PASL - OMA Operations Manual Part A

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PRIVATE AIRLINE Administration And Control

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PRIVATE AIRLINE SERVICES LIMITED PASL-OMA

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0.4 RECORD OF REVISION

On receipt of a manual revision, follow instructions on the cover sheet issued with
the revision.
Record insertion of the manual revision below.
Rev. No Effective Date Date Inserted Inserted By

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0.5 RECORD OF TEMPORARY BULLETINS
On receipt of a Temporary Bulletin, follow instructions issued with the bulletin.

Record insertion of the Temporary Bulletin below.
No Sec Page Title of Temporary Bulletin Insertion Date Removal Date

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0.6 TABLE OF CONTENTS
0.1 NCAA APPROVAL____________________________________________ 1

0.2 COMPLIANCE DIRECTIVE _____________________________________ 3
0.3 STATEMENT OF COMMITMENT AS AN OPERATOR________________ 3
0.4 RECORD OF REVISION________________________________________ 4
0.5 RECORD OF TEMPORARY BULLETINS___________________________ 6
0.6 TABLE OF CONTENTS_________________________________________ 8
0.7 FLIGHT OPS. MANUAL (FOM PART A) CHAPTERS___________________ 9
0.8 PAGINATION _________________________________________________ 10
0.9 REVISION HIGHLIGHT__________________________________________ 11
0.10 DISTRIBUTION LIST____________________________________________ 12
0.11 REVISIONS AND AMENDMENTS SYSTEM__________________________ 13
0.12 RECORD OF REVISION SHEET___________________________________ 14
0.13 MANUAL CHANGE REQUEST FORM________________________________ 15
0.14 RECORD OF TEMPORARY BULLETINS_____________________________ 16
0.15 CORPORATE COMMITMENT ____________________________________ 17
0.16 INTRODUCTION_________________________________________________ 21
0.17 GLOSSARY OF ITEM_____________________________________________ 25
0.18 LIST OF ABBREVIATIONS_________________________________________ 33
0.19 LIST OF EFFECTIVE PAGES______________________________________ 38

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0.7 FLIGHT OPERATIONS MANUAL PART A - (CHAPTER TITLES)
Description
0 Administration and Control
1 Organization and Responsibilities
2 Operational Control and Supervision
3 Quality System
4 Crew Composition
5 Qualification Requirements
6 Crew Health Precautions
7 Flight Time Limitations
8 Operating Procedures
9 Dangerous Goods and Weapons
10 Security
11 Handling of Accidents, Incidents and Occurrences
12 Rules of the Air
13 Leasing
14 Appendices / Forms
14a. More Definitions

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0.8 PAGINATION
The header and footers of each page contains:
The name of the manual: Operations Manual Part A.

The Company logo
The Chapter Title
Chapter number.
Issue Number
Revision Number
Revision date.
Page number
The footer of each page contains:
Company Name
Manual Reference:

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0.9 REVISION HIGHLIGHT
Rev. No Effective Details of Highlights Page

Date No.
Issue 1. 11-09-2019 Original Issue
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0.10 DISTRIBUTION LIST
S/N HOLDER COPY NO

1 TECHNICAL LIBRARY 1
2 NCAA 2
3 ACCOUNTABLE MANAGER / CEO 3
4 DIRECTOR OF FLIGHT OPERATIONS 4
5 QUALITY / SAFETY MANAGER 7
6 CHIEF PILOT 8
7 PILOTS – Soft Copies 9
8 CABIN SERVICES MANAGER 11
9 OPERATIONS CONTROL CENTRE 12
10 TRAINING MANAGER 13
11 OUT STATION DISPATCH OFFICES 14/CODE
11 AIRCRAFT COPY 18/CODE
12 FLIGHT OPERATIONS MANAGER 20
13 INSTRUCTORS 21/CODE

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0.11 REVISIONS AND AMENDMENTS SYSTEM
The Director of Flight Operations is responsible for the Maintenance and Revisions of this Operations
Manual Part A. When an amendment to this manual becomes necessary, the request shall be
submitted in writing to the Director of Flight Operations giving detailed information about the reason
for this amendment. If the Director of Flight Operations is satisfied with the formal request, an
amendment will be prepared and sent to the Quality/Safety Manager to process for approval.
All proposed revisions must be checked by the Quality/Safety Manager and submitted to the
Authority, a written approval must be received before such revision can be used.
The Quality/Safety Manager is responsible for notifying the Nigerian Civil Aviation Authority of
Proposed amendments and revisions. He is also responsible for the regulatory administration,
distribution and control of this manual.
All amendments will be in the form of printed, replacement pages. They are accompanied by filing
instructions and an updated List of Effective Pages (LEP).
Temporary revisions are amendments to a controlled manual/document that are issued out of the
normal revision cycle. They are distinguished from the rest of the manual content by yellow shaded
headers and footers.
Normal and temporary revisions are transmitted to all manual holders through a transmittal letter
attached to each amendment/revision, outlining the nature of each change. A vertical bar in front of
the line indicates any change in the text.
Upon receipt of any revision, manual holders are responsible for inserting the pages as per the
instructions in the transmittal letter. This responsibility includes registering the insertion of the Normal
and Temporary Revisions.
Where revision instructions require Temporary Revisions to be removed and destroyed, the manual
holders must ensure that the removal details are registered on the record of temporary revisions
sheet. This includes when temporary revisions are removed upon receipt of a formal revision.
Each holder of this Manual is responsible for the security and safeguarding of this manual, for
insertion of amendments, revisions and for maintaining the manual in a current status.
After each insertion of amendment/revisions, the manual holder must acknowledge receipt and
endorse a copy of the transmittal letter to the effect that the instruction has been carried out and then
return same to the Quality/Safety Manager to file up.
Hand-written amendments and revisions are not permitted except in situations requiring immediate
amendment or revisions in the interest of safety.

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0.12 RECORD OF REVISION SHEET

A “Record of Revision Sheet” is contained at the front of the Flight Operations
Manual Part A and any company publication and should be completed when a
revision is issued.
Enter:
 DATE you received the revision.
 Your INITIALS as you insert in the publication.

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0.13 MANUAL CHANGE REQUEST FORM
Originator Use
Manual Title:
Section Page: Revision

:
Requested Change:
Reason for Change:
Originator (Sign): Date:
DEPARTMENT - MANUAL APPROVAL AUTHORITY
Approval Authority Name: Date Received:
Department Comments (Approval or Decline) Upon Review:
Approval Authority Signature: Date:
Send completed signed Manual Change Request Form to Document Officer for filling

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0.14 RECORD OF TEMPORARY BULLETINS
The Director of Flight Operations or his delegates are the only people who can
authorise Temporary Bulletins to the Flight Operations Manual Part A.
Bulletins are amendments to the Flight Operations Manual Part A that are issued
out of the normal revision cycle. Bulletins are summarised in the Record of
Temporary Bulletins page at the front of this publication.
When you receive a Temporary Bulletin, insert Bulletin pages facing the page to
which they refer, then complete the Record of Temporary Bulletins page at the front
of this section indicating the bulletin details, title and insertion date. The next
revision to the Flight Operations Manual Part A will include by formal revision the
contents of the Temporary Bulletin and will supersede the Temporary Bulletin.

