his name afterwards.
12.4.4 The application and arrangement of test flight plan
1) Operation control department is responsible for the application and
arrangement of the test flight.
2) AOC is responsible for the test flight coordinating meeting, the

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personnel take part in should include:

(1) Maintenance personnel
(2) Flight members:
(3) Dispatchers.
12.4.5 The implement of the test flight
1) The monitoring of test flight airplane is executed as ensuring the
flight schedule execution procedure and provides the safety information
needed by the test flight.
2) The test flight must be equipped with experienced flight crew and
familiar with this type and technical personnel (if necessary).
3) The test flight should not be combined with other flight (as training
flight).
4) During the execution of the test flight, the Maintenance and
Engineering Department and the Flight Department should provide
technical support preparation at any time.
5) After landing, the flight crew should provide the test flight report to
the AOC or the Maintenance and Engineering Department.
12.4.6 The dispatch, load and balance of test flight
1) The maintenance engineering department, flight crew, Operation
Control Centre are responsible for security support work together. The
test flight can be carried out only when all the parties consider the flight
safety can be guaranteed.
2) Every preflight must do the calculation of weight and balance.
12.4.7 Test flight load limitation

Test flight should not load commercial load and non-related personnel.
12.4.8 Test flight fuel requirement
The alternate fuel quantity needed in the test flight is the fuel which can
fly about 45 minutes at the normal cruise fuel cost rate after reaching
above the divert airport at the normal cruise speed.
12.4.9 Test items.
It is necessary to do test flight if it conforms to any of the following
situations:
1) New delivery aircraft.
2) The repaired airplane after the serious damage.
3) The flight character may be altered after the refit of the airplane
4) The airplane is reported to be of great malfunction in flight character,
after maintenance.
5) Aircraft reports in strike, vibration, or turbulence, reason unknown.
6) Other test flight situations confirmed by the maintenance engineering
department.

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12.5 Certification flight (CCAR-121.159)

12.5.1 General principles
Prior to TJA newly bought type of the airplane, newly opened course
and execute RVSM, RNP, ETOPS, the bureau put forward the
requirement of test fight according to the requirement of operation
examination. The time to operate the test flight is at least 100hours
(among which 10 hours are for night flight). If CAAC approves the test
flight, test flight time can be reduced.
Except for the special approval by CAAC, some type of the airplane
first operated at the public aviation transportation or the airplane totally
changed, there should be 25 hours test flight (route airport flight
included). The above total changing refers to: change in the condition
that the whole power equipment type is not similar with installed power
equipment type or the airplane or spare part total influence flight
characteristics.
12.5.2 Certification flight working group
Is organized by the following personnel:
1) The group leader appointed by TJA；
2) Flight crew members
3) Maintenance personnel onboard；
4) Flight dispatchers;
5) Necessary other operation personnel.
12.5.3 Certification flight operational standard
Certification flight dispatch is executed according to airline operational
standard.
12.5.4 Flight planning, application and arrangement
1) Safety Supervision Dept. is responsible for the establishment,
declaration and disposal plan which can only be executed after
approval.
2) The certification flight plan is reported to the ATC units by Operation
Control Centre.
3) The flight crew members are arranged by the flight department.
12.5.5 Flight plan for the certification flight：
1) The purpose of certification flight.
2) The member name list of certification flight group;
3) The date and time of certification flight;
4) The airplane type and number;
5) Flight route includes：
(1) Departure;
(2) Destination;
(3) Flight Altitude;
(4) Turning Point;
(5) position reporting position;
(6) stopover;
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(7) alternate airport, etc.

6) Airport operation minimum standard；
7) The requirement of communication, navigation, fuel support and
divert airport;
8) The alternate scheme for every special conditions
12.5.6 Certification flight preparation
Except the completion of the normal preparation content, the flight crew
should prepare the following contents:
1) Be familiar with and understand the minimum safety altitude, terrain
and situation along the airline and airport.
2) Be familiar with and understand flight method, flight procedure and
flight regulations of the airlines and airports to be flew.
3) Be familiar with and understand the effective distance and precision
of the communication navigation equipment of the airlines and airports
to be flew.
4) Be familiar with and understand the support equipment and
equipment operations situation of the airport to be flew;
5) Be familiar and understand the runway, taxiing way, ramp,
navigation lights and sky clearing situations of the airport to be flew.
6) Be familiar with and understand the runway arrival, departure flight
procedure, approach procedure and visual approach procedure of ILS,
VOR, NDB instruments.
7) Test flight in international, district and special managed domestic
flight course should not be acquainted with and understand the above
situation but also understand the working hours of the frontier defense,
custom, joint inspected department and other related special regulations.
12.5.7 Performing a line certification flight
Executed by airline operation procedure
12.5.8 Certification flight support
Executed by airline operation support standard.
12.5.9 Required fuel
During the execution of certification flight, fuel and minimum
operational standard are executed according to this manual.
12.5.10 Certification flight requirement
1) The personnel who are nothing to do with test flight are allowed to
load. The mails, expresses and other commodities are permitted after
the approval of the bureau.
2) TJA support department should do the certification flight preparation
work according to their separate division of work. Check the preparation
work by Safety Supervision Dept.

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3) Test group should carry out flight preparation according to test

requirement:
(1) Do research on the characters the airlines flew and the
airports；
(2) Be familiar with the work, recording material and content of
certification flight requirement.
(3) Make clear of the flight crew division of work and cooperation;
(4) Establish the emergency situation alternate scheme ；
(5) Check and bring all the flight materials needed and related
tables stipulated.
4) During the implementation of the test flight, the flight crew should:
(1) Execution should strictly conform to approved certification flight
plan and content
(2) Do the data recording correctly according to the policy.
12.5.11 Flight record
After the completion of test flight task, the flight crew should hand in
the required record to Safety Supervision Dept. in time.

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12.6 Rescue flight

The rescue flight application, organization and execution according to
ferry flight procedure.

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12.7 Special plane flight

12.7.1 General principles
This support detail is constituted in order to enhance the professional level
of guaranteeing the special plane or appointed distinguished guests schedule
flight and increase the support capacity of TJA distinguished schedule flight,
according to the issued work details for special flight of civil aviation of
China by CAAC, to use the advanced support experience as a reference and
combined with TJA own actual situation.
12.7.2 The guidelines of special plane work :Safe flight, excellent
service.
12.7.3 The qualification requirement of special plane support
personnel
Reliable politics, excellent thought and style, strong responsibility and pass
through TJA political examination. The professional technical personnel
must possess the effective technical license issued by civil aviation charging
department.
12.7.4 The basic requirement of special plane work
Carry out work specific responsibility, meticulous plan, careful organization,
united command, strengthen coordination and cooperation and provide knight
service to ensure the safety and normal operation of the special plane and
complete the special plane perfectly.
12.7.5 Special plane category：
Special plane is divided into company private and nation special plane.
1) Company special plane The distinguished guest appointed by TJA
leaders (including the deputy of communist party deputy meeting, the
deputy of the CPPCC & NPC)
2) National special plane Refers to the regulation constituted by the Central
Committee of the Communist Party of China, State Council, Central
Military Commission of the P.R.C., the special planes which are taken by
the secretary -general of Central Committee of the Communist Party of
China、President of the People’ Republic of China、Chief Commissioner
of Standing Committee of the National People’s Congress、the Premier of
the State Council、President of the Chinese People’s Political
Consultative Conference (CPPCC)、President of the Central Military
Commission of the P.R.C.、Standing Member of Central Political
Bureau、Vice President of the People’ Republic of China and Presidents
of Foreign Countries、Mugwumps of Governments、highest leader of
the party in power;
12.7.6 The special plane support responsibility and trans-area function
division:
specail plane is organized by Operation Control Centre.
12.7.7 The deployment of the special plane task and the acquisition
1) Deployment of the special plane task
The unit acquired the special plane task (notification)-> Human
Resource and Administrative Dept. (report to leadership)->TJA
leaders(decide the special plane and other items)-> Operation Control

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Centre（organization）->departments(execution);
2) The information acquisition of the special plane
(1) The information of Tianjin Municipal Deputy is collected by theHuman
Resource and Administrative Department/Marketing and Sales
department;
(2)Other special plane distinguished guest information should be collected
by the unit which acquire special plane task ;
(3) Human Resource and Administrative department, marketing and sales
department and other related departments collect the information
tooperation control Dept. inoperation control Dept..
(4 Operation Control Centre notify the related units by “special plane
support working process dynamics notification”;
(5) Private information listed below:
a) The identification of the distinguished guest and name list of the
retinue ；
b) Date, airline and type of the plane ；
c) Other special requirement such as cabin class, food, cleaning.
d) If this special plane is special plane of “NPC, CPPCC” deputy,
the seats arrangement of the deputy should be included.
12.7.8 Special plane support details
1) Company special plane support flow：
Private support flow is divided into 4 steps as the organizing preparation,
guarantee preparation , execution of special plane, comment and appraise
stage
(1) Organization preparation stage:
a)Fulfill organizing support responsibility: be responsible by
operation control Dept., the detailed organization support work
should be put into effect in the related area control center by the
form of production operation order according to the flight course
arrangement and territory management principle, the work of
Haikou responsible area is responsible by the operation control
Dept..
b) Special plane task information notification. Follow special plane
privacy regulation,operation control Dept./area control center report
the special plane task to the TJA flight department, engineering
department, Safety Supervision Dept., market and sales department,
safety and monitoring department, market department, purchasing
department, related airport fuel company, flight management
department and TJA related office sales department abroad;
c) The establishment of private support leading group:operation control
Dept./area control center leads to establish the special plane support
leading group, fully charge and coordinate the special plane support
wok.operation control Dept./ area control center is its constant
official organization.
①Group leaderTJA administrative leader or his appointed The
responsible area.

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② Members：The managers ofoperation control Dept., flight

department, engineering department, Safety Supervision Dept.,
market and sales department , office, safety and monitoring
department,etc or the appointed personnel of TJA in responsible
area.
d) Organize the opening up of the first meeting of special plane support
leading group:
① Organizing departmentoperation control Dept.
② Conference content: Announce the establishment of special
plane support leading group;discuss the support emphases,
difficulties and solve it with coordination; establish special plane
support scheme according to practical situations of special plane
guarantee.
e) Time limit requirement:The whole work of this stage is completed
byoperation control Dept./ Safety Supervision Dept. 2 days after
receiving the special plane message. At the same time,operation
control Dept./Safety Supervision Dept. can do the compression
according to the task emergency degree.
(2) Support preparation stage:
a) Flight department must complete the following work:
① Arrange a examiner or more senior pilot as the Pilot-in-command and
double captain flight crew and equivalent technology grade alternate
crew and copy the flight crew name list to theoperation control Dept.;
② Is responsible by chief pilot/vice chief pilot who organize the
special plane crew and alternate plane crew and do the carry out the flight
beforehand preparation one day before the flight, fills the flight beforehand
preparation card.
b) Completion time limit: The work in this stage must be completed one
day before the execution of special plane.
(3) The implement stage of special plane ：
a) The Flight department must complete the following work 120 minutes
before the special plane execution:
①The PIC obtains the dispatch discharge document, lead the flightcrew
member to the appointed place and prepare item by item in the flight
preparation card. The chief pilot/ vice chief pilot should be present and
explains in the spot.
②The flight attendant complete the preflight preparation work according
the associated clauses in flight attendant group operation manual, after
completing the preparation in advance combined with the character of
this special plane service, arrives at the special plane spot.
The flight crew arrive the special plane spot and begin the preflight
preparation.
b) The related departments must complete the following work from 120
minutes preflight to 60 minutes preflight:
① complete the preflight preparation according to the stated procedure;
② Captain in command monitors the whole process of fuel fill.

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c) 60 minutes before takeoff to 40 minutes before takeoff, the followings

must be completed:
The flight crew, mechanic, and flight attendant another support units carry
out the preparation work again before flight. If anything missed, report to
the dispatch control center to coordinate.
(4) Comment and summarization:
After the completion of special plane, the related departments combined
with its own department support situation renewably do the research on
the completion situation of the support procedure carefully. Sum up the
experience, analyze the existing problems and put forward the improved
ideas and suggestions and report to the Safety Supervision Dept. in
written;
2) Nation special plane support flow
Be divided into 5 steps as organizing preparation, support preparation,
test flight preparation, private execution and summarization
(1) Organizing preparation: The same as 12.7.8 1)(1) clause (2) Support
preparation stage: The execution of guarantee preparation stage flow is
the same as 11.7.8 1) (2) clause regulation, but should add the following
guarantee stage:
(3) Test flight checking stage
a) Theoperation control Dept. should organize the flight department,
mechanic and dispatchers to do the test flight, the dispatch center/area
control center is responsible for the application of the test flight.
b) The chief pilot/ vice chief pilot of the special plane type, general
engineer, general dispatcher, private flight crew and alternate crew
appoint the mechanic and dispatchers to take part in the test flight.
c) The Security Dept. strictly examines the personnel who take part in the
test flight and prohibit any non-related personnel to get close to the
airplane.
d) Test flight check content:
① Check whether the airplane electrical, electronics system
technology parameters (especially the engines) satisfied with the
airworthiness requirement of special plane;
② Be familiar with the route situation and route weather
character;
③ The communication, navigation equipment working situation in
the take-off airport, stopover airport and route.
e) Test flight summary
After the completion of test flight, every department should
summarize the test flight, report to the leader of the special plane
group and submit a copy of that to Safety Supervision Dept. as a
record;
f) Completion time limitation: Must complete one day before the
execution of special plane task.
(4) Special plane implementation stage
As 12.7.8 1) (3) clause, but add the following support steps 2 hours before

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takeoff.
a) Special plane flight crew and mechanic open the seal together after
careful examination of special plane seal, lock of the airplane door
and landing gear.
b) The mechanic finally check the primary and alternate airplane, fill
the private examine and repair performance form (see appendix 16).
Report to management bureau airworthiness office for profile and to
the onboard mechanic for deposit after it was examined and
approved by the engineering manager.
c) The special plane mechanic should help the fuel company and the
flight crew to get some fuel which is sealed by dispatch control
center and kept it 3 days after the special plane task;
(5) Summarize and comment stage: As 12.8.8 1)(4) clause
(6) Remarks：as12.8.8 1)(5)clause

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12.8 Others
12.8.1 The test taxi
1) Any non-towing movement on the ground should be reported to
ATC.
2) The test taxi of the airplane is executed by this type of flight crew
and the admission order should be received before moving by
ATC.

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Flight Operations Manual
Rev.：130709

13.1 Definitions 13-1-1
13.1.1 RVSM（Reduced Vertical Separation Minimum） 13-1-1
13.1.2 RVSM Transition Air Space 13-1-1
13.1.3 Suspension of RVSM Operation 13-1-1
13.1.4 CAT I Navigation 13-1-1
13.1.5 CAT II navigation 13-1-1
13.1.6 TCAS 7.0 13-1-2
13.1.7 Strategic Lateral Offset 13-1-2
13.2 Required Aircraft Equipment for RVSM Operation 13-2-1
13.3 RVSM General Operation Rules 13-3-1
13.4 RVSM Flight Crew Operating Procedure 13-4-1
13.4.1 Preflight Preparation 13-4-1
13.4.2 Preflight External Inspection 13-4-1
13.4.3 Preflight Internal Inspection 13-4-1
13.4.4 Takeoff/ Climb 13-4-2
13.4.5 Before Entering RVSM Airspace and RVSM 13-4-2
Transition Airspace
13.4.6 Flight in RVSM Airspace 13-4-2
13.4.7 Post-flight Procedures 13-4-2
13.5 RVSM Emergency Procedures 13-5-1
13.5.1 Emergency Situation and Handling Principles 13-5-1
13.5.2 Emergency Procedures within Chinese Territory 13-5-2
13.6 Phraseology related to RVSM Operations 13-6-1
Chapter 13 RVSM page: 13-0-1

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13 RVSM
13.1 Definitions
13.1.1 RVSM（Reduced Vertical Separation Minimum）
Refers to the vertical separation reduced from 600 meters (2000 feet) to
300 meters (1000 feet) between 8900 M and 12500 M (included) in the
RVSM operation air space.
13.1.2 RVSM Transition Air Space
Transition space is from RVSM air space to non RVSM air space. The
transition air space is from 600 meters (2000 feet) vertical separation
RVSM air space to 300 meters (1000feet) vertical separation RVSM air
space, or leave from 1000 feet vertical separation RVSM air space to
2000 feet vertical separation RVSM air space, which is called RVSM
transition air space
If the local ATC temporarily announces to stop RVSM operation due
to weather and traffic conditions, keep the original vertical separation
from 1000 feet to 2000 feet; or ATC temporarily cancels RVSM
operation, airplanes change 2000 feet vertical separation to 1000 feet
vertical separation, vertical separation change in the same air space is also
called RVSM transition air space.
13.1.3 Suspension of RVSM Operation
Air traffic services will consider suspending RVSM procedures within
affected areas of Chinese FIRs when there are pilot reports of greater than
moderate turbulence. Within areas where RVSM procedures are
suspended, the vertical separation minimum between all aircraft will be
600 meters (2000 feet)
13.1.4 CAT I Navigation
CAT I navigation refers to all route operation or part operation are
within the standard route navigation equipment (VOR, VOR/DME, NDB)
which is regulated by ICAO. CAT I navigation also includes flight
operation over MEA GAP. The route operation in these area is called
CAT I navigation operation for the non-related navigation equipment.
CAT I navigation includes the operation with the usage of terrain marker
navigation or other navigation operations which do not rely on VOR,
VOR/DME and NDB.
13.1.5 CAT II navigation
CAT II navigation refers to other route operation except CAT I

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navigation. CAT II navigation refers to all routes operations and part

routes operations outside of standard route navigation equipment (VOR,
VOR/DME, NDB) service area. However, CAT II operation does not
include MEA GAP route operations.
13.1.6 TCAS 7.0
The main differences between TCAS 7.0 and previous versions are:
RVSM set in the airplane is 1000 feet between FL420 and FL200, the TA
warning will be triggered if the separation is less than 850 feet, RA
warning will be triggered if the separation is below 700 feet, vertical
speed change RA warning will be
triggered if the separation is below 600 feet.
13.1.7 Strategic Lateral Offset
Strategic Lateral Offset establishes 1 NM on the right side of the fight
heading.