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0.15 CORPORATE COMMITMENT
PASL LTD
CORPORATE COMMITMENT
I, the Accountable Manager, undersigned, commit myself to ensure the overall

responsibility (including financial) for running PASL, the approved organization
stipulated in the Operations Manual Part A.
Name Obiora Okonkwo PhD
Signature:
Date:
ACCOUNTABLE MANAGER (CHIEF EXECUTIVE OFFICER)
For and on behalf of: PASL

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CORE VALUES
Among our core values, we include:
o Safety, health and the environment

o Ethical behaviour
o Valuing people
FUNDAMENTAL BELIEFS
Our fundamental safety beliefs are that:
o Safety is a core business and personal value

o Safety therefore is a source of our competitive advantage
o We at PASL will strengthen our business by making safety excellence an
integral part of all our flight and ground activities
o We believe that all accidents and incidents are preventable
o As a culture, all levels of line management are accountable for our safety
performance, starting with the Accountable Manager.

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CORE ELEMENTS OF OUR SAFETY APPROACH
The five core elements of our safety approach include:
Top Management Commitment
o Safety excellence will be a component of PASL’s mission

o Senior personnel will hold line management and all employees accountable
for safety performance
o Senior management will demonstrate their continual commitment to safety
Responsibility & Accountability of All Employees
o Safety performance will be an important part of PASL’s management /

employee evaluation system
PASL will recognize and reward flight and ground safety performance
o Before any work is done, PASL will ensure everyone is aware of the safety
rules and processes as well as their personal responsibility to observe them
Clearly Communicated to Expect Zero Incidents
o PASL will have a formal written safety goal, and PASL will ensure everyone
understands and accepts that goal
o PASL will have a communications and motivation system in place to keep our
people focused on the safety goal

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Auditing & Measuring for Improvement

o Management will ensure regular safety audits are conducted and that
everyone participates in the process
o PASL will focus our audits on the behaviour of our people as well as on the
conditions of the operating area
o PASL will establish both leading and training performance indicators to help
AP evaluate our level of safety.
Responsibility of All Employees

o Each employee will be expected to accept responsibility and accountability for
our own behaviour
o Each employee will have an opportunity to participate in developing safety
standards and procedures
o Each employee will be concerned for the safety of others in our organization.
THE OBJECTIVES OF THE SAFETY PROCESS
o All levels of management will be clearly committed to safety.

o PASL will have clear employee safety matrix, with clear accountability.
o PASL will have open safety communications.
o PASL will involve everyone in the decision process.
o PASL will provide the necessary training to build and maintain meaningful
ground and safety leadership skills
o The safety of PASL employees, customers and suppliers will be a
strategic issue
Accountable Manager / CEO

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0.16 INTRODUCTION
Private Airlines Services Limited operates aircraft in commercial air transport under
the trade name “United Nigeria” as an Air Operator Certificate (AOC) holder. PASL
carries a certified true copy of the Air Operator Certificate and a copy of the
operations specifications relevant to the aircraft type, issued in conjunction with the
certificate on board its aircraft. PASL while applying for the AOC submitted an
application in the format prescribed containing all requirements from the Authority
and submit all the required pertinent manuals produced by the airline. United Nigeria’s
application for the issue of an initial AOC was submitted at least 180 days before the
date of commencement of flight operation. The Nigeria Civil Aviation Regulations 2015
(Nig. CARs) confer a legal requirement on an intended AOC holder to provide
Operations Manual for the use and guidance of personnel concerned in the
conduct of its operations that ensure those certification requirements that apply to
management of flight operations personnel and their functions including compliance
with the laws, regulations and procedures prescribed in the Nig. CARs. The Nig.
CARs prescribe those particulars to be included in such a Manual. United Nigeria’s
Operations Manual has been issued in accordance with the Nig. CARs. It complies
with the terms and conditions of the airlines’ AOC. PASL shall, at all times, continue
in compliance with the AOC terms, conditions of issuance, and maintenance
requirements in order to hold that certificate and shall operate in accordance with
any amendment to its AOC, unless it is subsequently withdrawn. PASL shall not
perform a commercial air transport operation for which an AOC amendment is
required, unless it has received notice of the approval from the Authority as failure to
comply by the airline may result in the revocation or suspension of its AOC.
a Statement of Compliance
The Operations Manual complies with all applicable Nigeria Civil Aviation
RegulationsandrequirementsandwiththetermsandconditionofUnitedNigeria’s
Air Operator’s Certificate. The manual contains operational instructions that
are to be complied with by the relevant personnel in the performance of their
duties. It is issued in conformity with the requirements of the Nig.CARs and
incompliance with the terms and conditions of the airline’s AOC as
authorised by the AOC Operations Specifications.
b. United Nigeria’s Operations Manual contains the overall (general) company
policies and procedures regarding the flight operations it conducts. The
Operations Manual prescribes the requirements for operations conducted
by flight crewmember while operating aircraft registered in Nigeria or in a
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State other than Nigeria or by flight crew of AOC holders of another State
operating aircraft within Nigeria on behalf of the airline. The contents of the
Operations Manual include all those subjects designated by the Authority that
are applicable to the airline’s operations. Where contractual requirement
dictates, different limits or requirements (which shall by no means less
restrictive than those contained herein) shall be promulgated via Flying
Staff Instruction where applicable.
c. The Flight Operational policies and procedures contained herein provide
basic operational philosophy and include general procedures and regulations
applicable to all United Nigeria’s aircraft. These policies and procedures
are always at least as restrictive as any applicable Nig. CARs. The aircraft
shall be operated in compliance with the terms of the Certificate of Airworthiness
within the approved limitations contained in its Flight Manual.
d. The manual, prepared and kept current is for the use of the entire airline’s
flight operations staff. It provides guidance to all personnel directly employed
by the airline together with its servants and agents, in the discharge of their
duties so as to ensure the safe conduct of the airline’s flying operations in strict
compliance with recommended practices and procedures. It is not intended to
cover aspects of flying which form part of a Crew members, basic
professional training and knowledge nor does it cover all statutory orders and
regulations currently enforce. Employees are reminded they have statutory
obligation to be aware of, and comply with, all regulations and instructions
as maybe notified from time to time by the appropriate regulatory authority.
Operating staffare to ensure that all commercial air transportation flights are
planned and executed in accordance with its policies and requirements.
d. Preparation of the Manual
The manual as submitted for approval by the Authority is broadly sub-divided
into the following Parts and is supplemented by such other publications as the
Aircraft Flight Manual and commercially produced Route and Airways
Manuals:
¨ Part A:- General/Basic Information, Requirements and Operations
¨ Part B:- Type Operating Procedures and Requirements which is
specific for each aircraft type and variant.
(This Part refers to information in the Aircraft Operation Manual,
Aircraft Flight Manual or pilot’s operating handbook.)
¨ Part C:- Route Guide
(This Part will also include a commercially-produced
Route Guide/Airways Manual.)

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¨ Part D:- Training Programme Manual

The content of the Operations Manual includes at least those subjects
designated by the Authority that are applicable to the airline’s operations.
PASL shall
- submit the proposed policy or procedure to the Authority at least
30 days prior to the date of intended implementation
- not use, or cause the use of any manual for flight operations or
airworthiness function prior to acceptance by the Authority.
This manual has been prepared:
i. to conform to the outline contained in the Nig. CARs IS: 9.3.1.2 and
includes instructions and information necessary to allow the personnel
concerned to perform their duties and responsibilities with a high degree
of safety,
ii. not to be contrary, to any applicable Nig. CARs and United Nigeria’s
operations specifications. It includes references to appropriate civil
aviation regulations.
iii. to be in a form that is easy to revise and contains a system which allows
personnel to determine the current revision status of each manual. It
has a date of the last revision on each page concerned;
iv. to take cognizance of all the applicability requirements of the Nig. CARs.
It includes definitions and abbreviations as used in the Nig. CARs as
well as reference to the appropriate Parts of the Nig. CARs. Where
necessary, specific terms are defined at the beginning of the sections to
which they are appropriate. For brevity, the pronoun ‘he’ is used
throughout.
Where appropriate, the pronoun ‘she’ should be inferred or assumed.
Human factors principles in document design and checklist used in the
production of this manual include the following:
- preparation of documentation in a useable format for information
presentation, the appropriate reading level and with the required degree
of technical sophistication and clarity.
- improving user performance through the use of effective and consistent
labels, symbols, colours, terms, acronyms, abbreviations, formats and
data fields.
- ensuring the availability and usability of information to the user for specific
tasks, when needed, and in a form that is directly usable.
- designing operational procedures for simplicity, consistency and ease
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of use;
- enabling operators to perceive and understand elements of the current
situation and project them to future operational situations;
- minimising the need for special or unique operator skills, abilities, tools
or characteristics;
- assessing the net demands or impacts upon the physical, cognitive and
decision-making resources of the operator, using objective and subjective
performance measures.
e. The manual including any amendments and/or revisions, is submitted to the
NCAA for approval. A copy of the manual or pertinent portions, together with
all amendments and revisions that has been accepted or approved, as
appropriate, by the Authority, shall be issued to the crew members
persons assigned operational control functions and any personnel that are
required to use it. PASL shall not cause the use of any policy and procedure
or portion thereof for flight operations or airworthiness function-
- prior to co-ordination with the Authority; and
- which has not been reviewed and found acceptable or approved for
PASL by the Authority.
It is a requirement that a copy of the manual is available for carriage in each
of United Nigeria’s aircraft library for unobstructed access by the Cockpit Crew.
Sufficient additional copies will be provided to ensure that all operating staff
and appropriate ground personnel have ready access to them in a timely
manner when required. This Operation Manual is the property of PASL and is
subject to immediate recall or modification, when deemed necessary.
Promulgation of its contents to third parties without authorization, is prohibited,
except for inspection by competent authorities.

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0.17 GLOSSARY OF TERMS AND LIST OF ABBREVIATIONS

Definitions.
Alerting service—A service provided to notify appropriate organisations regarding aircraft in
need of search and rescue aid, and assist such organisations as required.
Alternate aerodrome—An aerodrome to which an aircraft may proceed when it becomes

either impossible or inadvisable to proceed to or land at the aerodrome of intended landing.
Alternate aerodromes include the following:
Takeoff alternate—An alternate aerodrome at which an aircraft can land should this become
necessary shortly after takeoff and it is not possible to use the aerodrome of departure.
En-route alternate—An aerodrome at which an aircraft would be able to land after
experiencing an abnormal or emergency condition en route.
ETOPS en-route alternate—A suitable and appropriate alternate aerodrome at which an
aeroplane would be able to land after experiencing an engine shut-down or other abnormal or
emergency condition while en route in an ETOPS operation.
Destination alternate—An alternate aerodrome to which an aircraft may proceed should it
become either impossible or inadvisable to land at the aerodrome of intended landing.
Altitude—The vertical distance of a level, a point or an object considered as a point,

measured from Mean Sea Level (MSL).
Annexes to the Chicago Convention—The documents issued by the International Civil

Aviation Organisation (ICAO) containing the Standards and Recommended Practices
applicable to civil aviation.
Appliances—Instruments, equipment, apparatus, parts, appurtenances, or accessories, of

whatever description, which are used, or are capable of being or intended parachutes and
including communication equipment and any other mechanism or mechanisms installed in or
attached to aircraft during flight), and which are not part
or parts of aircraft, aircraft engines, or propellers.
Approach and landing operations using instrument approach procedures—

Instrument approach and landing operations are classified as follows :
(i) Non-precision approach and landing operations—An instrument approach and landing
which utilises lateral guidance but does not utilise vertical guidance.
(ii) Approach and landing operations with vertical guidance—An instrument approach and
landing which uses lateral and vertical guidance but does not meet the requirements
established for precision approach and landing operations.
(iii) Precision approach and landing operations—An instrument approach and landing using
precision lateral and vertical guidance with minima as determined by the category of
operation.
(a) Category I (CAT I) operation—A precision instrument approach and landing with a
decision height not lower than 60 m (200 feet), and with either a visibility not less than 800 m
or a runway visual range not less than 550 m.
(b) Category II (CAT II) operation—A precision instrument approach and landing with a
decision height lower than 60 m (200 feet) but not lower than 300m (100 feet) and a runway
visual range not less than 350 m.
(c) Category IIIA (CAT IIIA) operation—A precision instrument approach and landing with :
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A decision height lower than 30 m (100 feet) or no decision height ; and A runway visual
range not less than 200 m.
(d) Category IIIB (CAT IIIB) operation—A precision instrument approach and landing with :
A decision height lower than 15 m (50 feet) or no decision height ; and A runway visual range
less than 200 m but not less than 50 m.
(e) Category IIIC (CAT IIIC) operation—A precision instrument approach and landing with no
decision height and no runway visual range limitations.
Approach control service—Air traffic control service for arriving or departing controlled
flights.
Approach control unit—A unit established to provide air traffic control service to controlled
flights arriving at, or departing from, one or more aerodromes.
Appropriate ATS or ATC authority—The relevant authority designated by Nigeria

responsible for providing air traffic services in the airspace concerned.
Appropriate airworthiness requirements—The comprehensive and detailed airworthiness

codes established, adopted or accepted by a Contracting State for the class of aircraft,
engine or propeller under consideration.
Appropriate authority—
(i) Regarding flight over the high seas : The relevant authority of the State of Registry.
(ii) Regarding flight other than over the high seas : The relevant authority of the State having
sovereignty over the territory being overflown.
(iii) Regarding flight over Nigeria : The Nigeria Civil Aviation Authority, which, under the Civil
Aviation Act, is responsible for the oversight of civil aviation in Nigeria.
Approval for return to service—See maintenance release.
Approved by the Authority—Approved by the Authority directly or in accordance with a

procedure approved by the Authority.
Approved continuous maintenance program—A maintenance program approved by the