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13.2 Required Aircraft Equipment for RVSM Operation

1)Two independent master altitude measurement systems Each system
should be combined by the following parts:
(1)Cross coupled static pressure system, the anti-ice capacity should
be introduced if the icing conditions exsist;
(2)The measurement of static pressure from the static pressure system
and transfer it the air pressure altitude and display the air pressure
altitude to the flight crew;
(3)The purpose of auto altitude reporting is to provide and display
digital code signal equipment of pressure altitude;
(4)Static source error correction could be carried out;
(5)Altitude auto control and warning reference signal is provide
through altitude measurement system.
2) One SSR with altitude reporting capacity（SSR） If only one is
equipped which must have the capacity to transfer to any altitude
measurement system
3) One set altitude warning system
4) One set auto altitude control system
5) ICAO recommended TCAS 7.0
6) RVSM key systems for E145
System Equipment Quantity
Altitude Measurement/ Air Date Computer (ADC) 2
Air Date System Pitot Probe 2
Auto Altitude Integrated Computer (IC) 1
Controlling System Guide Control Panel(GCP) 1
Altitude Warning Integrated Computer (IC) 2
System Guide Control Panel(GCP) 1
ATC Responder Integrated Communication 2
Packs
7) RVSM key systems for E190

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Altitude Measurement/ Air Date Pitot(ADSP)(function of 4
Air Date System SSEC)
NIC/PROC 3
Auto Altitude Transaction of Actuator Input and 4
Controlling System Output
Guide Panel(GP) 1
Altitude Warning System Transition Process Monitor 2
NIC/PROC 1 and 4
Guide Panel(GP) 1
ATC Responder Responder Module 2
Air Traffic Control and TCAS 2000 computer 1
Collision Avoidance
System
8) RVSM key systems for A320

Altitude Measurement/ Air Date Reference (ADR) 3
Air Date System Pitot Probe 3
Static Probe 6
Auto Altitude Controlling Display Management 3
System Computer (DMC)
Autopilot 2
Flight Control Unit (FCU) 1
Altitude Warning System Fault Warning Computer 2
(FWC)
ATC Responder Responder Module 2
Air Traffic Control and TCAS computer 1
Collision Avoidance System

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13.3 RVSM General Operation Rules

13.3.1 RVSM regulations are different within different countries and
areas. Such as emergency procedure, flight level set and transponder
and TCAS requirement. Read that carefully before flight and follow
strictly in flight.
13.3.2When the flight members receive the meter flight level from the
controller in Chinese air space, check the feet flight level in the “China
Civil Aviation Flight Level Set Standard Schematic” Refer to China
Civil Aviation Flight Level Set Standard Schematic.
Flight level table in Chinese areas
Westward 180-359 Eastward 000-179
Feet FL set by Meter FL set Meter FL set Feet FL set by

CREW by ATC by ATC CREW
Feet Meter Meter Feet
50900 15500 14900 48900
46900 14300 13700 44900
43000 13100
12500 41100
40100 12200 11900 39100
38100 11600 11300 37100
36100 11000 10700 35100
34100 10400 10100 33100
32100 9800 9500 31100
30100 9200 8900 29100
27600 8400 8100 26600

25600 7800 7500 24600
23600 7200 6900 22600
21700 6600 6300 20700
19700 6000 5700 18700
17700 5400 5100 16700
15700 4800 4500 14800

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13800 4200 390 12800

11800 3600 3300 10800
9800 3000 2700 8900
7900 2400 2100 6900
5900 1800 1500 4900
3900 1200 300 1000
2000 600 — —
FEET METER METER FEET
13.3.3 ATC Defined Flight Level
1) It is very important to maintain the ATC required flight level during
level off. The flight crew should pay special attention to ensure that the
ATC clearance is fully understood. Except the incident and emergency
situations, leave the ATC appointed flight level without the ATC
permission is unacceptable.
2) If the flight level deviation is more than 90 meters (300 feet) from
ATC, the pilot should immediately take actions to return back to the
allowed flight level.
13.3.4 Use of Autopilot
During the flight with no altitude change, the auto altitude control
system could be disconnected if airplane adjustment or in the turbulence,
the autopilot should be used in normal flight to maintain the flight
altitude.
13.3.5 Flight Level Change
When change in the permitted flight level, the aircraft in the appointed
flight level should be higher or lower than 150 feet (45 meters). Autopilot
is recommended to use in the RVSM air space flight, level off with auto
altitude control system altitude capture function. The pilots in the RVSM
air space should report when reach the appointed altitude except in the
ADS and radar environment.
13.3.6 TCAS Fault Warning Avoidance
The aircraft pilots could take the following method to reduce the fault
warnings introduced by airborne anti-collision system except for the
requirement from ATC:
1)Rate of climb or descent should not be higher than 1500 f/m
2)Use 500 to 1000 f/m rate of climb or descent when it is 1000 feet away
from the flight level.
3)When the climb/descent rate is less than 500 f/m, the pilot should report
to the ATC to re-estimate the arrival time to the permission altitude.

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13.3.7 Lateral Offset

1) After reaching RVSM airspace between 8900 meters and 12500 meters
with FMS offset and GPS navigation, fly along the route or airway,
deviate 1 NM to the right
2) During route deviation, no necessary to report to the ATC.
3) Flight crew should be approved by ATC in the airway deviation.
4) After leaving RVSM airspace, the flight crew should cancel the offset
return back to the centerline and route.
13.3.8 Altimeter Check and RVSM Operation Log Book
1) The altimeter should be checked according to the preflight procedures.
Pilots should cross check the main altimeters before entering RVSM
airspace and RVSM transferring airspace and near the Category II
navigation areas entrance (e.g. Leaving coastline).
2) The differential between the two main altimeters should be not more
than the minimum value of 60 meters (200 feet) or the value regulated
in the manual, which is less. If it indicates over this limit, the altimeter
failure should be reported to ATC. The differential between the main
altimeter and alternate altimeter should be recorded in case of
emergency.
3) The altimeter that is used to control flight level should be selected to
input altitude signals to transponders which sends altitude message to
ATC in normal situations.
4) RVSM operation log book should be filled before each check.
Registered NO.
Pressure Setting
Right Altimeter
Left Altimeter
Flight NO.
between75
between75
Difference
Difference
Departure
Elevation
QNH
Date
QFE
or

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Transition level, check altimeters and baro setting
Sat and temp.

Cruise record
deviation
altimeter
altimeter
altimeter
Xponder
per hour
Standby
position
setting
Baro
Diff.
time
200
AP
&
R
L
Near RVSM
airspace
Or in
RVSM
transition
airspace
Or in
RVSM
airspace
Note: The difference between airport elevation and main altimeter can not
less than 75 feet, while the altimeter reading difference during
RVSM can not more than 200 feet.
13.3.9 The Emergency Operating Procedures Regulation in RVSM
Airspace
Pilots should notify ATC of the emergencies that influence the cleared
flight level (CFL) (e.g. System failure, weather conditions), and discuss
the operation plan with ATC. The flight crew must report to ATC in the
following situations in flight:
1）RVSM cannot be performed because of system failure.
2）Loss of redundancy of altitude measuring system；
3）The turbulence that affects the ability of maintaining altitude.
4）The difference of two main altimeters is 200 feet.
5）The offset distance is 300 feet from ATC cleared flight level.
The flight crew should report to the company about further information
within 24 hours.
13.3.10 Technique Recording Log
Pilots should provide enough detailed information about the related
altitude maintaining system failure so that the maintenance staff can
effectively solve the problem and repair the systems. The problems that
appeared and the procedures that flight crew performed to separate and
remove failures should be clearly noted down. If applicable, the
following should be noted：

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1)The indicating values of main altimeter and alternate altimeter.

2) The setting of altimeter selector.
3)The setting of altimeter adjusting scales window.
4）The difference between the autopilot that is used to control the aircraft
and the alternate systems.
5)The difference of altimeter indications when selecting alternate static
probes.
6)The use of air data computing selectors during analyzing failure.
7)The difference between selecting the responder that sends altitude
message to ATC and manual selecting alternate responder or altitude
data source.
13.3.11 The Operational Altitude Difference of RVSM
The flight crew should report to the company in 24 hours
The total vertical difference is more than 300 feet in flight;
The difference of altimeters measuring system is equal to or more than
245 feet in flight;
The difference is equal to or more than 300 feet from the cleared flight
level in flight；
1) Air crew should report to the company in 24 hours. When deviation
from the assigned flight level is greater than 300ft, flight crew should
fill out the RVSM AIRSPACE LARGE DEVIATION REPORT which
should be handed to Operation Control Dept. with other flight
documents.
2)Flight department call in air crew to hold reviewing conference, which
concludes experience and arrange extra training measures.(If
necessary).
13.3.12 The Regulations about Non-approved RVSM Aircraft Operation
in the RVSM Airspace.
13.3.12.1 Non-approved RVSM aircraft cannot fly between the planned
flight levels regulated by RVSM. The following aircraft can fly
between the regulated RVSM flight levels after special consultation
1)Aircraft that is first delivered to registered countries and operators
2)The aircraft that has been approved for RVSM operation before, in
order to satisfy the RVSM requirement or get the approval, the aircraft
is under maintenance after the equipment failure
3)Aircraft that is used to deliver alternate engines hanged under wing
4)Aircraft that is used for charity and humanitarianism
5)Country aircraft (aircraft that is used for military, CIQ and police is
called country aircraft)
13.3.12.2 The RVSM approved aircraft has priority over non-approved
aircraft during flight level assignment.

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13.3.12.3 The minimum vertical separation of non-approved aircraft from

the other aircraft is 2000 feet in RVSM flight level；
13.3.12.4 Non-approved aircraft should use the terminology in section 6
during flying in RVSM flight level；
13.3.12.5 Non-approved aircraft can fly over flight level 410 or below
flight level 290
1)Do not climb or descend at the speed of less than the normal rate.
2)When flying through RVSM operation level, do not level off in the
intermediate level.
13.3.13 Regulations about Delivery of the Aircraft that can Perform
RVSM Operation
The aircraft that is in accordance with RVSM regulations can fly in
RVSM airspace after delivery. The flight crew must get RVSM policies
and procedures training of related airspace.
13.3.14 The flight crew who perform RVSM must be those who have
finished RVSM training according to the syllabus.

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13.4 RVSM Flight Crew Operating Procedure

13.4.1 Preflight Preparation
13.4.1.1 Confirm that the aircraft is approved to carry out RVSM.
Confirm it by referring to Operation Criteria of our company.
13.4.1.2 Confirm that “W” is written in the 10th column on ICAO flight
plan to indicate that RVSM has been approved.
13.4.1.3 Read AIP or JEPPESEN carefully, for each country or each
area’s special regulations of RVSM operation in the flight plan route
and alternate route, such as emergency procedures, designated flight
levels and transponder TCAS requirement etc. Analyze and confirm
these special regulations influence on flight.
13.4.1.4 Read the report and weather forecast of route weather condition,
and analyze the weather report and forecast which will possibly
influence RVSM operation (for example, turbulence, icing).
13.4.1.5 If the known aircraft has fault remaining items, check it is in
accordance with the requirements of MEL and RVSM operation. And
check the items which should be noticed by flight crew by using MEL
related items.
13.4.1.6 If there is an aircraft operation limit related to RVSM
airworthiness approval for special aircraft group, analyze and confirm
the influence of this limit on flight, and comply with this operation
limit.
13.4.1.7 Confirm the emergency procedures during RVSM region
operation with dispatcher when the aircraft has emergency situation or
the weather condition which will influence the flight ability to maintain
flight level appears. Make dispatch decision with dispatcher together.
13.4.1.8 Receive RVSM Operation Log Record
13.4.2 Preflight External Inspection
During aircraft External Inspection, to check the damage condition on
the fuselage around the static port (which will be RVSM critical area), red
right angle is marked around fuselage static port. Check that whether
there is obvious damage on static port, TAT probe, pitot/static probe and
AOA sensor or not. Pay attention to the static source and the skin
condition near each static source, for example icing, scrape, sunken skin
and any other parts which will influence the altitude measuring system
accuracy(This check is carried out by maintenance personnel and they
will record the check result in the technical log, then report it to the
captain directly). If maintenance didn’t do the check, captain should
check it with the duty maintenance personnel to clarify the condition of
the equipment related to RVSM operation and maintenance actions.
13.4.3 Preflight Internal Inspection
13.4.3.1 Check for aircraft equipment and maintenance log
Confirm that the equipments needed in RVSM airspace flight
(altimeter, autopilot, altitude measurement, warning system and TCAS)
must be available. Confirm that the weaknesses of the needed equipments

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has been given the maintenance actions and repaired. They shouldn’t
influence the good condition of the needed equipment for RVSM flight
according to MEL dispatching items. Before flight, if there is any fault
indication for RVSM flight needed equipment, actions must be done to
solve it.（taxi back to apron, report it to maintenance personnel and flight
dispatcher on duty）
13.4.3.2 Check for Altimeter Indication Error
Set the altimeter correction according to the QNH in the local airport.
The difference between the local airport elevation and the indication on
altimeter should not exceed 23 meters (75 feet).for the airport with QFE
as reference, set the altimeter correction to the QFE at that time in the
local airport, and the altimeter should indicate zero. The indication error
should not exceed 23 meters (75 feet). Altimeter setting should comply
with the related requirements in flight operation manual. Record left and
ring altimeter indication in the computer flight plan. Fill the RVSM
Operation Records.
13.4.4 Takeoff Climb
When aircraft pass transition altitude, set the two main altimeters on
STD (1013.2hpa), and set the backup altimeter to 1013.2hpa as well.
When reaching the cleared flight level (CFL) for the first time, the pilot
should check the altimeter again to see whether it has been set to
1013.2hpa or not. Fill the RVSM Operation Log Book
13.4.5 Before Entering RVSM Airspace and RVSM Transition Airspace
Before the aircraft enter into RVSM airspace, the following
equipments should work normally:
1)Two main altitude measuring systems
2)One automatic altitude controlling system
3)One altitude warning system
If there is any required equipment failure, aircraft pilot should apply
for new clearance to avoid flight in this airspace.
Note: confirm the requirements for aircraft transponder when operating
in RVSM airspace in each plan. Confirm the requirements for transponder
in the transition airspace near RVSM airspace. Fill the RVSM Operation
Records.
13.4.6 Flight in RVSM Airspace
13.4.6.1 Flight crew should pay more attention when changing altitude,
listen clearly and understand ATC cleared altitude. When doing the
altitude changing clearance, make sure the flight crew’s crosscheck and
confirmation. When changing altitude, use the action carefully to avoid
fault TCAS warning.
13.4.6.2 Crosscheck the altimeter and the working condition of other
RVSM flight needed equipments at least once for each hour. RVSM
Operation Log Book need be filled in.
13.4.7 Post-flight Procedures

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13.4.7.1 Fill in Technical Log Carefully if Needed.