State of Registry.
Approved data—Technical information approved by the Authority.
Approved Maintenance Organisation(AMO)—Anorganisation approved by the Authority, in

accordance with Nigeria CARs Part 6, to perform specific aircraft maintenance activities by
the Authority. These activities may include the inspection, overhaul, maintenance, repair
and/or alteration and release to service of aircraft or aeronautical products.
Approved Training Organisation(ATO)—Anorganisation approved by the Authority, in

accordance with Nigeria CARs Part 3, to perform flight crew training and other training
approved by the Authority.
Approved standard—A manufacturing, design, maintenance, or quality standard approved

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by the Authority.
Approved training—Training carried out under special curricula and supervision approved
by the Authority.
Apron—A defined area, on a land aerodrome, intended to accommodate aircraft for

purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.
Area Control Centre—A unit established to provide air traffic control service to controlled
flights in control areas under its jurisdiction.
Area Control Service—Air traffic control service for controlled flights in control areas.
Area Navigation (RNAV)—A method of navigation that permits aircraft operations 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.
Article—Any item, including but not limited to, an aircraft, airframe, aircraft engine, propeller,
appliance, accessory, assembly, subassembly, system, subsystem, component, unit, product,
or part.
ATS or ATC route—A specified route designed for channeling the flow of air traffic as
necessary for the provision of air traffic services, defined by route specifications that include
an ATS or ATC route designator, the track to or from significant points (way points), distance
between significant points, reporting requirements, and as determined by the appropriate
ATS or ATC authority, the lowest safe altitude.
Authorised instructor—A person who—

(i) Holds a valid ground instructor certificate issued under Part 2 when conducting ground
training ;
(ii) Holds a current flight instructor certificate issued under Part 2 when conducting ground
training or flight training ; or (iii) Is authorised by the Authority to provide ground training or
flight training under Part 2 and Part 3 of these Regulations.
Authority—The civil aviation authority responsible for the oversight of civil aviation in Nigeria.
Automatic Dependent Surveillance (ADS)—A surveillance technique in which aircraft

automatically provide, via a data link, data derived from on-board navigation and position-
fixing systems, including aircraft identification, four dimensional position and additional data
as appropriate.
Design landing mass

The maximum mass of the aeroplane at which, for structural design purposes, it is assumed
that it will be planned to land.
Designated examiner (designee)

Any person authorised by the Authority to conduct a pilot proficiency test or a practical test for
a flight crew licence or rating. The designee when so authorised is carrying out the assigned
functions for the Authority and is not acting on his or her own behalf.

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Degree Celsius (oC)

The special name for the unit Kelvin for use in stating values of Celsius temperature.
DETRESFA
The code word used to designate a distress phase.
Downstream clearance
A clearance issued to an aeroplane by an air traffic control unit that is not the current
controlling authority of that aeroplane.
Effective length of the runway

The distance for landing from the point at which the obstruction clearance plane associated
with the approach end of the runway intersects the centreline of the runway to the far end.
Emergency Locator Transmitter (ELT)

A generic term describing equipment which broadcasts distinctive signals on designated
frequencies and, depending on application, may be automatically activated by impact or be
manually activated. An ELT may be any of the following:
a) Automatic fixed ELT: an automatically activated ELT which is permanently attached to an
aeroplane;
b) Automatic portable ELT: an automatically activated ELT which is rigidly attached to an

aeroplane but readily removable from the aeroplane;
c) Automatically deployable ELT: an ELT which is rigidly attached to an aeroplane and which
is automatically deployed and activated by impact, and in some cases, also be hydrostatic
sensors. Manual deployment is also provided;
d) Survival ELT: an ELT which is removable from an aeroplane, stowed so as to facilitate its
ready use in an emergency, and manually activated by survivors.
ELT battery expiration date

The date of battery manufacture or recharge plus one half of its useful life.
ELT battery useful life

The length of time after its date of manufacture or recharge that the battery or battery pack
may be stored under normal environmental conditions without losing its ability to allow the
ELT to meet the applicable performance standards.
Enhanced Ground Proximity Warning System (EGPWS)

A forward looking warning system that uses the terrain data base for terrain avoidance.
Equivalent system of maintenance

An AOC holder may conduct maintenance activities through an arrangement with an AMO or
may conduct its own maintenance, preventive maintenance, or alterations, so long as the
AOC holder's maintenance system is approved by the Authority and is equivalent to that of an
AMO, except that the approval for return to service of an aeroplane/aeronautical product shall
be made by an appropriately licensed aviation maintenance engineer or aviation repair
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specialists in accordance with Part 2 of these Regulations, as appropriate.
Error
As relates to the flight crewmember, an action or inaction by the flight crewmember that leads
to deviations from organisational or flight crewmember intentions or expectations.
Error management
The process of detecting and responding to errors with countermeasures that reduce or
eliminate the consequences of errors, and mitigate the probability of errors or undesired
aeroplane state.
Estimated off-block time

The estimated time at which the aeroplane will commence movement associated with
departure.
Estimated time of arrival

For IFR flights, the time at which it is estimated that the aeroplane will arrive over that
designated point, defined by reference to navigation aids, from which it is intended that
approach procedure will be commenced, or if no navigation aid is associated with the
aerodrome, the time at which the aeroplane will arrive over the aerodrome. For VFR flights,
the time at which it is estimated that the aeroplane will arrive over the aerodrome.
Evaluator
A person employed by a certified Approved Training Organisation who performs tests for
licensing, added ratings, authorisations, and proficiency checks that are authorised by the
certificate holder's training specification, and who is authorised by the Authority to administer
such checks and tests.
Examiner
Any person authorised by the Authority to conduct a pilot proficiency test, a practical test for
an airman licence or rating, or a knowledge test under these Regulations.
Exception: A provision in this Annex which excludes a specific item of dangerous goods from
the requirements normally applicable to that item.
Exemption: An authorization issued by an appropriate national authority providing relief from

the provisions of this Annex.
Facility
As used in Part 6 of these Regulations, Approved Maintenance Organisations - A physical
plant, includes land, buildings, and equipment, which provide the means for the performance
of maintenance, preventive maintenance, or alterations of any article.
Fatal injury
As relates to an aeroplane accident, any injury which results in death within 30 days of the
accident.
Flight plan

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Specified information provided to air traffic services units, relative to an intended flight or
portion of a flight of an aeroplane.
Filed flight plan

The flight plan as filed with an air traffic service unit by the pilot or a designated
representative, without any subsequent changes.
Fireproof material
A material capable of withstanding heat as well as or better than steel, when the dimensions
in both cases are appropriate for the specific purpose.
Flight(s)
The period from take-off to landing.
Flight crewmember
A licensed crewmember charged with duties essential to the operation of an aeroplane during
flight time.
Flight information service

A service provided for the purpose of giving advice and information useful for the safe and
efficient conduct offlights.
Flight level
A surface of constant atmospheric pressure which is related to a specific pressure datum,
1,013.2 hectopascals (hPa), and is separated from other surfaces by specific pressure
intervals.
Flight recorder
Any type of recorder installed in the aeroplane for the purpose of complementing
accident/incident investigation. A flight recorder could include the Flight Deck voice recorder
(FDVR) or flight data recorder (FDR).
Flight safety document system

A set of inter-related documentation established by the operator, compiling and organising
information necessary for flight and ground operations, and comprising, as a minimum, the
operations manual and the operator's maintenance control manual
Flight status
An indication of whether a given aeroplane requires special handling by air traffic services
units or not.
Flight crew member: A licensed crew member charged with duties essential to the operation
of an aircraft during a flight duty period.
Handling Agent: An agency, which performs on behalf of PASL some or all of the
Company’s functions including receiving, loading unloading, transferring or other processing
of passengers or cargo requirements.
ID Number: A temporary identification number for an item of dangerous goods which has not
been assigned a UN number.

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Incompatible: Describing dangerous goods which, if mixed, would be liable to cause a

dangerous evolution of heat or gas or produce a corrosive substance.
Overpack: An enclosure used by a single shipper to contain one or more packages and to
form one handling unit for convenience of handling and stowage. Dangerous goods packages
contained in the overpack must be properly packed, marked, labeled and in proper condition
as required by these Regulations.
For cooling purposes, an overpack shall contain Carbon dioxide, solid (dry ice), provided that
the overpack meets the requirements of Packing Instruction 904. (A Unit Load Device is not
included in the definition.)
Package: The complete product of the packing operation consisting of the packaging and its
contents prepared for transport.
Packaging: Receptacles and any other components or materials necessary for the
receptacle to perform its containment function, and to ensure compliance with the packing
requirements.
Passenger aircraft: An aircraft that carries any person other than a crew member, an
operator’s employee in an official capacity, an authorized representative of an appropriate
national authority or a person accompanying a consignment or other cargo.
Pilot-in-command: The pilot designated by the operator, or in the case of general aviation,
the owner, as being in command and charged with the safe conduct of a flight.
Proper Shipping Name: The name to be used to describe a particular article or substance
in all shipping documents and notifications, and where appropriate, on packaging.
Public Transport: A form of transport that is available to the public, charge set fares and run
on fixed routes.
Serious injury:An injury which is sustained by a person in an accident and which:

a) requires hospitalization for more than 48 hours, commencing within seven days from the
date the injury was received; or
b) results in a fracture of any bone (except simple fractures of fingers, toes or nose); or
a. involves lacerations which cause severe haemorrhage, nerve, muscle or tendon
damage; or
b. involves injury to any internal organ; or
c. involves second or third degree burns, or any burns affecting more than 5 per cent
of the body surface; or
d. Involves verified exposure to infectious substances or injurious radiation.
State of Origin: The Authority in whose territory the dangerous goods were first loaded on
an aircraft.
State of the Operator:The State in which the operator’s principal place of business is located
or, if there is no such place of business, the operator’s permanent residence.

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Technical Instructions: The latest effective edition of the Technical instructions for the
State Transport of Dangerous Goods by Air (Doc 9284-NA/905), including the Supplement
and any Addendum, approved and published by decision of the Council of the International
Civil Aviation Organisation.
UN Number: The four-digit number assigned by the United Nations Committee of Experts on
the Transport of Dangerous Goods to identify a substance or a particular group of
substances.
Unit Load Device: Any type of freight container, aircraft container, aircraft pallet with a net,
or aircraft pallet with a net over an igloo.
Note 1: An over-pack is not included in this definition.
Note 2: A freight container for radioactive material is not included in this definition.
For more Definitions, please refer to the Appendicies in Chapter 14 of this manual.

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0.18 LIST OF ABBREVIATIONS

A
AAL Above Airport Level
A/P Autopilot
AC Alternating Current
ADF Automatic Direction Finder
ADI Attitude Director Indicator
AFCS Automatic Flight Control System
AGL Above Ground Level
AHRS Attitude and Heading Reference System
ALT Altitude
AOC Air Operator Certificate
AOM Aircraft Operating Manual
AP Autopilot
APP Approach
APU Auxiliary Power Unit
ASR Air Safety Report
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATL Aircraft Technical Log
ATPL Airline Transport Pilot Licence
AVT Audio Visual Trainer
AWO All Weather Operation
B
BECMG Becoming
BKN Broken
BRNAV Basic Area Navigation
C
CA Civil Aviation
C/A Cabin Attendant
CAM Cabin Attendant Manual
CAT Category
CAVOK Clouds and Visibility OK
CB Circuit Breaker
CBT Computer Based Training
CCA Check and training Cabin Attendant
CCM Cabin Crew Member
CDI Course Deviation Indicator
CLSD Closed
COP Co pilot
CP Chief Pilot
CPL Commercial Pilot License
CPT Cockpit Procedure Trainer
CRM Crew Resource Management
CTC Check and Training Captain

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D
DA/H Decision Altitude/ Height
DC Direct Current
DDPG Dispatch Deviation Procedures Guide
DFO Director of Flight Operations
DLY Daily
DME Distance Measuring Equipment
DOI Dry Operating Index
DOM Director of Engineering & Maintenance
DOW Dry Operating weight
DSRAM Directorate of Safety Regulation and Monitoring
E
ECU Engine Control Unit
ENG Engine
ETOPS Extended range Twin Operations
F
FA First Aid
FAAN Federal Aviation Authority of Nigeria
FBS Fixed Base Simulator
FCL Flight Crew Licensing
FCM Flight Crew Member
FCOM Flight Crew Operation Manual
FD Flight Director
FG Fog
FL Flight Level
FI Flight Instructor
FMS Flight Management System
FT Feet
FTD Flight Technical Department
FWD Forward
G
GI Ground Instructor
GP Glide Path
GS Glide Slope
H
HEDP Hydraulic engine Driven Pump
HOTS Head of Training and Standards
HSI Horizontal Situation Indicator
HYD Hydraulics
HZ Haze
I
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
INBD Inbound
IR Instrument Rating

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J
JAA Joint Aviation Authority
JAM Jeppesen Airway Manual
JAR Joint Aviation Regulations
K
KM Kilometre(s)
Kts Knots
L
Lbs Pounds
LC Line Check
LCC Line Check Captain
LCP Line Check Purser
LDG Landing
LH Left Hand
LHP Left Seat Pilot
LNAV Lateral Navigation
LOC Localizer
LOFT Line Oriented Flight Training
LPC Licence Proficiency Check
LST Licence Skill Test
LT Line Training
LTC Line Training Captain
LTP Line Training Purser
LVO Low Visibility Operation
LVTO Low Visibility Take Off
M
M Metres(s)
MEL Minimum Equipment List
MDA/H Minimum Descent Altitude/Height
MORA Minimum Obstacle Clearance Altitude
MPA Multi Pilot Aeroplane
MSA Minimum Sector/ Safe Altitude
MTC Maritime Training Centre
N
NAV Navigation
NCAA Nigerian Civil Aviation Authority
NDB Non Directional Beacon
No Number
O
OM Operations Manual
OPC Operators Proficiency Check
OUTBD Outboard
OVC Overcast