13.4.7.2 Report the abnormal situations in flight to the company if
needed.

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13.5 RVSM Emergency Procedures

13.5.1 Emergency Situation and Handling Principles
13.5.1.1 Emergency Situations
The emergency situations in RVSM operation region mainly refer to
the cases which will influence the aircraft’s altitude maintaining ability.
The reasons of these events are as following:
1) Aircraft equipment faults;
(1) Pressurization faults;
(2) Autopilot, Auto Altitude Control System faults;
(3) Aircraft performance or other faults which affect aircraft
performance (eg: one engine failure);
(4) Any other equipment which affect maintaining CFL ability;
(5) Responder failure.
2) Weather condition
(1) Severe turbulence, wake
(2) Adverse weather
13.5.1.2 Handling Principles
1) The captain has the right to decide the action to be taken according to
the situation at that time, and can make the final decision on flight
safety, but be responsible for the decision.
2) Flight crew should report the emergency situation to ATC as soon as
possible. Before deviate from the designated route or flight level,
obtain the clearance from traffic control. Use distress or emergency
signals if necessary.
3) Don’t give up any possible ways to contact ATC without stops until
obtain the clearance when they can’t follow ATC clearance or can’t
obtain ATC clearance. The flight crews are allowed to take actions
before obtaining ATC clearance.
4）If cannot receive the corrected ATC clearance in time but need to take
actions to avoid the conflict with other aircraft, the flight crew should
take actions and fly at the altitude where it’s less possible to encounter
other aircraft. Flight crew can decide to leave RVSM flight level (the
vertical space for ocean flight airspace general will be between
FL290-410). That will reduce the possibility to conflict with other
aircraft.
5)Flight crew should report the reason that cann`t maintain RVSM
operation except emergency descent is needed immediately(such as
one engine failure or depressurization rapidly). Flight crew and ATC
make decision together and take appropriate safety action in
accordance with the current condition (such as system failure or
turbulence) .
(1)For system failure, in order not to affect the altitude maintaining
ability and tiny error, the safety action for flight crew is maintain the

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current altitude and routes. ;Flight crew and ATC notify the latitude
error and keep the distance.
(2)For system severe failure , if the airplane can not keep the altitude
maintaining ability and serious error is existed, it is safety for flight to
change flight level and route, with the ATC correction order.
6）Report to person on duty of TJA Operation Control Dept. by using
communication equipment (satellite communication), and obtain
necessary assistance.
13.5.2 Emergency Procedures within Chinese Territory
Pilots should notify ATC the emergency situations (for example,
equipment failure, weather condition) which will influence the ability to
maintain the designated flight level and coordinate with the controller for
the action plan. Pilots should be familiar with the pilot and controller’s
emergency procedures under emergency situation, when the aircraft is in
one of the following situations, pilots should notify ATC in time.
1)Do not comply with the RVSM operation requirements due to
equipment failure.
2)Loss of redundancy for the altitude measurement system.
ATC must be notify, when pilot fly in RVSM airspace by following
instrument flight rules, and encounter severe turbulence which will
influence altitude maintaining ability then deviate 90 meters (300
feet)from the designated flight level or any other situation above. After
flight, report the deviation to the local safety supervision administration
office.
13.5.2.1 Emergency Handling Procedure: Encounter Adverse Weather
and Aircraft System Failure.
The initial actions taken by pilot should be as follows, when the
designated flight altitude from controller cannot be maintained and
aircraft altitude maintaining performance cannot be determined.
Notify controller and request the following assistance.
1) Try to maintain the flight altitude cleared by controller, and evaluate
the situation at that time.
2) Observe air traffic by visual or using TCAS (if installed)
3) Turn on exterior lighting to warn the other aircraft nearby.
4) Report aircraft position, flight altitude and crew action intention at
121.5 MHz(1 23.45MHz among pilots can be used as backup)
13.5.2.2 60 Meters (200 feet) Altitude Deviation due to Severe
Turbulence and/or Mountain Wave

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Pilot: ATC:
When encountering 60 meters Evaluate the traffic condition to
(200feet) altitude deviation or determine whether the aircraft can
above due to turbulence and/or be spaced or not by providing
mountain wave, pilot should report lateral, longitudinal and increase
to controller “can not maintain vertical separation methods. If
RVSM due turbulence” permissible, use appropriate
If controller doesn’t give minimum separation.
clearance, request ATC clearance Report flight conflict to the pilots
to avoid traffic nears this altitude. Give new air traffic clearance;
Apply for altitude change if instruct the aircraft to change flight
needed. altitude.
Report turbulence and/or Report it to other aircraft.
mountain wave’s position and
serious degree to the controller.
13.5.2.3 Encounter mountain wave. Encounter the mountain wave which

will not lead to a 60 meters (200 feet) deviation or above. The
following procedures are used to instruct pilots to do the handling
procedures when encounter light mountain wave.
Pilot should: ATC should:
Report to controller that we Report the air traffic conflict at
encounter the mountain wave the nearby altitude to the pilot.
Report the position and serious If pilot require, direct or guide the
degree of the mountain wave to aircraft to avoid the other aircraft
the controller. near this altitude if air traffic is
Apply for flight altitude change permitted.
or deviation from the planned Direct the aircraft to change flight
route if needed. level if air traffic is permitted
Report it to other aircraft.
13.5.2.4Encounter Wake Turbulence

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Pilot should: Controller should:
Report to the controller and Give radar vector and altitude
apply for radar vector, and change clearance. If possible, carry
altitude change. If possible, carry out lateral offset; instruct the aircraft
out lateral offset, aircraft offset to to offset to the right side 1-2 miles
the right for 1-2 miles. (if situation permitted).
13.5.2.5 “Maintaining RVSM is impossible for equipment reasons”.

Automatic altitude control system, altitude warning system or all
master altimeter failure.
Pilot will: Controller will:
Report controller “cannot Provide the aircraft with 600
maintain RVSM due equipment” meters (2000feet) vertical
Apply to controller for RVSM separation or use appropriate
airspace leaving clearance unless lateral separation.
operation situation permit other Instruct the aircraft to leave
methods. airspace, unless operation
Consider to announce aircraft situation permitted other methods
emergency situation, report failure (for example, if the air traffic is
and action intention to controller. not heavy, controller may permit
If controller provides lateral it maintain in the RVSM airspace,
longitudinal or normal vertical and provide 600 meters vertical
separation, maintain the designated separation.)
flight altitude.
If ATC can not give enough
separation with other aircraft,
request climb or descent to the flight
level outside RVSM airspace.
13.5.2.6 One Primary Altimeter Still in Normal Operation Status
Pilots will： ATC will：
Cross check the standby Confirm that they have been notified
altimeter. that the aircraft is now operated with
Notify ATC that the flight is one primary altimeter（. Note：Now the
based on one primary altimeter aircraft can still be operated within
currently. RVSM space, unless the aircraft
Take actions according to reports that “unable to maintain RVSM
“All primary altimeters failure” due equipment reason”）
procedure if the accuracy of Inform that the aircraft is operated
primary altimeters can not be with one primary altimeter while
confirmed. handing over the control to the next
ATC controller or control unit.

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15.5.2.7 Transponder Failure

Pilots will： ATC will：
Report ATC and request to Consider allowing the aircraft
continue the operation on cleared continue the operation on cleared
altitude. Report while position altitude, and clear other aircraft to
recovered. maneuver when necessary.
Comply with ATC clearance if Give a new ATC clearance if
ATC gives a new ATC clearance. necessary.
13.5.2.8 Emergency Decent or Altitude Change.
Pilots can change flight level When it is necessary to change flight level
while the aircraft is encountered with failure, icing condition or
thunderstorm area circum-navigation.Note: This emergency descent
procedure is the normal procedure, if there are terrain, airspace limit area
and airline structure requirement, especially there is a minimum safety
limitation in the route (airline) (such as L888, B213, B215) or the
limitation area and dangerous area and the detailed requirement for the
flight operation (emergency descent after depressurization). Decide to
execute procedure according to the situation, report the controller in time.
Pilots： ATC：
Report ATC the exact position of the Must define clearly the
aircraft, and request another assigned flight changed altitude and
level. the segment and
The captain can decide to change the duration of the
original assigned FL when the aircraft is changed altitude when
encountered an emergency, but he must he clears an aircraft to
report to ATC and be responsible to the change altitude.
decision. the method of changing FL is:
right turn 30 degrees from the aircraft current
heading, and proceed with the new heading
20 kilometers, and then left turn to parallel
the original route, climb or descend to a new
altitude, then return to the original route (as
appropriate).
Note:turning back to the original routemay
cause conflict with other aircraft.
Establish communication with vicinity
traffics via broadcasting and transmit a
warning message, report squawking, FL,
exact position and intention with current
frequency and 121.5 Mhz as appropriate (the
air to air frequency between pilots, 123.45

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MHz, can be used as a backup)；

Visually observe air traffic；
Turn on all exterior lights of the aircraft.

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13.6 Phraseology related to RVSM Operations

DEFINITION COMMUNICATION TERMS
ATC COMFIREM AIRCRAFT （ AIRCRAFT CALL SIGN ）
IS APPROVED FOR RVSM COMFIRM RVSM APPROVED
OPERATION：
AIRCRAFT PILOTS REPORT NEGATIVE RVSM
THAT RVSM OPERATION IS
NOT APPROVED：
i. The first call on any frequency
in the RVSM AIRSPACE (ATC
will read back the same phase)，
ii. When ATC clearance related to
flight level change is requested in
RVSM AIRSPACE；
iii. When ATC clearance related
to flight level change is read back
in RVSM AIRSPACE.
Additionally, except the state
aircraft, this term should be
included when aircraft pilots read
back a flight level clearance
related to vertically crossing 8900
meters (29000 ft) or 12500 meters
(41000 ft).
Note：ATC must confirm clearly
that he has received the report
that the aircraft is not approved
for RVSM operation.
AIRCRAFT PILOTS REPORT AFFIRM RVSM
THAT RVSM OPERATION IS
APPROVED.
USED BY STATE AIRCRAFT NEGATIVE RVSM STATE
PILOTS NOT APPROVED FOR AIRCRAFT
RVSM OPERATION TO
REPORT THAT RVSM
OPERATION IS NOT
APPROVED WHEN THEY
ANSWER “(CALL SIGN)
CONFIRM RVSM APPROVED”
REFUSE TO APPROVE INTO （ CALL SIGN ） UNABLE
RVSM AIRSPACE ISSUE CLEARANCE INTO RVSM
AIRSPACE, MAINTAIN [OR
DESCEND TO, OR CLIMB TO]

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FLIGHT LEVEL （DIGIT）

PILOTS REPORT THAT UNABLE RVSM DUE
SEVERE TURBULENCE TURBULENCE*
AFFECTS RVSM ALTITUDE
HOLD REQUIRED
PERFORMANCE OF
AIRCRAFT
PILOTS REPORT THAT UNABLE RVSM DUE EQUIPMENT
AIRCRAFT EQUIPMENT
RATING HAS DEGRADED
BELOW THE MASPS
REQUIRED FOR FLIGHT IN
RVSM AIRSPACE.
WHEN EQUIPMENT OR READY TO RESUME RVSM
WEATHER RELATED
EMERGENCY BECAME
NORMAL, AIRCRAFT PILOTS
REPORT FLIGHT IN RVSM
AIRSPACE CAN BE
RESUMED.
REQUIRE AIRCRAFT TO CONFIRM ABLE TO RESUME
CONFIRM THAT RVSM RVSM
APPROVAL STATUS
RESUMED OR PILOTS
READY TO RESUME RVSM
OPERATION.
ATC CONFIRMS THAT REPORT WHEN ABLE TO
AIRCRAFT IS APPROVED RESUME RVSM
FOR RVSM OPERATION
AGAIN, OR CONFIRMS THAT
PILOTS IS READY TO
RESUME RVSM OPERATION
GENERAL TERMS OF ADVISE IF ABLE TO PROCEED
LATERAL OFFSET PARALLEL OFFSET;
PROCEED OFFSET (distance)
RIGHT OF (route)(track)[CENTRE
LINE] [AT (significant point or time)]
[UNTIL (significant point or time)];
CANCEL OFFSET (instructions to
rejoin cleared flight route or other
information).

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14.1 Background 14-1-1
14.2 Definition 14-2-1
14.2.1 RNAV 14-2-1
14.2.2 PBN 14-2-1
14.2.3 Global Navigation Satellite System 14-2-1
14.2.4 Airborne Augment System 14-2-1
14.2.5 Receiver Autonomous Integrity Monitoring 14-2-1
14.2.6 DME/DME（D/D）RNAV 14-2-1
14.2.7 DME/DME/ IRU（D/D/I）RNAV 14-2-1
14.2.8 Key DME 14-2-2
14.2.9 RNAV routes 14-2-2
14.2.10 RNAV procedure 14-2-2
14.2.11 Flight Technical Error（FTE） 14-2-2
14.2.12 PEE 14-2-2
14.2.13 General system error 14-2-2
14.3 Airborne Equipment Functional Requirements 14-3-1
14.3.1 System precision 14-3-1
14.3.2 Navigation sensor 14-3-1
14.3.3 Function standard 14-3-1
14.3.4 Airborne Equipment Functional Requirements 14-3-1
14.4 Flight Procedure 14-4-1
14.4.1 Pre-flight Planning 14-4-1
14.4.2 General operational procedure 14-4-2
14.4.3 RNAV DP Special Requirement 14-4-4
14.4.4 Special requirements of RNAV STAR 14-4-5
14.5 Emergency Procedure 14-5-1
14.6 Event Report 14-6-1
14.7 Navigation error analysis 14-7-1
14.8 RNP Operation in Terminal Area and for Approach 14-8-1
14.8.1 PBN Navigation Specification Applicable for 14-8-1
Approach
Chapter 14 RNAV page: 14-0-1

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14.8.2 Relevant Definitions 14-8-1

14.8.3 RNP Operation Requirements in Terminal and 14-8-3
Approach Areas

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14. RNAV Operation

14.1 Background
On the basis of combination of RNAV and RNP operation practice
from the different countries and regions, ICAO put forward the
PBN concept and standard, as the basic guide line for flight
operation and navigation technique development. PBN concludes
series of different navigation technique application such as RNAV
and RNP etc, and contains all the flight phase from routes to
approach landing. It aims at to provide the worldwide accordant
airworthy requirements and the standard of operation approval by
fully using airborne equipment and navigation system of modern
aircraft.
RNAV1 and RNAV2 is a sort of application of ICAO PBN

navigation technique，generally be used in the routes and terminal
area flight with radar surveillance and direct RT communication.
RNAV1 and RNAV2 have the same requirements to the aircraft
airworthiness，but there are some differentia to the operation
requirements.

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14.2 Definition
14.2.1 RNAV. A method of navigation which permits aircraft flying
along any expected path in the navigation signal covering area,
or in the ability restriction of airborne equipment or
combination of the two. RNAV request meeting the stated
accuracy within 95% of the flight time.
14.2.2 PBN is based on the performance. PBN prescribe the aircraft
flying system performance in designate area or along the ATS
flight path, instrument procedure, including navigation
accuracy, integrality, usability and function as needed.
14.2.3 GNSS (Global Navigation Satellite System). GNSS is the
current glossary of satellite navigation, providing worldwide
position, speed and time service. It consists of one or more
secondary planet constellation, airborne receiver and monitor of
keeping the system intact, etc. It includes American GPS,
European Galileo, Russian Glonass, Chinese Compass, SBAS
and GBAS etc.
14.2.4 ABAS (Airborne Augment System). ABAS is a sort of system
to enhance and (or) combine the information from GNSS
system by using airborne information.
14.2.5 RAIM (Receiver Autonomous Integrity Monitoring).RAIM is
the most common way of ABAS. It use GPS signal or utilize air
pressure altitude to confirm the GPS navigation signal is in
good condition. This technology is realized by examining the
coherence of redundant illusory distance measurement. The
receiver/ processor execute RAIM function, and need to receive
at least another secondary planet signal which have suitable
geometry configuration.
14.2.6 DME/DME（D/D）RNAV. RNAV is that to confirm aircraft
position through at least two DME station.
14.2.7 DME/DME/ IRU（D/D/I）RNAV. RNAV is that position
through using at least two DME station and IRU can provide
enough orientation information in the interspace area covering
by DME signal.

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14.2.8 Key DME. If some DME is not available, DME/the situation

that DME can’t provide navigation services which are satisfy
routes or procedure requirements will be leaded. This DME
station is called key DME. Eg. If terminal area RNAV
instrument departure procedure and standard arrival procedure
can only use two DME, the two DME station are both off
DME.
Here assumes that aircraft RNAV system satisfy the minimum
standard of DME/DME system stated in accessory 1 of the
announcement, or DME/DME/IRU system minimum standard
stated in accessory 2 of this announcement.
14.2.9 RNAV routes. The routes are delimited according to RNAV

flight method.
14.2.10 RNAV procedure. RNAV instrument departure procedure or
RNAV standard terminal area arrival procedure.
Instrument departure procedure (DP). Instrument departure
procedure is published IFR procedure ， providing obstacle
clearance protection from terminal area to route.
STAR (Standard Instrument Arrival) procedure. Standard
terminal area arrival is published IFR air traffic control arrival
procedure, providing transform from route to terminal area.
14.2.11 FTE (Flight Technical Error). The precision of aircraft control
is according to indication position and fixed or expected
position differences. FTE don’t include error which is caused
by incorrect operation.
14.2.12 PEE. It’s the deviation value of estimated position relative to
actual position.
14.2.13 The general system error. It’s the deviation of actual position
relative to expected position. The general system error equals to
the vector sum of flight path definition error, FTE, PEE.

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14.3 Airborne Equipment Functional Requirements

14.3.1 System precision
14.3.1.1 RNAV1 requires that the general system error should be
equal to or less than 1NM within 95% of the flight time.
RNAV2 requires that general system error should be equal to
or less than 2NM within 95% of the flight time.
14.3.1.2 RNAV2 generally be used in routes operation except for
special regulation. RNAV permits 1.0NM (95%) FTE.
14.3.1.3 RNAV1 is used in all RNAV DP and STAR. RNAV1
operation permits 0.5NM (95%) FTE.
14.3.2 Navigation sensor
Navigation operation is based on the RNAV equipment which
can ensure aircraft horizontal position automatically. Aircraft
acquire position information by using the following
navigation sensor (no special sequence).
14.3.2.1 Navigation system which is accord with the demands (notes)
of CAAC, and based on GPS/GNSS.
14.3.2.2 DME/DME RNAV equipment according with the demand
(note) of CAAC.
14.3.2.3 DME/DME/IRU RNAV equipment according with the
demand (note) of CAAC.
14.3.3 Function standard
RNAV equipment according with the demand (note) of
CAAC.
Note: the demand of CAAC refers to AC-91FS-2008-09
《Operation guide of RNAV1 and RNAV2 enroute and in
terminal area》
14.3.4 Airborne Equipment Functional Requirements
14.3.4.1 There is a Course Deviation Indicator (CDI) and a Horizontal
Situation Indicator (HSI) integrated with Lateral Deviation
Display and TO/FROM Indication and Fault Indication.
14.3.4.2 On the primary navigation display, it is possible to display
continually the RNAV calculated Desired Track (DTK) and
the aircraft position corresponding to the track to the pilot
flying.
14.3.4.3 There is a method for the PNF (pilot not flying) to confirm
the desired track and the aircraft position corresponding to the
track.

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14.3.4.4 There is a present effective NAV database published by

CAAC, and from which it is possible to find the RNAV
procedure in use and then load the procedure into the RNAV
system. There is a method to display the validity of the NAV
database to the flight crew. There is a method to search and
display waypoint and navaid related data stored in the NAV
database.
14.3.4.5 Be able to display the name, distance, bearing and time of the
in use NAV source and present active waypoint within pilot’s
primary view or on the MCDU pages. There is also a method
to determine the performance of NAV system.
14.3.4.6 Be able to tune the VOR and DME automatically for the
position updating, and to inhibit the auto-selection of navaids.
14.3.4.7 RNAV system should be able to select or cancel the NAV
source automatically, to perform the reasonability and
integrity checks, and to override or de-select manually.
14.3.4.8 Be able to perform the database procedure, including
over-flying and bypassing of the turn of waypoint.
14.3.4.9 Be able to complete the flight of all phases, and keep the track
consistent with the following ARINC424 path ending codes:
IF
TF
CF
FA
DF
14.3.4.10 Be able to provide RNAV system (including related NAV
source) FAULT indication within pilot’s primary view.
14.3.4.11 For systems with multi NAV sources, be able to switch to
standby NAV source if primary NAV source fails, and which
will not prevent the manual selection of NAV source.

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14.4 Flight Procedure

14.4.1 Pre-flight Planning
14.4.1.1 During the pre-flight planning stage, verify that the operation
(including any non-RNAV emergency procedure) required navaids
are available in the period of predicted operation. Verify that there
are necessary airborne NAVAIDS for the operating route
available. The airborne navigation data should be applicable to the
area of operation, and include navaids, waypoints and original,
destination, and alternate airports.
14.4.1.2 During the pre-flight planning, write an “R” at Item 10 and
indicate PBN/approved navigation ability at Item 18. For
example, PBN/C2C3D2D3 for E145, PBN/C2C3D2D3S2 for
E190 and PBN/C1D1S2 for A320.
14.4.1.3 Dual RNAV systems must be verified to be available if the
airspace authority in charge regulates that a specific RNAV
procedure requires dual RNAV systems in the AIP.
14.4.1.4 The GPS receiver should be verified to be functioned with RAIM,
and the latest notification of the detailed satellite unavailable
information should be obtained.
14.4.1.5 To the navigation which based on DME, the NOTAM and related
information should be checked; the usability of key DME should
be confirmed. The flight crew should evaluate navigation ability
which under the condition that Key DME is inoperative in flight
(maybe should fly to alternate destination).
14.4.1.6 Airborne NAV database must be effective, and is suitable for
planning operation area, including terminal area flight procedure
and route of takeoff airport, destination airport and alternate
airport of NAVID, way point and code.
Note: It must be verified that NAV database is effective in flight.
If the AIRAC changes in flight compare between electrical data
and paper data can be adopted in order to the accuracy of NAV
data and applicability of NAVID.
An acceptable way is that to confirm the change of waypoint by
comparing the new and old chart before the dispatcher clearance.
The database can not be used if the publicized chart is different
from the database.
14.4.1.7 If GNSS equipment is not be fixed, the NAV system must update
position by using DME/DME/IRU.
14.4.1.8 The Operation Control Dept. should use RAIM prediction
information provided by Air Traffic Control unit, may also use the
prediction function of the RAIM prediction software or receiver
with specific mode to satisfy the RAIM requirements. If it is
predicted that the RAIM loss of the any phase of plan flight lasts
more than 5 minutes, the flight should be postponed or cancelled,
or the flight planning will be drawn out again in the area which
satisfied RAIM demands. The crew should

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evaluate navigation ability in case of GPS navigation failure (may

need to fly to alternate airport).
14.4.1.9 To the aircraft which use SBAS receiver (all TSO-C145/C146),
The company should check the usability of GPS RAIM in the
area that SBAS signal cannot be used.
14.4.1.10 The prediction of RAIM usability cannot ensure GPS validity
per se, it’s a way to evaluate the estimated NAV ability can
satisfy NAV performance or not. The flight crew must recognize
the alternate NAV method is needed because of RAIM or GPS
NAV ability is likely to be both inoperative in the air. So the
flight crew should evaluate the NAV ability (may need to fly to
alternate airport) under the situation that GPS NAV is
inoperative.
14.4.1.11 The flight crew needs to confirm the usability of airborne
NAVID which operation needed.
14.4.2 General operational procedure
14.4.2.1 Only after obtaining operation approval of RNAV1 and RNAV2,
the flight crew can apply routes or arrival and departure of
RNAV1 and RNAV2. If the aircraft which doesn’t satisfy the
related standard receive RNAV permission issued by ATC, the
flight crew must inform ATC not to accept the permission, and
apply the other instructions.
14.4.2.2 During the initialization of the system, flight crew must verify
that the NAV database is available and confirm that the aircraft
position entry is correct. The flight crew must confirm that the
routes designated by ATC and the routes which will have
followup change are input according to the initial permission.
And must ensure that waypoint sequence provided by NAV
system is consistent with the routes described in chart and the
designated route.
14.4.2.3 RNAV DP and STAR must be moved out from airborne NAV
database according to the process name, and should be verified
that it is identical with the chart. The route can be modified by
inserting or deleting designated way point according to ATC
permission instruction.
14.4.2.4 When applicable, RNAV route should be extracted wholly from
the database, avoiding move out RNAV way points one by one.
On the precondition that the whole way point in the published
route has joined already, it’s allowed to select and insert several
way points which have been named already from the database.
It’s not allowed to create a new way point by entering longitude
and latitude coordinate manually or enter or create a new way
point in distance/position mode.
14.4.2.5 The waypoint cannot be input manually in the longitude, latitude
or distance position mode. It is prohibited for the flight crew to
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database.
14.4.2.6 The flight crew should cross check the permissive flight plan by
referencing the chart or adopting the other applicable ways.
If it is applicable, navigation system text display and MAP
display should be checked too. If needed, the remove of certain
NAVAIDS should be confirmed. Don’t use this procedure, if the
procedure’s validity of the navigation database can not be
confirmed.
Note: the flight crew may notice that there are slight difference
about the contents between navigation information described in
the chart and the main navigation display. The 3°heading
difference or less may be caused by the difference about the
magnetism difference data of the equipment manufacturer, it’s
acceptable in operation.
14.4.2.7 To confirm that the designate routes, arrival and departure
procedure has been entered correctly in RNAV system or FMS.
A DP. Before flight, the flight crew should verify that the airborne
navigation system is operated normally, runway and departure
procedure (include applicable route transition) have been entered
to RNAV system, and display correctly. The change of runway,
procedure and route transition is demanded after designating the
RNAV departure procedure, the flight crew must verify the
change has been transmitted to RNAV system and is applicable
to navigation. Final check of the runway and related DP before
take off is suggested.
B Route. The flight crew must verify that the designated routes in
the initial permission instruction and the route demanded to
change have been entered correctly into RNAV system. The
flight crew must confirm the way point sequence provided by the
navigation system is matching the related chart and the
designated routes.
C STAR. The flight crew must verify airborne navigation system is
operating normally, the related arrival procedure and runway
have been entered into RNAV system and display correctly.
14.4.2.8 The use of MAP display
Before takeoff, the flight crew should reference the display of
navigation map, and verify the interrelation between the aircraft
position and designated runway and DP, and verify matching the
outer visual inspection and chart. Especially,
once enter or near the designated runway, the flight crew should
confirm the MAP display is consistent with the relation between
aircraft and runway position, route display tallies the chart.
During flight, the display of MAP should be consistent with the
display of character in order to confirm the correctness of route.

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14.4.2.9 To RNAV2 route, the flight crew should use HDI (Horizontal
Deviation Indicator), FD (Flight Director) or autopilot in LNAV
mode. The flight crew can use the MAP display which is
equivalent to Horizontal Deviation Indicator, and need not to use
flight indicator or autopilot. To RNAV1 route, the flight crew
must use Horizontal Deviation Indicator (or equivalent MAP
display), flight indicator and (or) autopilot in LNAV mode.
The flight crew must verify horizontal deviation scale is
matching with the demand of navigation precision in flight
procedure. Full scale deviation：RNAV1 ±1NM，RNAV 2
±2NM。
Except for ATC approving the deviation or encountering
emergency situation, in the whole period of RNAV operation
stated in this announcement, the flight crew should maintain at
the route centerline according to airborne horizontal deviate on
indicator and (or) flight guidance system. To the normal
operation, lateral track error or deviation (the differentia between
aircraft position and path calculated by RNAV system, ie. FTE)
should be controlled within ±1/2 of related procedure or route
navigation precision (eg. 0.5NM for RNAV1, 1.0NM for
RNAV2). It is allowed that temporary deviation (turn earlier or
later) which twice the navigation precision for maximum appears
after procedure or turning enroute, eg. 1.0NM for RNAV1, 2.0
NM for RNAV2.
Note: there’s no theory track display or calculation for some
aircraft in turning period. Under this condition, the flight crew
for this aircraft type may not maintain the precision demand of
less than±1/2 when turning enroute , but the precision demand
are still be requested to be satisfied after turning and in the
“direct to” leg.
14.4.2.10 If ATC issue a heading demand to disengage the aircraft from
RNAV procedure or route, the flight crew should not change the
procedure or route of RNAV system before receive the
permission of rejoin or a new permission issued by controller. If
the aircraft don’t fly in the published procedure or route, the
prescriptive precise demand is not applicable.
14.4.2.11 The function of manual select bank limitation is not commended;
the ability of maintaining expected flight path will be reduced by
using this function, especially under steep
turning conditions.
14.4.2.12 To the aircraft which have RNP ability, modification of the RNP
default set by manufacturer in the flight management computer
is not requested.
14.4.3 RNAV DP Special Requirement

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14.4.3.1 RNAV DP engagement altitude. When conducting DP, the flight

crew engages RNAV equipment at 400 ft above the airport
elevation, obtains the lateral RNAV flight guidance. Usually
RNAV guidance initial altitude is higher than this altitude. (Eg.
Direct to certain waypoint after climbing to 300 meters
(1000feet) )
14.4.3.2 The flight crew must adopt horizontal deviation indicator (or
equivalent MAP display, the LNAV mode of flight indicator and
(or) autopilot). The ±1NM deviation of scale CDI is allowed.
14.4.3.3 GNSS signal must be received before takeoff run.
14.4.3.4 The takeoff airport must be entered in the Flight Plan to obtain
the corresponding navigation system surveillance and sensitivity.
14.4.4 Special requirements of RNAV STAR
14.4.4.1 The flight crew should verify that the correct arrival route has
been entered before the arrival phase. Chart and other applicable
documents should be compared with MAP display (if available)
and MCDU to check that the flight plan is valid. These include
the verification of waypoint sequence, track angle and distance
rationality, altitude and speed restriction, and confirmation of
by-passing waypoints and over-flying waypoints. If navigation
updating requires removing certain NAVID, please check and
confirm. If the route validity of a procedure in the navigation
database is in doubt, do not use it.
14.4.4.2 The flight crew must adopt horizontal deviation indication (or
equivalent navigation MAP display), flight indicator and (or)
LNAV mode in RNAV1 STAR. The ±1NM deviation of full
scale course deviation indicator is allowed.
14.4.4.3 The flight crew is not allowed to enter a new created waypoint
by entering it manually in the RNAV system, which will make
the RNAV procedure inoperative.
14.4.4.4 If emergency back to the conventional procedure is needed, the
flight crew should get prepared necessarily for it.
14.4.4.5 The process correction in the terminal area can be made by radar
heading or “Direct To”, which may include the insertion of a
manoeuver waypoint in the database into the flight plan; the
flight crew must be able to react in time. Flight crew is not
allowed to use a temporary waypoint not in the database or to
make a manual entry or to revise a procedure in the database.
14.4.4.6 The flight crew must verify the aircraft navigation system is
operating normally, and the transmitted arrival procedure and
runway information (including applicable route transition) are
both correct.
14.4.4.7 The published altitude and speed restriction must be observed.

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14.5 Emergency Procedure

14.5.1 During the flight from outside to the RNAV area, once system
failure occurred and it is determined that there is no more RNAV
capability available for the airplane, the flight crew should
maintain the conventional navigation mode and report to the
RNAV area controller in advance to obtain the clearance to fly
into the RNAV area with conventional navigation mode or not to
fly into the RNAV area. Then flight crew continues the following
flight plan according to the clearance and airplane status.
14.5.2 During the flight in the RNAV area, once system failure occurred
and it is determined that there is no more RNAV capability
available for the airplane, the flight crew should maintain the
flight with conventional navigation mode according to the
published RNAV Emergency Procedure of the area and report to
ATC in time to obtain a clearance for the following flight.
14.5.3 During the flight in the RNAV area, for an airplane loss of
RNAV capability due to a system failure, the flight crew should
report to the RNAV area ATC in time when the system restores
the RNAV capability to obtain the clearance or other order to
continue the flight plan according to the RNAV procedure.
14.5.4 Once communication failure occurs, the flight crew should carry
out the RNAV procedure continually according to the published
Communication failure procedure.

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14.6 Event Report

If any event that influences or may influence the normal RNAV
operation in the flight operation occurs, the company should
report it to the Principle Operation Inspector of the local Civil
Aviation Administration within 10 calendar days. Such as:
14.6.1 An irrelative navigation error during the transition from inertial
navigation mode to the radio navigation mode (i.e., map shift)
14.6.2 A momentous navigation error caused by an incorrect database
navigation data code.
14.6.3 An accidental deviation of lateral or vertical flight path caused
by a non-pilot entry.
14.6.4 A momentous navigation error without a failure warning.
14.6.5 Complete or multi failures of NAVID.
14.6.6 An irrelative navigation error caused by ground NAVID during
the transition from inertial navigation mode to the radio
navigation mode.

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14.7 Navigation error analysis

Flight Quality Center should analyze the character and
ponderance of navigation error according to the event report and
QAR data of navigation error, in order to the related correction
measure. The repeated navigation error may be related to
specific navigation tache, it needs to be checked and to eliminate
the factor that causing the error.
The character of error source determines the measure way, the
measures can be adopted include: modification of training
outline, complementarily training, application of restriction
system or modification of navigation system software, etc.

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14.8 RNP Operation in Terminal Area and for Approach

14.8.1 PBN Navigation Specification Applicable for Approach
14.8.1.1 ICAO recommended PBN navigation specifications: RNP APCH
and RNP AR APCH
14.8.1.2 CAAC recommended navigation specifications:
(1) RNP APCH (using Baro-VNAV)
(2) RNP AR APCH for airports with operational requirements
14.8.1.3 RNP APCH (using Baro-VNAV) is applicable for initial
approach segment, intermediate approach segment, final straight
in approach segment and missed approach segment. The lateral
accuracy requirement is ±1NM (±0.3NM for final straight in
approach segment). Use barometric altimeter for vertical altitude.
RNP approach with authorization required (RNP AR
APCH/SAAAR) is applicable for initial approach segment,
intermediate approach segment, final approach segment and
missed approach segment. The lateral accuracy requirement is
±0.3NM. It features that the final approach segment can be
fixed radius turn.
14.8.1.4 Basic requirements of PBN navigation specification for airborne
equipment/ground facilities/communication/monitoring in
approach area
(1) RNP APCH
Main onboard navigation equipment: GNSS
Ground navigation facilities: VOR, DME, NDB (only for missed
approach leg)
(2) RNP AR APCH/SAAAR
Main onboard navigation equipment: GNSS
Ground navigation facilities: N/A
14.8.1.5 RNP procedure data should be based on WGS-84 coordination
system and meet the requirements in “Navigation Information
Service”, ICAO Annex 15.
14.8.2 Relevant definitions
14.8.2.1 RNP approach (RNP APCH)
RNP APCH includes approach procedures and RNAV (based on
GNSS) procedures in straight-in approach phase, with the
accuracy of 0.3. GNSS is the main navigation source for RNP
approach procedure. When designing the procedure, the
acceptability of losing RNP approach ability due to satellite
failure or loss of onboard monitoring and alerting functions shall
be taken into consideration. It can be RNAV or traditional
navigation procedure in missed approach segment. This
navigation specification does not include relevant requirements
for communication and monitoring.
14.8.2.2 RNP with authorization required approach (RNP AR APCH)
RNP AR APCH features that special approval from the authority
is required for the approach procedures, aircraft and flight crew.