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P
PF Pilot Flying
PIC Pilot in Command
PM Pilot Monitoring
PNR Point of No Return
PRESS Pressure
PSI Pounds per Square Inch
R
RA Radio Altitude
RH Right Hand
RHS Right Hand Seat
RMI Radio Magnetic Indicator
RPM Revolutions Per Minute
RT Radio Telephony
RUD Rudder
RVR Runway Visual Range
RWY Runway
S
S Satisfactory
SC Scattered
SCIG Simulation Component Inoperative Guide
SID Standard Instrument Departure
SIGMET Significant Meteorological Information
SPLR Spoiler
STAR Standard Terminal Arrival Route
T
T/O Take Off
TA Technical Aspects
TAFS Terminal Air Forecast
TBN To Be Notified
TD Temperature Datum System
TDI Track Deviation Indicator
TL Transition Level
TOC Top of Climb
TOD Top of Descent
TOW Take-off Weight
TRU Transformer Rectifier Unit
U
U/S Unserviceable
UFN Until Further Notice
V
VAST Visual Aided System Trainer
VIS Visibility
VMC Visual Meteorological Conditions

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VOR VHF Omni directional Range

VRB Variable
W
WIP Work In Progress
Y
YD Yaw Damper
Z
ZFW Zero Fuel Weight
0.13 Limitations
For Limitations, refer to Operations Manual Part B

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SERVICES LTD
CHAPTER 1 – Introduction
TABLE OF CONTENTS
1.0 Introduction ……………………………………………………… 3
1.1 Organization and Responsibility……………………………….. 9
1.2 Appointments, Names of Nominated Post Holders…………. 11
1.3 Duties & Responsibilities of Operating Management Personnel. 14
1.4 Authority. Duties & Responsibilities of the Commander……….. 32
1.5 Duties & Responsibilities of Crew Member other
than the Commander………………………………………………. 45
1.6 Authority to Act As A Flight Crew Member……………………………… 53

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1.0 INTRODUCTION
Private Airlines Services Ltd (PASL) is an Operator applying for AOC as a commercial operator.
Private Airlines Services Ltd shall submit an application in the format prescribed by the Authority
and shall contain all requirements from the Authority. Private Airlines Services Ltd application for
the issue of an initial AOC shall be submitted at least 180 days before the date of
commencement of flight operation. PASL shall produce and submit all pertinent manuals to this
application.
The Nigerian Civil Aviation Regulations (Nig.CARs) confer a legal requirement on an intended
AOC holder to provide Operations Manual for the conduct of its operations that ensure
compliance with those certification requirements that apply to management of flight operations
personnel and their functions. The Nig.CARs prescribe those particulars to be included in such a
Manual PASL Operations Manual has been issued in accordance with the Nig. CARs.
It complies with the terms and conditions of the Company’s AOC.
PASL shall, at all times, continue in compliance with the AOC terms, conditions of issuance, and
maintenance requirements in order to hold that certificate and shall operate in accordance with
any amendment to its AOC, unless it is subsequently withdrawn.
Private Airlines Services Ltd shall not perform a commercial air transport operation for which an
AOC amendment is required, unless it has received notice of the approval from the Authority.
Failure to comply by Private Airlines Services Ltd may result in the revocation or suspension of
the AOC.
Private Airlines Services Ltd Operations Manual contains the overall (general) company policies
and procedures regarding the flight operations it conducts. Private Airlines Services Ltd
Operations Manual prescribes the requirements for operations conducted by flight crewmember
while operating aircraft registered in Nigeria or in a State other than Nigeria or by flight crew of an
AOC holders of another State operating aircraft within Nigeria on behalf of Private Airlines
Services Ltd.
The contents of the Operations Manual include all those subjects designated by the Authority
that are applicable to Private Airlines Services Ltd.’s operations.
The manual including any amendments and/or revisions, is submitted to the NCAA for approval.
A copy of the manual or pertinent portions, together with all amendments and revisions that
has been accepted or approved, as appropriate, by the Authority shall be issued to the crew
members persons assigned operational control functions and any personnel that are required
to use it.
It is a requirement that a copy of the manual shall be made available for carriage in each of
Private Airlines Services Ltd aircraft. Sufficient additional copies will be provided to ensure that
all operating staff have ready access to them when required. An up-to-date distribution list of
manuals which facilitate the distribution of the operational documents to appropriate ground
personnel and crew in a timely manner, showing their locations, or the name/appointment of
the copy holder, as appropriate shall be held.
The Nig. CARs prescribe those particulars to be included in such a Manual.

Private Airlines Services Ltd Operations Manual has been issued in accordance with the Nig.
CARs. It complies with the terms and conditions of the Company’s AOC.

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Private Airlines Services Ltd shall, at all times, continue in compliance with the AOC terms,
conditions of issuance, and maintenance requirements in order to hold that certificate and
shall operate in accordance with any amendment to its AOC, unless it is subsequently
withdrawn.
Private Airlines Services Ltd shall not perform a commercial air transport operation for which an AOC
amendment is required, unless it has received notice of the approval from the Authority.
a) Private Airlines Services Ltd Air Operations Manual contains the overall (general) company
policies and procedures regarding the flight operations it conducts.
Private Airlines Services Ltd Operations Manual prescribes the requirements for
operations conducted by flight crewmember while operating aircraft registered in
Nigeria or in a State other than Nigeria or by flight crew of an AOC holders of another
State operating aircraft within Nigeria on behalf of Private Airlines Services Ltd.
The contents of the Operations Manual include all those subjects designated by the Authority
that are applicable to Private Airlines Services Ltd.’s operations. The manual including any
amendments and/or revisions, is submitted to the NCAA for approval.
A copy of the manual or pertinent portions, together with all amendments and revisions that
has been accepted or approved, as appropriate, by the Authority shall be issued to the
crewmembers, persons assigned operational control functions and any personnel that are
required to use it.
It is a requirement that a copy of the manual is available for carriage in each of Private
Airlines Services Ltd aircraft. Sufficient additional copies will be provided to ensure that all
operating staff have ready access to them when required.
An up-to-date distribution list of manuals which facilitate the distribution of the operational
documents to appropriate ground personnel and crew in a timely manner, showing their
locations, or the name/appointment of the copy holder, as appropriate shall be held.
b) The manual is for the use and guidance of all Private Airlines Services Ltd flight operations
staff and is not intended to cover aspects of flying which form part of a Crewmember’s, basic
professional training and knowledge nor does it cover all statutory orders and regulations
currently in force. Employees are reminded they have statutory obligation to be aware of,
and comply with, all regulations and instructions as may be notified from time to time by the
appropriate regulatory authority. Operating staff are to ensure that all commercial air
transportation flights are planned and executed in accordance with its policies and
requirements.
The manual as submitted for approval by the Authority is broadly sub-divided into the
following Parts and is supplemented by such other publications as the Aircraft Flight Manual
and commercially produced Route and Airways Manuals:
Part A General/Basic Information, Requirements and Operations
Part B Type Operating Procedures and Requirements which is specific for

each aircraft type and variant.
(This Part refers to information in the Aircraft Operation Manual,