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This is normally used for airport with complex terrain and

restricted airspace to achieve obvious improvement. The
accuracy is between 0.3 and 0.1. It is only allowed to use GNSS
as the navigation source for RNP AR APCH. The RNP accuracy
that can actually be reached shall be predicted. This specification
does not include relevant requirements for communication and
monitoring. Currently, RNP AR APCH is applied to Lasa Airport,
Linzhi Airport and Lijiang Airport, etc.
14.8.2.3 Area navigation (RNAV).
RNAV is defined as “a method of navigation which permits
aircraft operation on any desired flight path within the coverage
of station-referenced navigation aids or within the limits of the
capability of self-contained aids, or a combination of these.”
RNAV system can be a part of Flight Management System
(FMS).
14.8.2.4 Required navigation performance (RNP)
RNP is the RNAV with the ability of onboard performance
monitoring and alerting (OPMA).
14.8.2.5 RNP procedure
In this circular, RNP procedure refers to SID, STAR and
instrument approach.
14.8.2.6 RNP accuracy.
RNP value is the lateral navigation accuracy during 95% of
instrument flight operation (in nautical mile). RNP-1 is
applicable for arrival and departure, initial approach,
intermediate approach and missed approach; while RNP-0.3 is
for final approach leg.
14.8.2.7 Barometric vertical navigation (Baro-VNAV)
Baro-VNAV is one of the RNAV system functions, which
provides the computed vertical guidance with respect to
specified vertical track. This vertical guidance is based on
barometric altitude, computes and defines vertical profile by the
barometric altitude between two waypoints or the vertical angle
based on one single waypoint.
14.8.2.8 Decision altitude (DA)
DA is a designated altitude above mean sea level during the
approach with vertical guidance. If the required visual reference
cannot be established at this altitude, go-around must be
performed immediately.
14.8.2.9 Global navigation satellite system (GNSS)
GNSS is a generic term of satellite navigation which provides
positioning, speed detection and time service, consisting of one
or several satellite constellations, onboard receivers and system
integrity monitoring, etc. GNSS includes GPS in US, Galileo in
Europe, Glonass in Russia, Compass in China, and
satellite-based system (SBAS) as well as ground-based
augmentation system (GBAS).
14.8.2.10 Global Positioning System (GPS)
GPS is a U.S. location-based service on a global
scale satellite radio navigation system; the civil service

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is defined in the GPS Standard Positioning

System signal specification. The system consists of the space
segment, control section, and user parts.
14.8.2.11 Receiver autonomous integrity monitoring (RAIM)
RAIM uses the GPS signal or pressure altitude to assist GPS to
determine the integrity of the navigation signals. This technique
is achieved by examining the consistency of redundant pseudo
range measurements. To perform the RAIM function, besides a
required located satellite, the receiver / processor needs at least
another one to receive the appropriate geometry of the satellite
signal.
14.8.2.12 Flight management system (FMS).
An integrated system consists of the airborne sensor, receiver
and computer with the navigation database and performance
database. It can transmit performance and area navigation data
to the display device and automatic flight control system.
14.8.2.13 Lateral navigation (LNAV)
A feature of RNAV system that is used to calculate, display and
provide the lateral guidance of the flight path.
14.8.2.14 Flight technical error(FTE).
Control the aircraft accuracy, which is determined by
the difference of the aircraft indicated position
and desired position. FTE does not include errors caused
by misoperation.
14.8.2.15 Navigation system error (NSE).
The difference between the real position and estimated position,
and is also known as the location estimation error (PEE).
14.8.2.16 Estimates position uncertainty (EPU).
An expression of the current position
estimation performance parameters, in nautical miles, also
known as the actual navigation performance (ANP) or the
estimated position error (EPE). EPU is not the actual error
estimates, but the statistical results of the position error.
14.8.2.17 Path definition error (PDE).
It refers to the difference between the defined flight path and
required flight path.
14.8.2.18 Total system error (TSE).
It refers to the actual location of the error relative to the desired
position. TSE is equal to the vector sum of PDE, the FTE NSE.
14.8.2.19 Field of view (FOV).
In this bulletin, the main vision is within 15 degrees scope
of the main line of pilot’s sight.
14.8.2.20 Fixed radius turn (RF) leg.
Start and terminate at the anchor point, to determine
the turning center and radius of the arc flight path.
14.8.3 RNP operation requirements in terminal and approach areas

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1) Navigation facilities:
GNSS is the main navigation source supporting RNP operation.
When using GNSS, unless it is required in AFM, pilots do not
have to monitor the position updates provided by
location-based navigation facilities.
Traditional procedures based on ground navigation facilities
(e.g.: VOR, DME and NDB) can still be used for missed
approach segment in approach procedure.
For several aircrafts, the acceptability of RNP APCH capability
loss risk due to satellite failure or loss of onboard performance
monitoring and alerting function (OPMA) must be taken into
consideration by ATC.
2) Air traffic monitoring support:
Use procedure control or air traffic service (ATS).
3) RNP APCH procedure published mark:
RNAV (GNSS) or (GPS) in approach chart or other
publication/navigation chart.
4) Traditional glide slop profile and altitude requirements can
still be used in RNP approach operation.
5) Operation standards of RNP approach
Generally RNP approach includes LNAV and LNAV/VNAV
minimum operating standards.
Aircraft meeting the requirements in AC Approval Guide of
Implementing RNP Operation in Terminal Area and for
Approach (not including Appendix) can perform LNAV
operating minima while aircraft meeting the requirements in
AC Approval Guide of Implementing RNP Operation in
Terminal Area and for Approach (including Appendix 1
Baro-VNAV) can perform LNAV/VNAV operating minima.
14.8.3.2 Requirements for aircraft capability and onboard equipment
1) Accuracy
Aircraft must meet the requirements in RTCA/DO-236B 2.1.1.
During RNP departure and arrival, initial approach,
intermediate approach and missed approach, the lateral TSE
and along-track error must be less than±1NM within at least
95% of total flight time.
During final approach, the lateral TSE and along-track error
must be less than±0.3NM within at least 95% of total flight
time.
During departure and arrival, initial approach, intermediate
approach and missed approach, FTE shall not exceed 0.5NM,
while during final approach, FTE shall not exceed 0.25NM.
Note: Lateral deviation is displayed during departure and
arrival, initial approach, intermediate approach and missed
approach phases. It is considered to meet the requirements to
use full scale deviation of 1NM during departure and arrival,

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initial approach, intermediate approach and missed approach,

while full scale deviation of 0.3NM during final approach.
2) Integrity
It is considered to be primary failure (10-5/h) that TSE exceeds
twice of RNP value due to aircraft navigation equipment fault.
3) Continuity
Loss of navigation capability is considered to be secondary
failure if the aircraft can use other navigation systems and
safely land at an appropriate alternate airport.
4) Performance monitoring and alerting
approach and missed approach, if accuracy requirements in
item 1) are not met, or if the probability of lateral TSE
exceeding 2NM is higher than 10-5, RNP system (or pilots
combine RNP system) should give an alert. During final
approach, if accuracy requirements in item 1) are not met, or if
the probability of lateral TSE exceeding 0.6NM is higher than
10-5, RNP system (or pilots combine RNP system) should give
an alert.
5) Space signal
approach and missed approach, if the probability of lateral
positioning error caused by space signal exceeding 2NM is
higher than 10-7/h, onboard navigation equipment should give
an alert. During final approach, if the probability of lateral
positioning error caused by space signal exceeding 0.6NM is
higher than 10-7/h, onboard navigation equipment should give
an alert.
Note: if traditional method (VOR, DME, NDB or dead
reckoning) is used for missed approach, there is no RNP
requirement for missed approach.
6) Functional requirements for navigation display
Navigation display and its functions should meet the following
requirements. Navigation data, including TO/FROM indication
and failure indication, must be shown on lateral deviation
displays (CDI, EHSI) and/or navigation map display. These
displays must be used as primary flight instruments for early
turn and indications of failure/status/integrity. Non-digital
lateral deviation displays that meet the above requirements
should have the following features:
(1) The displays should be visible and installed within the front
main view of the pilot.
(2) The lateral deviation display scale should be in accordance
with the alert or prompt limit (if applicable).

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(3) Lateral deviation display must have a full deviation scale

that suits the current flight phase and is based on TSE
requirements.
(4) The scale indication of the display can be automatically set
by default logic, or can be set according to navigation
database. The full deviation scale corresponding to RNP
value must be clear or visible to pilots.
(5) Lateral deviation display must automatically servo to RNP
computed flight path. It is suggested that the course
selector of lateral deviation indication automatically follow
the RNP computed path.
Note: this item is not applicable to the electronic map display
that is able to display flight path and path deviation.
(6) As the other method, navigation map display must obtain
the equal function with lateral deviation display;
meanwhile, it must have an appropriate map scale (which
can be manually set by pilot as well). Also navigation map
display must achieve TSE requirements and be within the
main flight view.
7) System functions
System functions shall achieve at least the following
requirements：
(1) On primary flight instruments (primary navigation
displays) that guide the aircraft, RNP computed flight
path and the position information of the aircraft with
respect to that path shall be continuously displayed for
PF. For operation requiring at least two pilots, the
system must ensure that PM is able to confirm the
flight path and the position information of the aircraft
with respect to that path.
(2) Navigation database includes the currently effective
navigation data which is published by the authority and
updated according to AIRAC. The resolution ratio of
the data storage must ensure to achieve the required
flight path accuracy. The stored data must be protected
so as not to be modified by pilots.
(3) The validity of the navigation data shall be displayed
for pilots.
(4) The waypoints and navigation facilities stored in
navigation database can be retrieved and displayed for
pilots to verify the route to be flown.
(5) The whole departure and arrival procedure or approach
procedure can be imported to RNP system from
database. Invoke the procedure by using the name of
the procedure or the route.
Note: for departure and arrival route, the heading
segment before the first waypoint and after the last
waypoint may not be included in the database.

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(6) Within the main flight view of the pilot or on the

display page that is easy to access, the following things
should be displayed:
(a) Distance between flight plan waypoints.
(b) Distance to next waypoint.
(c) Along-track distance between waypoints.
(d) Currently used type of navigation sensor.
(e) Verify next To waypoint
(f) Ground speed or time to next To waypoint.
(g) Distance and bearing to next To waypoint.
(7) “Direct to” function can be performed.
(8) Flight segments can be automatically sequenced and
displayed for pilots.
(9) The RNP procedure invoked from onboard database
can be executed. Fly-over and fly-by turns can be
made.
(10) Automatically complete segment transition and track
holding according to the following ARINC424 path
terminator codes:
(a) Initial fix (IF)
(b) Track to a fix (TF)
(c) Course to a fix (CF)
(d) Direct to a fix (DF)
(11) For departure route, aircraft must be able to perform
VA, VM and VI segments, or after reaching the
required altitude, fly a manual heading to join a route
or direct to another fix.
(12) For departure and arrival routes, aircraft must be able
to perform CA segment, fly to or fly away from a
designated waypoint along a desired track.
Note: there are the definitions of path terminator codes
in ARINC424 specification, and more detailed
descriptions of the usage in RTCA documents
DO-236B and DO-201A. The track value must be
automatically imported from RNP system database.
(13) RNP system failure prompt should be displayed within
the pilot’s primary view.
(14) Flight crew shall be alerted in case of exceeding NSE
alert limit. (the alert is provided by onboard
performance monitoring and alerting function)
8) Flight director/autopilot
It is suggested to couple flight director and/or autopilot
with RNP system. This will become compulsory if lateral
TSE cannot be displayed without using flight director
and/or autopilot. At that time, there must be a compulsory
rule in the operational procedure to couple flight director

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and/or autopilot with RNP system.

9) Baro-VNAV requirements (when performing LNAV/VNAV
approach
(1) It should be stated in AFM manual or AFM supplement
that the VNAV system is approved for approach
operation. Besides, vertical deviation indicator (VDI)
must be installed. Since the scale/sensitivity of VDI
vary a lot, flight director or autopilot must be equipped
and used to track vertical path. It can be considered as
maintaining on preselected VNAV course within the
flight altitude deviation of +100/-50ft.
(2) Database requirement
Onboard navigation database must contain waypoints
and relevant VNAV information, like waypoint altitude
and vertical path angle of flight procedures, etc.
10) The types of aircraft in TJA that are authorized to perform
RNP APCH procedure are as follows:
A320 (refer to the approval list of A320 in company
operation specification)
E190 (refer to the approval list of E190 in company
operation specification)
14.8.3.3 Flight crew qualification
Training:
Flight crew must complete the RNP APCH required training
syllabus to perform RNP APCH procedures.
The recurrent training every year must contain normal and
abnormal RNP APCH procedures.

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15.1 General provisions 15-1-1
15.1.1 Principles on International Operation Support 15-1-1
15.1.2 Requirement on dispatch and release 15-1-1
15.1.3 The main reference documents 15-1-1
15.1.4 Responsibility of Chief pilot and required 15-1-1
preparations
15.1.5 Responsibility of PIC and required preparations 15-1-1
15.1.6 RVSM Operation 15-1-2
15.2 Flight crew provisions and qualification 15-2-1
15.2.2 Qualification of Substitute PIC 15-2-1
15.2.3 Number of the flight crew member 15-2-1
15.2.4 Succession of PIC authority in Augmented Flight 15-2-1
Crew
15.2.5 English proficiency qualification for flight crew 15-2-2
members
15.2.6 Basic qualification of the flight crew member 15-2-2
15.2.7 Restrictions to flight crew member 15-2-2
15.2.8 Replacement of flight crew (two crews) 15-2-2
15.3 Regulations of national boundary 15-3-1
15.3.1 Crew member list 15-3-1
15.3.2 Procedures for exit or entry of border 15-3-1
15.3.3 International Arrival 15-3-1
15.3.4 International Departure 15-3-1
15.3.5 General Declare Form 15-3-1
15.3.6 Requirement on exit or entry of different countries 15-3-1
15.3.7 Emergency handling by flight crew 15-3-2
15.4 Flight Dispatch 15-4-1
15.4.1 Dispatch and release 15-4-1
15.4.2 Process monitoring of the non-normal flight 15-4-2
15.4.3 Alternate Airport for Destination of International 15-4-2
Scheduled Passenger Flight
15.5 Supplemental Regulation for Pre-flight 15-5-1
Preparation
15.6 Route Navigation Procedure 15-6-1
Chapter 15 International Operations page: 15-0-1

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15.6.1 General Description 15-6-1

15.6.2 Check and Monitor Of The Navigation Accuracy 15-6-1
15.6.3 Preparation of Air Navigation Materials 15-6-1
15.6.4 Verification Of The Flight Plan 15-6-2
15.6.5 Procedure For Flight Plan Verification 15-6-2
15.6.6 Arrival/Departure Procedure Verification 15-6-3
15.6.7 Equipment Check 15-6-3
15.6.8 Radar Utilization 15-6-3
15.6.9 ATC Clearance 15-6-3
15.6.10 Departure 15-6-3
15.6.11 Radar Vector 15-6-4
15.6.12 Speed Limits 15-6-4
15.6.13 En Route Procedures 15-6-4
15.6.14 Accuracy Checks 15-6-6
15.6.15 Deviation from Flight route 15-6-7
15.6.16 Paralleled Route Flight 15-6-7
15.6.17 Destination Airport (Parking Stand) 15-6-8
15.7 Airport Emergency Use 15-7-1
15.7.1 Selection of emergency airport 15-7-1
15.7.2 Emergency airports in Jeppesen high altitude 15-7-1
airway charts
15.7.3 Other ways to acquire information about 15-7-1
emergency airports
15.8 Abnormal situations 15-8-1
15.8.2 Principle 15-8-1
15.8.3 After the airplane diverts, the captain must 15-8-1
perform rights which the company gives and
fulfills the captain’s responsibility. The flight crew
should perform the following procedures after
confirm that the aircraft is in the safe condition
15.8.4 Engine surge 15-8-1
15.8.5 Fuel temperature during cruising 15-8-2
15.9 Extended overwater flight 15-9-1
15.9.1 General 15-9-1

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15.9.3 Emergency equipment operated above vast water 15-9-1
area
15.9.4 Emergency flotation devices 15-9-2
15.9.6 Dispatch and release 15-9-2
15.9.7 Pre-flight 15-9-2
15.9.8 In-flight 15-9-3

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15 International Operations
15.1 General provisions（CCAR-121, 11）
15.1.1 Principles on International Operation Support
International operation support shall comply with the applicable
regulations of domestic operation specifications and procedures in
principle, as well as the regulations and procedures in this chapter.
15.1.2 Requirement on dispatch and release
1) No aircraft allowed to be dispatched to foreign airports that do not
meet the requirement of company Operation Specification.
2) The aircrafts of the company shall abide by the in-flight rules in
appendix Ⅱof the International Convention of Civil Aviation and the
applicable regulations of the local country when operating aboard.
3) In Regulation of Pilot of Civil Aircraft, Flight Instructor and Ground
Instructor Qualification Approval (CCAR-61 ） , General Rules of
Operation and Flight（CCAR-91）and CCAR-121FS are stricter and do
not conflict with the regulations of the country, the flight must
comply with the regulations of CCAR-61, CCAR-91 and CCAR-121FS.
15.1.3 The main reference documents
1) FAA related chapters.
2) Jeppesen related chapters of International Flight Manual.
3) CCAR-121 related chapters.
15.1.4 Responsibility of Chief pilot and required preparations
1) To assess whether the operation could be safely carried out;
2) To confirm that the operation is in line with laws and regulations
3) To provide qualified flight crew；
4) To provide appropriate requirements and information to flight plan
office;
5) To verify that the following documents are on board and with hand
over procedures；
(1) Jeppesen Manual is applicable to the flight route, and contains the
approaching chart of destination and alternate airdromes；
(2) Related Weight and Balance Sheet；
(3) Flight plan；
(4) All customs and immigration forms；
(5) Load Sheet, Cargo Sheet, and the Declaration Form；
15.1.5 Responsibility of PIC and required preparations
PIC shall brief the emergency procedure to all the crewmembers,
especially the duties of each person during emergency landing or
ditching.

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15.1.6 RVSM Operation

If RVSM is involved in the line operation, the flight crew and flight
dispatcher shall be prepared to apply for and execution of RVSM
operation.