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Aircraft Flight Manual or pilot’s operating handbook.)
Part C Route Guide

(This Part will also include a commercially-produced Route Guide/
Airways Manual.)
Part D Training Manual (D1, D2, D3)
Human factors principles in document design and checklist used in the production of this
manual include the following:
- preparation of documentation in a useable format for information presentation,

at the appropriate reading level and with the required degree of technical
sophistication and clarity.
- improving user performance through the use of effective and consistent

labels, symbols, colours, terms, acronyms, abbreviations, formats and
data fields.
- ensuring the availability and usability of information to the user for specific
tasks, when needed, and in a form that is directly usable.
- designing operational procedures for simplicity, consistency and ease

of use;
- enabling operators to perceive and understand elements of the current

situation and project them to future operational situations;
- minimising the need for special or unique operator skills, abilities, tools
or characteristics;
- assessing the net demands or impacts upon the physical, cognitive and
decision-making resources of the operator, using objective and subjective
performance measures.
The manual has been prepared to take cognizance of all the applicability requirements of
the Nig. CARs. It includes definitions and abbreviations as used in the Nig. CARs as well
as reference to the appropriate Parts of the Nig. CARs. Where necessary, specific terms
are defined at the beginning of the sections to which they are appropriate.
For brevity, the pronoun ‘he’ is used throughout. Where appropriate, the pronoun ‘she’
should be inferred or assumed.
A Commercial Air Transport Operation is an aircraft operation involving the transport of

passengers or cargo for remuneration or hire. This term is not intended to cover Aerial
Work or Corporate Aviation.
This Operation Manual is the property of Private Airlines Services Ltd and is subject to
immediate recall or modification, when deemed necessary. Promulgation of its contents to
third parties without authorization, is prohibited, except for inspection by competent
authorities.

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1.0.1 Private Airlines Services Ltd Organisation
1.0.1.1 Preface
Private Airlines Services Ltd is incorporated as a private limited liability company in

Nigeria. Private Airlines Services Ltd came into existence as a company proposing to
offer world class services in air transportation to the Nigerian public with the principal
base of Operation in Nigeria.
1.0.2 Type of Operation
Private Airlines Services Ltd.’s operational base and principal maintenance base is
Enugu, Enugu State where it maintains operational and airworthiness support facilities
appropriate for the area and type of operation and from where it undertakes both
scheduled and non-scheduled domestic passengers and cargo air services within
Nigeria.
In addition, Private Airlines Services Ltd also provides non-scheduled passenger and
cargo Services to locations within the African continent. Private Airlines Services Ltd
arranged appropriate ground handling facilities at each airport used to ensure the safe
servicing and loading of its flights.
In establishing its flight operations schedules, Private Airlines Services Ltd allows
enough time for the proper servicing of aircraft at intermediate stops for a minimum
period of 30 to 60 minutes’ subject to station operational demands, and also considers
the prevailing winds en route and cruising speed for the type of aircraft.
Private Airlines Services Ltd shall ensure a written notice to the Authority (NCAA) at
least 30 days prior to the change of operational and principal maintenance base.
1.0.3 Destinations Served
The following destination are presently being served by the scheduled service of
Private Airlines Services Ltd
a. Lagos;
b. Abuja;
c. Asaba
e. Port Harcourt
1.0.4 Demonstration Flights
1. Private Airlines Services Ltd before embarking in commercial air transport, shall first
conduct a satisfactory demonstration flights for the Authority in accordance with the
regulations applicable to the type of operation and aircraft type to be used.
2. Private Airlines Services Ltd shall in compliance with Nig.CARs on commercial air
transport passenger-carrying operations shall first of all demonstrate to the Authority, an
actual full capacity emergency evacuation demonstration for the configuration in 90

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seconds or less unless Private Airlines Services Ltd is able to provide to the Authority a
written petition for deviation with evidence that;
- A satisfactory full capacity emergency evacuation for the aircraft to be operated

was demonstrated during the aircraft type certification or during the certification of
another air operator; and
- There is an engineering analysis, which shows that an evacuation is still possible within
the 90-second standard, if the AOC holder’s aircraft configuration differs with regard
to number of exits or exit type or number of cabin crew members or location of the
cabin crew members.
1.0.5 Fleet Composition
Private Airlines Services Ltd fleet is made up of 04 medium transport aircraft for Schedule
Passenger operation.
Private Airlines Services Ltd shall ensure strict compliance to the following:
a) Private Airlines Services Ltd shall ensure a current list of each aircraft operated shall be listed
on its operations specifications. Private Airlines Services Ltd shall apply to the Authority for an
amendment to its operations specifications in advance of any intended change of aircraft.
b) Private Airlines Services Ltd shall ensure whenever an Aircraft of another certificate holder will
be operated under an interchange agreement, It shall be incorporated into Private Airlines
Services Ltd operations specifications as required by Nig.CARs 9.2.2.7.
c) Private Airlines Services Ltd shall ensure there is in existence a current agreement between
the Authority and the State of Registry that, while the aircraft is operated by the Nigerian AOC
holder, the operations regulations of Nigeria are applicable;
d) Private Airlines Services Ltd shall not interchange aircraft with another AOC holder without
the approval of the Authority.
e) Private Airlines Services Ltd shall not conduct wet-lease operations on behalf of another air
operator (a wet lease agreement out) except in accordance with:
i) The applicable laws and regulations of the country in which the operation occurs
ii) The approval of the Authority for the operation, including any restrictions imposed
by the Authority.
f) Private Airlines Services Ltd shall not allow another entity or air operator to conduct wet-lease
operations on its behalf (a wet lease in) unless:-
1. That air operator holds an AOC or its equivalent from a Contracting State that
authorises those operations;
2. The AOC holder advises the Authority of such operations and provides a copy of
the AOC under which the operation will be conducted; and

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3. The Authority approves the operations.

g) A current list of each aircraft operated by PASL as an AOC holder shall be listed on its
Operations Specifications. PASL shall apply to the Authority for an amendment to its
Operations Specifications in advance of any intended change of aircraft. PASL has
EMB145 in her fleet.
h) Private Airlines Services Ltd shall apply to the Authority for an amendment to its
operations specifications in advance of any intended change of aircraft and for aircraft
of another certificate holder operated under an interchange agreement shall also be
incorporated to the operations specifications as required.
i) Private Airlines Services Ltd shall not operate a Nigerian-registered aircraft unless the
aircraft displays the proper markings prescribed in Nig.CARs Part 4.
1.0.6 Description of Organizational Structure
Private Airlines Services Ltd. (PASL) has in place a functioning management system that
has continuity throughout the organization, and provides positive control of the operation.
This includes a system of accountability to ensure the effectiveness and integrity of the
operational management and control system as well as the determination, provision
and maintenance of the physical infrastructure and work environment needed to achieve
conformity with management system requirements.
Responsibility within the management system has been assigned for ensuring compliance
with regulatory requirements and established internal standards.
The management is headed by a senior corporate official who is the Accountable Manager
and has the overall accountability including the authority and control of the resources
necessary to finance, implement, and enforce policies and procedures within the operation.
a. The Company Board of Directors appoints the PASL line Management
b. The Accountable Manager of PASL sees to the day to day running of the airline. He has
under him a Management Team who performs assigned functions to help achieve the
company corporate goals.
c. The Director of Flight Operations reporting to the Accountable Manager has the
responsibility of running the Flight Operations Department in line with the applicable
requirements of the Nig.CARs.
d. The Director of Maintenance & Engineering reporting to the Accountable Manager

has the responsibility of running the Maintenance and Engineering Department in line
with the applicable requirements of the Nig.CARs.