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15.2 Flight crew provisions and qualification

15.2.1 Definition
Augmented Flight Crew
The number of flight crewmember is larger than the minimum number of
the aircraft type required by CAAR
Senior F/O for International, local and special administrated domestic
fight:
A qualified captain candidate who will take and conduct the PIC’ duties
(including performing takeoff and landing of the aircraft) when PIC is not
no his seat, abbreviated as Substitute PIC.
15.2.2 Qualification of Substitute PIC
1) Qualified senior first officer who has the qualification of captain for
international, local or special administrated domestic flight;
2) Meet the recent requirement for captain.
Note: When three or more than 3 pilots are equipped in international,
local or special administrated domestic flight operation for duty time
Limitation and rest requirement purpose, the Substitute PIC shall meet the
two requirements mentioned above.
15.2.3 Number of the flight crew member
The Number of the flight crew members in international, local or special
administrated domestic flight shall be no less than the minimum number
requirement of the aircraft type. Additional flight crew members could
be equipped according to the type or duration of the flight, to ensure
That the duty/flight time of flight crew meets the requirement stipulated
in this manual.
15.2.4 Succession of PIC authority in Augmented Flight Crew
1) When one of the PIC or Substitute PIC is on seat for flying, the seated
PIC or senior F/O performs PIC’s power. If both PIC and Substituted PIC
are on seat for flying, PIC has the command authority.
2) If emergency, returning, or deviation from the SOP is ongoing or
anticipated, and the PIC is not on the seat, the PIC shall be notified as
soon as possible and resumed his authority.
3) For two-member aircraft conducting flight with augmented flight
crew, one of the flight crewmembers shall be seated on observer’s seat
during the crucial phases such as taxi, takeoff, climbing, descending,
approaching, and landing.
4) Pilots not on the duty position shall not interfere the normal procedure
and other on duty crew. Setting and changing any of the controlling system,

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nav-aids, FMC, and A/P etc shall get the approval from the duty PIC (or
senior F/O)
5) PIC has responsibility for safety takeoff and landing. Only PIC has the
final decision-making right on who will be pilot flying for takeoff and
landing.
15.2.5 English proficiency qualification for flight crew members
Refer to the English Proficiency Requirement of Crew members for
details.
If two or more than two duty pilots in the cockpit are qualified for the
Radio Communication, special communicator is not required in cockpit.
15.2.6 Basic qualification of the flight crew member
1) Current Pilot License and Medical Certificate issued by CAAC.
2) English qualified flight crew (meet CAAC’s requirement) for
international and specially administrated domestic flights who can
conduct radiotelephony communication independently should be providing at
the duty post.
3) Flight attendants flying international and specially administrated
domestic flights should have the ability of communication in English for
on-board service.
4) If RVSM operation is required for the operation, flight crew must
obtain the qualification for RVSM operation.
15.2.7 Restrictions to flight crew member
1） Refer to the Requirement of Flight Crew Members’ English
Proficiency for Reference
2） when the pilot who is 60-65 year-old (55-60 for female)operate the
international flight, they should abide by related regulations of nation
(region). （AP-121-FS-2008-03）
15.2.8 Replacement of flight crew (two crews)
In a flight with augmented crew, each crewmember has the same duty
time. PIC has the responsibility to assign duties reasonably in accordance
with regulations, to ensure enough rest for each crewmember.
1) PIC and SIC has responsibility to complete necessary briefings before
each crew replacement, to ensure that all the members in the cockpit
clearly understand their procedures and duties.
2) Leaving seat briefing shall be completed by the crewmember who is
going to leave seat, which means that he is not allowed to leave his seat

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before the completion of the briefing. The briefing includes:

(1) Present position and assigned flight level of the aircraft;
(2) Clearance and request related to the flight plan;
(3) Modified waypoint related to the flight plan;
(4) The accuracy of navigation system;
(5) Communication frequency and controlled area;
(6) Fuel condition and optimum altitude
(7) The weather en-route, at destination and alternate airport.
(8) Any non-normal conditions of the aircraft
(9) Last report to company;
(10) The condition of aircraft systems and maintenance record of the
aircraft.
3) PIC and co-pilot shall not be replaced at the same time, but with
intervals to ensure that the first replacer has enough time to be familiar
with all the information related to the flight. The time for familiarity is at
least 15 minutes.
4) To ensure responsibility, crew replacement time shall be recorded on
the flight plan form.
5) Flight crew replacement shall be conducted at cruising stage (no
altitude changes). Under non-normal conditions, crew replacement is not
allowed before completion of the relevant checklist.

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15.3 Regulations of national boundary

15.3.1 Crew member list
Crew resource center of Flight Department should present crew member
list of international flights to Operation Control Dept.
15.3.2 Procedures for exit or entry of border
1) Attendants should check if passenger declare form or sheet for
custom, border defense and quarantine station of both China and abroad
are available.
2) After the flight landed and the door is opened, the crew must obtain
the approval of the arrived country’s border defense, custom and
quarantine station to allow passengers to disembark.
3) All crewmember, passenger and cargo on board must complete the
required entry procedures in the arrived country.
4) When completing the procedures, the captain should designate one
member to bear the following identification:
（1） Valid passport with visa;
（2） All necessary latest quarantine certificate
（3） Company identification certificate.
15.3.3 International Arrival
Every country has one or several designated entry ports to provide entry
services. If the aircraft land in a prohibited port, aircraft and all the
passengers & cargo onboard should be monitored by the related local
department. The plane can fly to its destination only with the approval
of local authority.
15.3.4 International Departure
When the crew leaves a foreign airport, the required procedures must be
completed.
15.3.5 General Declare Form
When the aircraft fly from one country to another country, a chief declare
form containing the following information with the captain or his/her
surrogate’s signature must be presented:
1) Crew list and each person’s position;
2) Each crewmember’s nationality and passport;
3) The quarantine form to certify if there is germ carrier on board;
4) List of passengers;
5) Cargo manifest;
15.3.6 Requirement on exit or entry of different countries
1) Health Control Department (Quarantine department)
（ 1 ） Flight Attendants should classify garbage according to the
requirement of entry country.

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（2） The general declare form should normally note if there is germ
carrier on board
（3） Certain countries require the plane to be sprayed to kill any pest
that might spread diseases before landing.
（4） If the crew noticed that one or more passenger might have
contagious disease, they must notify the health department of local
country through flight dispatch office. The local health department might
carry out quarantine procedures on the plane, passengers and cargo.
（5）With consideration to current epidemics and the departure country,
the health control department might ask for the health record of the crew.
2) Agriculture Department (quarantine department on propagation)
（1） In some countries, the agriculture and health control
departments will cooperate in inspection to prevent disease and pests.
（2）Any export or import of fruit, vegetable, flower or plant must be
declared to the agriculture department.
3) Immigration（security check department）
The immigration department is responsible for recording all the person
enter or exit the country. In order to comply with the local immigration
law, the chief declare form should include the nationality and basic
information of the crew.
4) The Custom
（1）Custom is responsible for inspecting the import of foreign products,
and estimating custom duty according to related regulations, and prevent
illegal goods from entry. Under normal conditions, the custom will
monitor imported goods.
（2）When completing the custom declaration form, one should list all the
items one bring and their respective value. Some counties also require the
declaration of export goods in order to restrict the export of certain goods.
（3）The company must also present the custom with the copy of cargo
manifest to certify that all goods have been inspected by custom.
15.3.7 Emergency handling by flight crew
1) Flight crew should advise AOC by available methods (satellite phone,
ACARS, mobile phone etc.);
2) Flight crew should handle the situation based on instruction from AOC.
Note: Emergency handling refers to Flight Dispatch Manual 2.4
“Handling procedure for International Flights”.

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15.4 Flight Dispatch

15.4.1 Dispatch and release
1) International dispatch
The procedure for international flight dispatch is same with that of the
domestic flight, but should pay attention to the followings:
(1) Dispatch for returned international flight
A Dispatch seat of AOC shall deliver the documents such as CFP and
DISPATCH RELEASE to the dispatch agent of the international
departure airport no later than 2 hours prior to departure time.
B The dispatch agent of the international departure airport delivers the
dispatch documents to flight crew, and verify with PIC for signing the
DISPATCH RELEASE.
2) CFP producing
The procedure for producing CFP for international flight is same as that
of the domestic flight (See chapter 2 of Flight Dispatch Manual).
3) Dispatch release requirement for over water/extended over water
operation.
A Before dispatch the aircraft for over water/extended over water
operation, the weather report and forecast shall confirm that the weather
of the destination or alternate airports at the estimated time of arrival are
equal to or above the approved minima. If not, the aircraft shall not be
dispatched for over water/extended over water operation.
B Over water/extended over water operation shall be on IFR. Other over
water operation shall be on IFR as well if regulatory authority believes
that it is necessary for safety.
C Over water/ extended over water operation and other over water
operation shall abide by the Operation Specifications of the company.
D The on-board emergency rescue equipment shall be listed on FPL.
4) RVSM Operation
(1) Definition of RVSM area
RVSM area refers to the area where vertical separation decreased from 2000
Feet to 1000 feet from FL290 to FL 410 (including these two flight level).
(2) Producing of standard RVSM flight plan
If RVSM operation is involved in the flight, flight dispatcher shall complete
the application, and conduct and monitor the RVSM operation with flight
crew collectively. (See chapter 13)
(3) Dispatching procedure when emergencies occur in RVSM operation.
(See Flight Dispatch Manual)

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(4) Information report procedure under non-normal conditions

A .Non-normal conditions in operation
When the aircraft deviate from the assigned altitude more than 300 feet
(include 300 feet) for any reason, the information report procedure shall be
executed.
B. Information report procedure and time limitation
A. flight crew shall report to the duty flight dispatcher of the Operation
Control Dept. within 24 hours.
B. The duty flight dispatcher of the Operation Control Dept. shall report
to the 01 duty person of the company and the Safety Supervision Dept. of
the Company.
C. The duty flight dispatcher of the Operation Control Dept. shall report
to Asia Pacific Approved Registration and Oversight Organization.
15.4.2 Process monitoring of the non-normal flight.
A. If the aircraft cannot takeoff on time from the domestic airport due to
weather, malfunction etc, the Operation Control Dept. is responsible for
informing the delay to agents. If the aircraft cannot takeoff on time from
the destination airport due to weather, malfunction etc, the agents is
responsible for sending telegraph to Operation Control Dept.
B. If non-normal conditions occur during the flight, flight crew could
report to the Operation Control Depart through HF, VHF, ACARS or
Satellite telephone or ACAS. If the flight crew cannot get in touch with
the Operation Control Dept. directly, they could report to Operation
Control Dept. through agents in flight aboard or through ATC in domestic
flight.
15.4.3 Alternate Airport for Destination of International Scheduled
Passenger Flight
1) No person may dispatch an airplane under IFR unless he lists at least
one alternate airport for each destination airport in the dispatch release.
However, no alternate airport is required if the whole flight progress is
monitored via the independent reliable communication system established
between each aircraft and the Dispatch Office:
(1) The flight is scheduled for not more than 6 hours and, for at least 1
hour before and 1 hour after the estimated time of arrival at the
destination airport, the appropriate weather reports or forecasts, or any
combination of them, indicate the ceiling will be:
(A) Either of the conditions:
(a) At least 450 m (1,500 feet ) above the lowest circling MDA, if a
circling approach is required and authorized for that airport; or
(b) At least 450 m (1,500 feet ) above the lowest published instrument
approach minimum or 600 m (2,000 feet ) above the airport elevation,
whichever is greater; and
(B) The visibility at that airport will be at least 4,800 m (3 miles), or 3,200 (2
miles) more than the lowest applicable visibility minimums,

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whichever is greater, for the instrument approach procedures to be used at

the destination airport;
(2) The flight is over a route approved without an available alternate
airport for a particular destination airport and the airplane has enough fuel
to meet the requirements of 9.1.3.
2) For the purposes of this regulation, the weather conditions at the
alternate airport must meet the requirements of 9.1.2.6.

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15.5 Supplemental Regulation for Pre-flight Preparation

In addition to complete the pre-flight preparation in accordance with
9.13.1, the flight crew shall abide by the following regulations:
1) The PIC and the first officer shall obtain the valid flight plan, and
participate in producing of the flight plan if necessary.
2) For augmented flight crew, the first member who is going to be
left-seated PIC (Substitute PIC) shall sign on the DISPATCH RELEASE.
3) The PIC shall review the Flight Logbook before the flight in detail.
Before the flight, all the crewmembers shall coordinate and share all
information related to the flight to ensure on time departure of the flight.
4) The PIC is responsible for pre-flight preparation duty assignment and
complete ground check and other procedures according to Aircraft
Operation Manual.
5) For international operational flights, regulations about ICAO airspace
can be referred to in the section of “OCAP ATS AIRSPACE
CLASSIFICATIONS —ANNEX11” in JEPPESEN manual. The detailed
division of airspace and regulations can be referred to in the section of
“ATS AIRSPACE CLASSIFICATIONS” of corresponding pages in
JEPPESEN manual.

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15.6 Route Navigation Procedure

15.6.1 General Description
One of the main responsibilities of the duty flight crew is to monitor the
accuracy of navigation system. At any stage of the flight, error of any
navigation system shall be corrected to ensure that the flight is on the
preset path.
15.6.2 Check and Monitor of the Navigation Accuracy
The accuracy of navigation could be checked and monitored through the
following procedures:
1) Navigation Radio/Radar
2) Jeppesen HI/LO altitude airway charts；
3) Jeppesen regional navigation charts
4) Designated navigation systems to each aircraft type
5) Flight plan
6) Track message
7) ATC clearance
8) Crew information.
15.6.3 Preparation of Air Navigation Materials
1) Computer flight plan
The aircraft shall not be dispatched for carrying out long distance or
transoceanic flight without CFP.
2) Navigation Charts
Six regional navigation charts are issued by Jeppesen.
(1) North/Mid Atlantic
(2) North Pacific；
(3) Mid Pacific；
(4) West Pacific；
(5) Eastern Pacific；
(6) South Pacific.
3) Navigation chart
(1) Navigation chart is for assisting flight crew to cross check the
on-board navigation equipments and their working conditions；
(2) Navigation chart could be used in any domestic, or international, local
and special administrated domestic flights, and could be used to check the
navigation material of the flight route, frequency of the nav-aid /beacon
code, intersection / fix point, flight information area, route altitude, and
communication frequencies, etc.
(3) Jeppesen regional navigation charts are used in monitoring the aircraft
position in all flight segments out of the range of ATC radar or
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VOR/DME (excluding flight over water and over mountainous regions).

4) International Flight Documents
Documents for international flight include Line Operation Manual,
conversion table, flight plan, collection of NOTAM, weather report and
forecasts, DISPATCH RELEASE, documents package and airworthiness
manuals (English Version) etc.
5) Disposal of the Documents
After the completion of each international flight, the captain should
designate a flight crewmember to be responsible for filing the used
documents. After returning to the operation base, the designated flight
crewmember should return the used documents for to the Operation
Control Center.
15.6.4 Verification of the Flight Plan
1) The PIC (SIC) is responsible to verify the accuracy of the flight plan,
and shall communicate with the Operation Control Dept. if any doubts
exit. The verified flight plan will be the main flight plan and noted. This
main flight plan will be used for recording of position reports, serial
number of waypoints, re-dispatch information, weather report and other
necessary information of the flight.
2) The accuracy of the flight plan shall be verified and confirmed prior to
boarding the aircraft.
15.6.5 Procedure for Flight Plan Verification:
1) Verify that the route and requested flight altitudes, and flight path of
CFP agree with the ICAO flight planned route.
2) Verify the flight planned area and the feature and restrictions of the
flight route, such as restricted area, RVSM area, etc.
3) Verify that the CFP coordinates and flight path data agree with the
actual coordinates from Jeppesen HI/LO altitude airway charts;
During the preflight preparation, the flight crew should check the detailed
waypoints one by one in the navigation database to avoid mistakes
according to the flight plan check during CDU input of preflight
preparation.
4) Check the forecasted high altitude wind, true air speed, ground speeds,
and compare the estimated elapsed time versus total scheduled flight
time.
5) Use fuel chart or the flight plan form in performance manual to check
the dispatch requirements of fuel;
6) Inertia Reference System/Flight Management Computer:
After input company route or manual route, the flight crew should record
the code of each waypoint according to the sequence of waypoints if
necessary. All code sequence must agree with the waypoint coordinates in
FMC/CDU. If the database of FMC has the published departure/arrival
procedure, the pilot shall choose the designated departure/arrival
procedure as required.

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7) GPS:
After input flight route or manual route, the flight crew should record the
code of each waypoint according to the sequence of waypoints if
necessary. All code sequence must agree with the waypoint coordinates in
GPS/CDU. If the database of GPS has the published departures/arrivals
procedure, the pilot shall choose the designated departure/arrival
procedure as required.
15.6.6 Arrival/Departure Procedure Verification
1) The crew shall have the airdrome map, instrument arrival/departure
chart, and Jeppesen regional navigation charts for arrivals and departures.
2) After completion of input, the captain should check the coordinates of
each waypoint and confirm that the segment length and route angle are
correct.
15.6.7 Equipment Check
Please refer to Aircraft Operation Manuel and Aircraft Flight Manuel and
RVSM Operation Manual for the pre-flight checking procedures for
navigation system.
15.6.8 Radar Utilization
1) For transoceanic flight or flight along coastline, the airborne weather
radar is required to be operative to monitor the accuracy of navigation
system and avoid the dangerous weather.
2) The flight crew should use weather radar as necessary and both of the
two pilots should monitor the aircraft position relative to known ground
reference.
15.6.9 ATC Clearance
1) Requirement on ATC clearance is same as those in Aircraft Operation
Manual: pilot not flying is responsible for communicating with ATC for
clearance, and all duty flight crewmembers should record the instructions
2) If the flight crew is informed that the flight will be delayed over 30
minutes, the alternated flight plan should be considered to use, and the
flight crew shall request a new ATC clearance.
3) If the alternate flight plan is decided to use:
(1) Confirm that Operation Control Dept. has sent the revised flight plan
to the relevant ATC departments.
(2) Input the alternate flight plan to the navigation system. Both the main
and alternate flight plan shall be returned to Operation Control Dept.
together with the Duty Assignment and filed for 6 months.
(3) Request a new ATC clearance will take about 10-15 minutes.
15.6.10 Departure

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1) For aircraft equipped with FMC and/or GPS, pilot should choose the
departure procedures given by ATC if the database has departure
procedures
2) Setting the navigation system and related nav-aid equipment according
to departure procedure to meet the departure requirement by ATC. Use
the conventional nav-aids to monitor the calculated position of the aircraft
by FMC.
3) PNF shall record the ETO of each waypoint on the main flight plan.
15.6.11 Radar Vector
1) The flight crew shall comply with ATC instructions in departure with
radar vectoring.
2) Heading change for weather reason shall be commenced after getting
the ATC approval unless under emergency conditions.
15.6.12 Speed Limits
1) Because of air traffic density and other reasons, each country has
different speed limitation for civil aircraft in its airspace.
2) Under normal conditions, the airspeed limitation is 250 nautical
miles/hr or lower when altitude is below 10,000 feet.
15.6.13 En Route Procedures
1) The key to successful en route navigation is continual crew awareness
and effective crosschecking procedures. These procedures include, but
are not limited to, the following：
(1) Continuously verify the displayed coordinates and flight track;
(2) Verify that the navigation guidance system/AFDS is operating
properly so that the system can provide correct instructions to maintain
the correct flight track and display the required information. When the
AFDS is disconnected from the navigation system (e.g. use Heading
Select for weather avoidance), the pilot flying shall inform the other
crewmembers on duty.
(3) When passing a waypoint, the flight crew should check the route
angle and segment length to ensure that the aircraft is on the planned
flight path. If there are any doubts, check the aircraft’s present position
and the coordinates of the next waypoint.
(4) If ATC give clearance to direct to a waypoint, all the flight
crewmembers shall verify the coordinates of the waypoint.

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(5) Position reporting information shall be recorded on the flight plan at

each waypoint, including:
An OAT, wind direction/speed (Maximum tolerance is 5 degrees /5 knots),
and turbulence rate.
B Residual fuel calculated by FMC, and compare with the residual fuel of
the flight plan.
C If the waypoint is a non-compulsory reporting point; check ETA for
next compulsory reporting point.
D If the error of last reported ETA is +/- 3 minutes or more, the flight
crew shall report a revised ETA to ATC timely.
2) If the route change instruction from ATC is not included in the main
and alternate flight plan, the following procedures shall be completed:
（1）Record the coordinates of the new waypoints;
（2）Use independent information source (e.g., Jeppesen HI/LO Airway
Charts, track, ATC Clearance) to verify coordinates.
（3）Calculate and input true route angle, length, time and fuel on board
for each flight segment;
（4）Draw the new flight route on the Jeppesen Airway Chart and verify
that the coordinates of related waypoints agree with that of the new flight
plan.
（5）Inform the flight dispatcher of the changes of flight route or
destination airport, and request fuel analysis and new return point.
（6）Only when the revised airway satisfy the following requirements can
the “direct fly” instruction be executed:
A Record the direct flight information on flight plan;
B Re-draw direct flight route and calculate the new true route angle;
C Verify that the aircraft is on the direct flight track
3) Waypoint Transition
（1）When on a Class II route or the IRS is used as the major navigation
system to fly over a waypoint, the flight crew shall complete waypoint
transition procedure. The possibility of deviation from flight path will be
increased greatly if the flight crew does not complete the waypoint
transition procedure correctly or trying to revise the procedure.
(2) Waypoint Transition Procedures:
A Approaching the waypoint;
B The pilot flying:
Check the coordinates displayed by navigation system. Check the
displayed coordinates of the next waypoint with the coordinates from an

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independent information source. Independent information resources

include:
- Jeppesen HI/LO En Route Charts
- Flight track information
- ATC clearance (temporary flight route or route revision)
- Pilot Not Flying:
Check the coordinates displayed by navigation system. Check the
coordinates of the next waypoint with the information from main flight
plan and record present position.
（3）Fly-over Waypoint
A Pilot flying:
Check the changing of flight segment. If there is any doubt, keep the
present heading to verify that the waypoint agrees with present position.
B Pilot Not Flying:
- Check the changing of flight segment.
- Check whether position of navigation system agree with waypoint
position;
- Complete the main flight plan recording.
- Report ATC present position;
- Note “X ” on the main flight plan to indicate completion of waypoint
transition procedures/position report.
- If the position report is only transmitted to company, note “O” on the
master flight plan.
（4）After passing the waypoint
Both pilots flying and not flying shall verify that the aircraft is
maintaining proper track to the next active waypoint.
15.6.14 Accuracy Checks
1) An ongoing navigation accuracy check will be performed on all
transoceanic routes. Try not to select minimum navigation performance
airspace or any Class II navigation route without verifying the accuracy
of onboard navigation systems.
2) Perform Accuracy check in order to:
（1）Compare the accuracy of the onboard navigation systems with the
aircraft geographic position;
（2）Compare the aircraft geographic position with the intended route of
flight;
（3）Determine a fix point through dead reckoning navigation in case the
navigation systems fail

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3) The flight crew shall take advantage of every means to verify the
aircraft position during the entire flight.
4) Prior to entering transoceanic airspace and/or prior to leaving
VOR/DME reception range, the pilot not flying shall perform a flight
path accuracy check with available nav-aids on transoceanic or Class II
navigation routes.
5) Available Means (Equipments)
（1）Aircraft；
（2）DME；
（3）VOR；
（4）ADF；
（5）Weather radar/TCAS；
（6）Pilot not flying；
（7）Plotting chart and navigation chart
（8）Position record/dead reckon
15.6.15 Deviation from Flight route
1) Flight crew is not allowed to deviate from planned route without ATC
clearance.
2) If deviation form planned route is necessary (e.g., weather avoidance),
and effective contact can be established with ATC, transmit the following
information repeatedly in certain intervals until ATC clearance is received.
If under emergency conditions, other emergency call shall also be
transmitted:
（1）Flight number;
（2）Flight altitude;
（3）Route code or Air Traffic Service Route number;
（4）Present Position;
（5）Intention of crew and other important messages.
3) Regulations related to RVSM and RNP, please see chapter 13, 14.
15.6.16 Paralleled Route Flight
1) Paralleled route flight is allowed if deviation from planned route is
necessary due to weather avoidance or ATC separation. Paralleled route
flight can also be conducted under emergency conditions in transoceanic
flight;
2) Regulations related to RVSM and RNP, please see chapter 13,14.

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15.6.17 Destination Airport (Parking Stand)

1) Determine the navigation equipment error according to the checking
procedures required by onboard navigation system.
2) Record the navigation error on Technical Logbook.
3) After the aircraft entering into the parking bay, lift the parking brake
lever and cutoff all the navigation equipments.

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15.7 Airport Emergency Use

15.7.1 Selection of emergency airport
1) When PIC has declared that the aircraft is in distress or under
emergency conditions, the PIC is authorized to conduct an emergency
landing at an airport that the company do not normally use or never use.
2) Normally, there are many civil or military airports along the flight
routes that could serve as an emergency airport at anytime.
3) The information such as the location of these airports and navigation
facilities will be provided to the flight crew in different ways
15.7.2 Emergency airports in Jeppesen high altitude airway charts
Jeppesen high altitude airway charts also contain information of
emergency landing airports.
1) They are marked by a brown airport symbol.
2) Theses brown-marked airports have at least one hard surfaced
runway more than 1,950 meters in length.
15.7.3 Other ways to acquire information about emergency airports
When necessary, ATC controllers, and company dispatchers are able to
give information by radio, ACARS. The flight crew can also acquire
information such as navigation, communication facilities, and hazards
through assistance of air radio station.

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15.8 Abnormal situations

15.8.1 Definition：
Non-normal international flight refers to the delay, alternate landing,
cancellation, and return of the international flight due to weather, sudden
event, ATC, security check, passenger, maintenance, flight schedule
adjustment, commercial reasons or flight crew etc.
15.8.2 Principle
A The duty flight dispatcher of Operation Control Dept.shall closely
track the process of the international flight, find out the reason and new
schedule when non-normal conditions occur and inform the Planning and
Coordination Seat.
B According to the principle in Non-normal Flight Adjustment
Procedure that the international flight has priority, the planning and
coordination seat produce the adjustment plan and submit to chief duty
person for approval.
C The chief duty person sign and issue Flight Adjustment Notification,
and responsible for implementation.D When the non-normal conditions
of the flight has been confirmed, the dispatch agent of the local airport,
sales offices and other departments should be notified as soon as possible,
and the non-normal telegraph shall be send to domestic Air traffic control
department and agents.
15.8.3After the airplane diverts, the captain must perform rights which the
company gives and fulfills the captain’s responsibility. The flight crew
should perform the following procedures after confirm that the aircraft is
in the safe condition:
A Open all the available communication equipment, and contact the
Operation Control Dept. of TJA, feed back the information to the director
on duty;
B Notify passengers in time, understand passengers’ requirement and
try to appease passengers and make them understood and coordinate;
C Take the possible means to make sure flight crews and passengers
are not interrupted and maintain the company’s image;
D Hand over passengers and the aircraft to the ground personnel
according to the company operation clearance. The captain and the flight
crew person who performs the captain role should not leave the airplane
before the handover of passengers and aircraft;
E Ask the flight crew member and the ground personnel to seal up the
airplane equipment and articles, ensure the safety of the airplane and
airplane commodities.
15.8.4 Engine surge
1) The engine surge or air compressor lost speed may result in:

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（1）The engine restored normal parameter without any actions taken by

the flight crew;
（2）Retard the thrust lever to idle, and the engine will be back to normal;
（3） Engine shut down.
2) Actions
（1） If the aforesaid 1) (2) and (3) conditions occurred in the Class I
navigation area, select the nearest suitable airport to land. If the
conditions occur soon after taking off, return to the departure airport. If
the aforesaid 1) (1) condition occurs, the PIC shall select suitable airport
for alternate landing;
（2）If the aforesaid 1) (2) and (3) conditions occurred in the Class II
navigation area, implement the diversion and alternate landing procedure
immediately and divert according to CFP. Please refer to route manuals
for the diversion and alternate landing procedure. Under such condition,
engine replacement shall be considered no matter which airport the
aircraft was landed.
Caution: If the above condition happens prior to entering the ETOPS area,
the flight crew shall return immediately.
15.8.5 Fuel temperature during cruising
During long-distance, high-altitude and high latitude flight, the fuel
temperature may drop to freezing point if the aircraft encounters cold air
mass.
1) Responsibility of the flight dispatcher
The dispatcher should check the temperature at cruising altitude. If
the reported temperature might result in fuel freezing, the dispatcher
should note this in the flight plan and consider changing flight rout and
altitude.
2) Responsibility of the flight crew
Operation restriction requires fuel temperature shall not lower than the
fuel freezing temperature listed in the following table. The fuel tank
minimum temperature in table is 3 degrees higher than fuel freezing
temperature because the actual fuel temperature might be a little different
due to the different location of temperature sensors in fuel tank. When
fuel temperature drop to be the minimum temperature, the flight crew
shall take the following actions:
（1） Accelerate
（2） Change altitude
（3） Divert to warmer area
3) Integrates the measures above mentioned,
When the frozen point is reached, fuel will not turn into solid status.
The wax in the fuel will turn into crystal.

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Fuel Freezing Temperature and Minimum Fuel Tank Temperature

Fuel Type JET A JET A1 JET B JP5 TS1
Fuel Freezing Temperature -40 -47 -58 -46 -60
（℃）
Minimum Fuel Tank -37 -44 -55 -43 -57
Temperature（℃）
Note：JET A :used in United States
Note：JET A1 :used in United States and France.

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15.9 Extended overwater flight

15.9.1 general
Overwater/ extended overwater operation should strictly control the
release condition. Long range overwater operation should apply weather,
communication, navigation, radar protection.
15.9.2 definition
Extended overwater operation :
Flight over water more than 50 nautical miles (93 kilometers) from the
nearest shore.
Operation over the general water :
Refers to any of the follwoing conditions :
A. For the large aircraft after critical engine failed still have the required
endurance capability, flight over water more than 50 nautical miles
(93 kilometers) from the nearest shore.
B. For other aircraft, the distance form the shore is further than its glide
distance ;
C. Takeoff or landing from the airport, the takeoff or appraoch track is
above the water and may carry out ditching if there is an abnormal
situation that CAAC issued.
Operation over the vast water :
Refers to any of the follwoing conditions :
A. For the large aircraft after critical engine failed still have the required
endurance capability, flight over water distance more than 120
minutes for cruise speed or 740 km (400 nm) from the nearest
emergency landing airport enroute, whichever is lower ;
B. For other aitcraft, flight over water distance more than 30 minutes for
cruise speed or 185 km (100 nm) from the nearest emergency landing
airport enroute, whichever is lower ;
15.9.3 emergency equipment for vast water operation
Except for CAAC sepcial approvement, operation ovet vast water must
equip the following facilities :
1) each of the person on board should have an approved inflatable life
vest
With position lights ;
2) enough life raft ( each life raft should have an approved position lights).
These life raft should have enough flotage and volume for all persons.
Unless equipped additional enough volume life raft, the lfie raft can take

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all the persons onboard even loss a max volume capability raft ;
3) at least one signal rocket for each life raft
4) an approved emergency locator transmitter. When this transmitter has
been used more than 1 hour, or the battery has reached 50% usage
limitation (for rechargeable batteries,is 50% of the rechargeable life), this
battery should be replaced (for rechargeable battery, should be recharged).
There must be a clear indication for the replaced or recharged date. The
usrage linitation refers to an approved battery life cycle and should be
applied by manufacturer. The deadlines may not apply to those not
affected during storage (such as water activated batteries).
15.9.4 Emergency flotation devices
1) except for item 2), there must be equipped life vest for everybody
onboard required as 15.9.3 item 1), or approved flotation device. The
facilities must be easliy to get when the person sits.
2) if the range or depth of the water area does not reach the using life vest
or flotation requirment for dicthing, CAAC can approve the aircraft
operation without equipped life vest or flotation for this water area
15.9.5 Requirement
1) the required life raft, life vest and emergency locator transmitter must
put the place where is easily to get if there is not enough time to prepare
procedure for ditching. These equipment should located in the obvious
and approved place.
2) on each required life raft must put a proper survival kit fit for the flight
route.
15.9.6 dispatch and release
1) before release the overwater/ extended overwater operation, dispaters
must verify the relevant weather forecast and report, to show the
estimated destination or necessary alternate airport’s weather condition
must equal or above the approved minimum standard. Therefore, the
overwater/ extended overwater operation cannot be released.
2) the overwater/ extended overwater operation must follow instrument
flight rule. For other overwater operation, if CAAC consider instrument
flight rule is necessary for flight safety, those are also should obey the
instrument flight rule for overwater operation
3) Apart from that overwater/ extended overwater operation or other
overwater operation must obey company’s operation regulations.
15.9.7 preflight
1) understanding the overwater/ extended overwater flight route, alternate

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airport, aeronautical information data.

2) understanding the feature of the shore, island and sharpe changes due
to tide influence.
3)check the radio onboard, communicaiton, navigation and survival
equipment
4) understanding atmosphere, select the most beneficial flight altitude,
confirm the returning point and holding point.
15.9.8 in-flight
1) before leave the shore, after checking the engine and all the instrument
work well, overwater/ extended overwater operation cannbe implement.
2) accuratly maintain heading, check aircraft position, flight distance and
fuel flow at anytime ; if the flight time and fuel consuming exceed flight
plan, take action immediatly.
3) impelement flight according to the instrument.
4) during approach and landing, pay attention to the radio altimeter ’s
indication.

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Annex
Annex 1：Observing and reporting procedure on aircraft
1) Category：
(1) Routine observation
(2) Special observation
(3) Observation during climb and approach
(4) Other
2) Requirements：
Routine weather observations must be performed during flight and
special observations must be performed when flying in the following
conditions:
(1) Sever turbulence or icing condition;
(2) Medium turbulence, hail or CBs when flying in trans-sonic or
supersonic speed;
(3) Volcanic cloud is observed or encountered;
(4) Encounter important METAR weather which may influence
flight safety or aircraft performance according to captain’s
experience;
(5) Volcanic activity or eruption is observed.
3) Items to be reported
(1) Location：
a) Aircraft identification
b) Location (LAT, LON）
c) Time
d) Flight level
e) Name of and ETA to the next flyover point
(2) Flight information
Fuel on board（FOB）
(3) Weather
a) temperature
b) wind
c) turbulence
d) ice accumulation
e) supplementary information
4) Reporting procedure
If any of the weather conditions stated above is encountered, advise
Annex page:F1-1
No.：TJA-OP1
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ATC, Operations Control Department or Meteorological Department

which should inform each other as soon as possible.
(1) ACARS, an single AIREP or fill in turbulence and ice

information in POS.
(2) Send via VHF in explicit language with all “items to be
reported” included.
(3) Send via SATCOM in explicit language with all “items to be
reported” included.
(4) If it is impossible to send in the above stated ways, flight
crew should fill out AIREP provided by the Operations Control
Department after landing.
(5) Hand over to the Operations Control Department after
landing.
5) Key Words：
ICAO International Civil Aviation Organization
RVSM Reduce Vertical Separate Minimum
FOB Fuel On Board
ACARS Aircraft Communication Address Report System
SKC
Annex page:F1-2
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Annex 2 aircraft turbulence intensity

（see annex 3）
50——no turbulence
51——light turbulence
52——moderate and intermittent turbulence in clear weather
53——moderate and frequent turbulence in clear weather
54——moderate and intermittent turbulence in cloud
55——moderate and frequent turbulence in cloud
56——severe and intermittent turbulence in clear weather
57——severe and frequent turbulence in clear weather
58——severe and intermittent turbulence in cloud
59——severe and frequent turbulence in cloud
Eg. 520403 moderate and intermittent turbulence in clear weather,
ceiling 040×30=1200m，thickness 3×300=900m。
Annex page:F2-1
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Annex 3 Ice accumulation intensity

（see annex 4）
60——no ice accumulation

61——light ice accumulation
62——light ice accumulation in cloud
63——light ice accumulation in precipitation
64——moderate ice accumulation
65——moderate ice accumulation in cloud
66——moderate ice accumulation in precipitation
67——severe ice accumulation
68——severe ice accumulation in cloud
Annex page:F3-1
No.：TJA-OP1
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Annex 4 Standard dispatching release form

1) Telegraph sample
CLR
GS7861/09MAR 0421Z A319 B6211
CREW:LIZHIQIANG/LILEI/WANGSHAI
DEP:XIY DEP ALTN:INC RTE ALTN:CGO
DEST:HGH ALTN:SHA/HFE
FLIGHT RULE:IFR
TRIP FUEL:3807KGS/8393LBS
TOTAL FUEL:8400KGS/18519LBS
DISPATCHER:HUAFEN TEL:0898-65756521
CAPTAIN SIGNATURE:
SI:CFP
2) Abbreviation
CREW Crew list FLIGHT RULE Flight rule
DEP Departure airport TRIP FUEL Trip fuel
DEP ALTN Departure alternate TOTAL FUEL Total fuel on
ramp
RTE ALTN Route alternate DISPATCHER Dispatcher
signature
DEST Destination CAPTAIN Captain
SIGNATURE signature
ALTN Alternate SI Remark
Annex page:F4-1
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Annex 5 Simplified route plan
Flight route planning system

Operations Control
Department
Flight information：
FLT NO.： A/C TYPE：
Printing time：2006-08-04 14:06
GS7211 IFR
Leg ：(TSN)--(DLC)
Alternate ：ZYTX(SHE)
Route orientation：
Major route：ZBTJ.CG.A326.MAKNO.W5.DLC.ZYTL
Alternate route：ZYTL.DLC.A588.LCH.PU.ZYTX
Major route：Cat C4 altitude:FL#226
Total waypoints:
Alternate route:(ZYTL-ZYTX)Cat C4 altitude:FL *148
Total waypoints:
Annex page:F5-1
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Annex 6 RVSM glossary and acronym

AAD Assigned Altitude Deviation
AVE(Error) Avionics error
Change the measured air pressure into electronic
output and use static source error correction and
corresponding altitude display error.
SSE (Static Source Error)
Static source error: the difference between the
measured air pressure at the static port and
environmental pressure
SSEC Static Source Error Correction
TVE Total Vertical Error: vertical geometry altitude
between actual aircraft barometric altitude and
assigned barometric altitude (flight level)
Automatic altitude Designed to maintain the aircraft at a certain
control system barometric altitude
AAD Assigned altitude deviation
AKD Altitude keeping device
APANPIRG Asia/Pacific Air Navigation Planning and
Implementation Regional Group
ASE Altitude system error
CFL Certified flight level
CMA Centralized monitoring authority
CRM Collision risk model
FL Flight level
FTE Flight technique error
GMS GPS monitoring system
GMU GPS monitoring unit
GNE General navigation error
GPS Global positioning system
HMU Height monitoring unit
ICAO International civil aviation organization
in.Hg Inch of mercury
Annex page:F6-1
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JAA Joint Aviation Authority

MASPS Minimum Aviation System Performance Standards
NAT North Atlantic Ocean
NAT SPG North Atlantic Systems Planning Group
OTS Organized route system
PAC The Pacific
PARMO Pacific authorized registration and monitoring
organization
PEC Position error correction
PY (0) Possibility of aircraft lateral overlap on the same route
(ie. No scheduled lateral separation between two
aircrafts on the same route)
PZ (1000) Possibility of vertical overlap between aircrafts in
assigned level with 1000ft of separation
RGCSP Review of the General Concept of Separation Panel
RPG Regional planning group
SD Standard deviation
SDB State database
SSEC Static source error correction
SSR Secondary surveillance radar
TLS Target level of safety
TVE Total vertical error
VSM Vertical separation minimum
Annex page:F6-2
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Annex 7
RVSM AIRSPACE LARGE DEVIATION REPORT
(when altitude deviation reaches 90 meters(300feet) or above)
Crew PIC： F/O： Observer：
Airway/route： —
Position or
waypoint：
Date and time
(YYYY) (MM) (DD) : (UTC)
(UTC)
A/C registration No., registration No：

Flight No. and A/C Flight No：
type
A/C type：
Flight Level
Assigned
Actual flight
level(with
maximum
deviation)
Reason or event
description
Other air traffic

(collision)
Duration of
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maximum
deviation (if level
crossing occurs
without alt hold at
a wrong flight
level, duration is 0)
Annex page:F7-2
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Annex 8 Holding fuel for 30 minutes under different circumstances for

E190, E145 and A320
a）E190, no ice accretion/ flaps 0/ gear up/ airspeed: anti-ice On,
minimum fuel consumption or 210 KIAS, whichever is higher
Altitude (FT)
A/C actual 1500 2000 2500 3000 4000 5000 6000 7000 8000 9000 10000
weight（kg）
43000 867 858 849 840 838 836 834 833 831 829 827
42500 861 853 845 837 835 832 830 827 825 822 820
42000 854 847 841 834 831 828 825 822 819 816 813
41500 848 841 835 829 825 822 819 816 813 810 807
41000 841 835 829 823 820 817 814 810 807 804 801
40500 835 829 823 817 814 811 808 804 801 798 795
40000 828 822 817 811 808 805 802 798 795 792 789
39500 822 816 811 805 802 799 796 793 790 787 784
39000 815 810 804 799 796 793 790 787 784 781 778
38500 809 804 799 794 790 787 784 781 778 775 772
38000 803 798 793 788 785 782 779 775 772 769 766
37500 798 793 788 783 779 776 773 770 767 764 761
37000 793 788 782 777 774 771 768 764 761 758 755
36500 789 784 779 775 771 768 764 761 758 754 751
36000 784 780 776 772 768 765 761 758 754 751 747
35500 780 777 774 772 776 780 785 789 793 798 802
Annex page:F8-1
No.：TJA-OP1
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35000 776 774 773 771 775 779 783 787 791 795 799
34500 773 772 771 770 774 778 781 785 789 793 796
34000 770 770 769 769 773 776 780 783 787 790 794
33500 770 768 767 766 769 773 776 780 784 787 791
33000 769 767 764 762 766 769 773 777 781 784 788
32500 769 765 762 758 762 766 770 774 777 781 785
32000 769 764 759 754 758 762 766 770 774 778 783
31500 767 760 754 747 752 756 761 766 770 775 780
31000 765 757 748 740 745 751 756 761 766 772 777
30500 762 754 746 738 743 749 754 760 765 770 776
30000 759 751 744 736 742 747 753 758 764 769 775
b）E190, with ice accretion/ flaps 0/ gear up/ airspeed: anti-ice On,
minimum fuel consumption or 210 KIAS, whichever is higher
Altitude (FT)
A/C actual 1500 2000 2500 3000 4000 5000 6000 7000 8000 9000 10000
weight（kg）
43000 1235 1230 1226 1221 1219 1216 1214 1211 1209 1206 1204
42500 1229 1224 1219 1214 1211 1209 1206 1204 1201 1199 1197
42000 1222 1217 1211 1206 1204 1201 1199 1196 1194 1191 1189
41500 1215 1210 1205 1200 1198 1195 1193 1190 1188 1185 1183
41000 1208 1203 1199 1194 1191 1189 1186 1184 1181 1179 1176
40500 1202 1197 1193 1188 1185 1183 1180 1178 1175 1173 1170
40000 1195 1191 1186 1182 1179 1177 1174 1172 1169 1167 1164
Annex page:F8-2
No.：TJA-OP1
Rev.：130709
39500 1189 1185 1181 1177 1174 1171 1169 1166 1163 1161 1158
39000 1182 1178 1175 1171 1168 1166 1163 1160 1157 1155 1152
38500 1176 1172 1169 1165 1162 1160 1157 1154 1151 1149 1146
38000 1169 1166 1162 1159 1156 1154 1151 1148 1145 1143 1140
37500 1164 1160 1157 1153 1150 1147 1145 1142 1139 1136 1134
37000 1159 1155 1151 1147 1144 1141 1138 1136 1133 1130 1127
36500 1154 1150 1146 1142 1139 1136 1133 1130 1127 1124 1121
36000 1149 1145 1140 1136 1133 1130 1127 1124 1121 1118 1115
35500 1145 1140 1135 1130 1136 1143 1149 1155 1161 1168 1174
35000 1140 1135 1129 1124 1131 1137 1144 1151 1158 1164 1171
34500 1135 1129 1124 1118 1125 1132 1139 1147 1154 1161 1168
34000 1130 1124 1118 1112 1120 1127 1135 1142 1150 1157 1165
33500 1125 1119 1113 1107 1115 1123 1131 1138 1146 1154 1162
33000 1120 1114 1108 1102 1110 1118 1126 1135 1143 1151 1159
32500 1115 1109 1104 1098 1106 1115 1123 1131 1139 1148 1156
32000 1110 1105 1099 1094 1102 1111 1119 1128 1136 1145 1153
31500 1106 1100 1095 1090 1099 1107 1116 1124 1133 1141 1150
31000 1101 1096 1091 1086 1095 1103 1112 1121 1130 1138 1147
30500 1096 1091 1086 1082 1090 1099 1108 1117 1126 1135 1144
30000 1091 1086 1082 1077 1086 1095 1105 1114 1123 1132 1142
c）E145, with ice accretion/ flaps 0/ gear up/ airspeed: 200 KIAS
Annex page:F8-3
No.：TJA-OP1
Rev.：130709
Altitude (FT)
A/C actual 1500 2000 2500 3000 4000 5000 6000 7000 8000 9000 10000
weight（kg）
20000 574 566 559 551 547 543 539 535 531 527 523
19500 568 560 552 544 540 536 532 528 524 520 516
19000 561 553 545 537 533 529 525 521 517 513 509
18500 555 547 539 531 527 523 519 515 511 507 503
18000 548 540 532 524 520 516 512 508 504 500 496
17500 542 534 526 518 514 510 506 502 498 494 490
17000 536 528 520 512 508 504 500 495 491 487 483
16500 531 523 515 507 502 498 494 490 485 481 477
16000 525 517 509 501 497 492 488 484 480 475 471
15500 520 512 504 496 491 487 483 478 474 470 466
15000 514 506 498 490 486 481 477 473 469 464 460
14500 509 501 493 485 480 476 472 467 463 459 455
14000 504 496 487 479 475 470 466 462 458 453 449
13500 499 491 483 475 470 466 461 457 453 448 444
13000 494 486 478 470 466 461 457 452 448 443 439
Annex page:F8-4
No.：TJA-OP1
Rev.：130709
d）E145, no ice accretion/ flaps 0/ gear up/ airspeed: 200 KIAS

Altitude (FT)
A/C actual 1500 2000 2500 3000 4000 5000 6000 7000 8000 9000 10000
weight（kg）
20000 516 510 504 498 495 492 489 487 484 481 478
19500 510 504 498 492 489 486 483 480 477 474 471
19000 503 497 491 485 482 479 476 472 469 466 463
18500 497 490 484 478 475 472 469 466 463 460 457
18000 490 484 477 471 468 465 462 459 456 453 450
17500 484 478 471 465 462 459 456 453 450 447 444
17000 478 472 465 459 456 453 450 446 443 440 437
16500 472 466 459 453 450 447 444 440 437 434 431
16000 466 460 453 447 444 441 438 434 431 428 425
15500 461 454 448 442 438 435 432 429 425 422 419
15000 455 449 442 436 433 429 426 423 420 416 413
14500 450 444 437 431 428 424 421 418 415 411 408
14000 445 439 432 426 423 419 416 413 410 406 403
13500 441 434 428 421 418 414 411 408 405 401 398
13000 436 429 423 416 413 409 406 403 400 396 393
Annex page:F8-5
No.：TJA-OP1
Rev.：130709
e）A320, clean configuration/airspeed 210 KIAS

Altitude (FT)
A/C actual 1500 2000 2500 3000 4000 5000 6000 7000 8000 9000 10000
weight（kg）
66000 1189 1187 1184 1182 1177 1172 1171 1169 1168 1166 1165
65000 1175 1172 1170 1167 1162 1157 1155 1153 1152 1150 1149
64000 1161 1158 1155 1152 1147 1141 1139 1137 1136 1134 1132
63000 1148 1144 1141 1138 1132 1126 1124 1122 1120 1118 1116
62000 1134 1131 1127 1124 1118 1111 1109 1106 1104 1101 1099
61000 1121 1118 1114 1111 1104 1098 1095 1092 1089 1086 1084
60000 1108 1105 1101 1098 1091 1084 1081 1078 1074 1071 1068
59000 1097 1093 1089 1085 1078 1071 1067 1063 1060 1056 1053
58000 1085 1081 1077 1073 1065 1057 1053 1049 1045 1041 1037
57000 1074 1070 1066 1061 1053 1045 1040 1036 1031 1027 1022
56000 1063 1059 1054 1050 1041 1032 1027 1022 1017 1012 1007
55000 1053 1048 1044 1039 1029 1020 1015 1009 1004 999 994
54000 1043 1038 1033 1028 1018 1008 1002 997 991 986 980
53000 1033 1028 1023 1018 1007 997 991 985 979 973 967
52000 1023 1018 1012 1007 997 986 980 973 967 960 954
51000 1014 1008 1003 997 987 976 969 962 955 948 941
50000 1004 999 993 988 977 966 958 951 943 936 928
49000 995 989 984 978 967 956 948 940 932 924 916
48000 986 980 975 969 957 946 938 929 921 912 904
Annex page:F8-6
No.：TJA-OP1
Rev.：130709
47000 977 971 965 960 948 937 928 919 911 902 894
46000 968 962 956 950 939 927 918 909 901 892 883
Annex page:F8-7
No.：TJA-OP1
Rev.：130709
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Annex page:F8-8

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CODE：TJA -OP1

TIANJIN AIRLINES COMPANY LIMITED

FLIGHT OPERATIONS MANUAL

TIANJIN AIRLINES COMPANY LIMITED

FLIGHT OPERATIONS MANUAL

This manual is approved by the CAAC authorized chief operational

0 Manual Management and Control

I declare as president of TJA herein: As operation basis of the Operator,

Chapter 0 Manual management and control page: 0-1-1

Chapter 0 Manual management and control page: 0-1-2

0.2 Table of Contents

1 Organization and management

3 Flight crew qualification requirements

Chapter 0 Manual management and control page: 0-2-1

4.1 General crew health requirements 4-1-1

5 Flight time limitations

6 General Flight Rules

Chapter 0 Manual management and control page: 0-2-2

7.5 Table of Descent Gradient and VS Descent Rate 7-5-1

Chapter 0 Manual management and control page: 0-2-3

10 Passengers and cargo

Chapter 0 Manual management and control page: 0-2-4

11 Flight crew emergency procedure

Chapter 0 Manual management and control page: 0-2-5

14 RNAV(Regional Navigation Operation)

Chapter 0 Manual management and control page: 0-2-6

Chapter 0 Manual management and control page: 0-2-7

Chapter 0 Manual management and control page: 0-2-8

0.3 Manual description

Chapter 0 Manual management and control page: 0-3-1

Chapter 0 Manual management and control page: 0-3-2

Chapter 0 Manual Management and Control page: 0-4-1

Chapter 0 Manual Management and Control page: 0-4-2

Chapter 0 Manual Management and Control page: 0-4-3

Chapter 0 Manual Management and Control page: 0-4-4

Chapter 0 Manual Management and Control page: 0-5-1

Chapter 0 Manual Management and Control page: 0-5-2

0.5.2 Revision Record

Revision No. Revision date Insert date Insert by

Chapter 0 Manual Management and Control page: 0-5-3

Chapter 0 Manual Management and Control page: 0-5-4

0.6 Deliver record

Chapter 0 Manual Management and Control page: 0-6-1

Chapter 0 Manual Management and Control page: 0-6-2

0-1-1 Chap.0 N 13/07/09 0-1-2 Chap.0 N 13/07/09

Chapter 0 Manual Management and Control page: 0-7-1

1-0-1 Chap.1 N 13/07/09 1-0-2 Chap.1 N 13/07/09

2-0-1 Chap.2 N 13/07/09 2-0-2 Chap.2 N 13/07/09

3-0-1 Chap.3 N 13/07/09 3-0-2 Chap.3 N 13/07/09

Chapter 0 Manual Management and Control page: 0-7-2

4-0-1 Chap.4 N 13/07/09 4-0-2 Chap.4 N 13/07/09

5-0-1 Chap.5 N 13/07/09 5-0-2 Chap.5 N 13/07/09

6-0-1 Chap.6 N 13/07/09 6-0-2 Chap.6 N 13/07/09

Chapter 0 Manual Management and Control page: 0-7-3

7-0-1 Chap.7 N 13/07/09 7-0-2 Chap.7 N 13/07/09

Chapter 0 Manual Management and Control page: 0-7-4

8-0-1 Chap.8 N 13/07/09 8-0-2 Chap.8 N 13/07/09

9-0-1 Chap.9 N 13/07/09 9-0-2 Chap.9 N 13/07/09

Chapter 0 Manual Management and Control page: 0-7-5

9-1-15 Chap.9 N 13/07/09 9-1-16 Chap.9 N 13/07/09

Chapter 0 Manual Management and Control page: 0-7-6

Chapter 0 Manual Management and Control page: 0-7-7

Chapter 0 Manual Management and Control page: 0-7-8

121.465 For item （ a ）（ b ）（ c ）（ d ）