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1.1 ORGANISATION AND RESPONSIBILITY
1.1.1 Company Organizational Structure
BOARD OF DIRECTORS
ACCOUNTABLE MANAGER/ CEO
CHIEF SECURITY QUALITY/SAFETY

OFFICER MANAGER CHIEF FINANCIAL
OFFICER
QUALITY SAFETY
ACCOUNT MANAGER
AUDITOR / INSPECTOR
ADMINISTRATION OPERATIONS ENGINEERING
DIRECTOR OF DIRECTOR FLIGHT DIRECTOR OF

ADMINISTRATION OPERATIONS ENGINEERING & MAINT.
CHIEF PILOT
HEAD OF MAINTENANCE OUTSOURCED
HUMAN MAINTENANCE
RESOURCES FLT. OPERATIONS CONTRACTOR
MANAGER
LINE MAITENANCE
Operations Control Centre ENGINEERS (B1 & B2)
Operation Engineering
Representative
TECHNICAL PLANNING
CABIN SERVICES MGR.
PLANNING
TECHNICAL RECORD
CREW TRAINING
MANAGER TECHNICAL LIBRARY
GROUND OPERATIONS PROCUREMENT

ENGINEER
STATIONS MGR. STORE/LOGISTICS

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1.1.2 Flight Operations Department Organizational Structure
ACCOUNTABLE MANAGER
/ CEO
DIRECTOR OF
FLIGHT
OPERATIONS QUALITY/SAFETY
MANAGER
CHIEF PILOT TRAINING FLIGHT

MANAGER OPERATIONS
MANAGER
CABIN
FLEET FLIGHT INSTRUCTORS
CREW
MANAGERS CABIN INSTRUCTORS
MANAGER SUPERVISOR
TRAINERS
OCC
INSTRUCTORS & TRAINERS
PURSERS CAPTAINS
DISPATCHERS
&
SCHEDULERS
CABIN FIRST
CREW OFFICERS
SECOND
OFFICERS
1.1.2.1 Delegation Of Duties
The Managers or post holders in Flight operation system shall delegate, under top
management approval, his/her duties and responsibilities to another post holder, deputy
manager or any approved assistant to ensure that managerial continuity is maintained when
they are absent from the workplace.
The delegation of duties and responsibilities shall be done before the post holder leaves the
work place, and shall brief and handover all issues to the temporary post holder.
The titular post holder/manager will be briefed by the person that stood-in about all the subject
issues and actions carried out in his/her absence.

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1.2 Appointments, Names of Nominated Post Holders
Nig.CARs 9.2.2.2 (a)(b)(f)(1)(2)
1.2.1 AOC Nominated Post Holders
FUNCTION NOMINATED POST HOLDER BUSINESS ADDRESS

CEO/ACCOUNTABLE MANAGER CHIEF OBIORA OKONKWO PLOT C24, GARDEN AVENUE, GRA
ENUGU
DIRECTOR OF FLIGHT CAPT. CHIMARA IMEDIEGWU ,,
OPERATIONS
CHIEF PILOT CAPT. MATTHEW EKEINDE ,,
DIRECTOR OF ENGINEERING ENGR. ALEX IHEUWA ,,
AND MAINTENANCE
QUALITY/SAFETY MANAGER ENGR. DARE FATIREGUN ,,
CHIEF INSPECTOR - ,,
1 . 2 .2 Communications and Meeting Requirements for Flight Operations
TIME
MEETING ATTENDEES INTERVAL PURPOSE
Weekly Flight Ops AM , DFO(C),GHM, CP, TM, To review all safety

Weekly
Management Meeting QSM, ITM, HRM, FLM and operations matters
To discuss flight operations,

Flight Operations
DFO(C), OER, OM, CP Monthly operations engineering and
Technical Meeting
technical related issues
To discuss crew training,
Training Meeting TM , FTC, Line Trainers Quarterly standardization and performance
related issues
To discuss the selection of pilots
CP(C), TM, FLM's, for command upgrades, fleet
Selection Board Twice a Year
FTC's, HRM transfer, instructors, and
evaluators
Flight Data Analysis OER(C), DOM, SM Monthly To discuss safety related issues
Meeting
Flight Safety Committee SM(C), AM, OER, DFO,
Quarterly To discuss safety related issues
Meeting GHM, DOM,
To ensure oversight and corporate

Safety Oversight AM (C), SM, QSM,OER Every Six
governance of safety, security,
Meeting Months
and operational risk management
Flight Operations Quality QSM(C), OER, Monthly To discuss quality related issues
Meeting DFO,FOM, and plan audit schedule
Management Evaluation AM(C),QSM, ALL FLT Every Six To review the effectiveness and
Meeting OPS Post Holder's Months outcomes of the quality system
Flight operations meetings are the primary means of communication within Flight
Operations Management. The following meetings have to be attended by the
relevant sectional managers. The management meetings are chaired by the DFO or
his nominated deputy.

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Note: (C) – denotes the coordinator to preside over the other meetings.
Note: All concerned personnel should make every effort to attend the above meetings. All
meetings are documented by minutes. The minutes are distributed to the managers and
other applicable personnel present at the meeting. New procedures or any changes to
procedures by the management are communicated by FCI's or FCN's. Relevant subjects
should also be communicated to all flight operations personnel through the flight safety
officer liaising with the Safety Manager.
1.2.2.1. Policy
PRIVATE AIRLINES SERVICES LTD Company policy is providing services to satisfy

customers in all aspects of operation with safety being paramount. The under listed are the
Company’s services provided to passengers:
a) To satisfy the customer’s cover;
b) Safe, efficient and effective operation;
c) On time operation and schedule departure;
d) Clientele friendship
e) Effective information
f) Quality catering and services;
g) Friendly dialogue with passengers.
1.2.2.2. Wet-Leasing
Nig.CARs 9.2.3.4.
a. Private Airlines Services Ltd shall not conduct wet-lease operations on behalf of
another air operator (a wet lease out) except in accordance with:
 The applicable laws and regulations of the country in which the operation occurs;
 The approval of the Authority for the operation, including any restrictions imposed by
the Authority.
b. Private Airlines Services Ltd shall not allow another entity or air operator to conduct
wet-lease operations on its behalf (a wet lease in) unless:-
 That air operator holds an AOC or its equivalent from a Contracting State that
authorises those operations.
 Private Airlines Services Ltd advises the Authority of such operations and
provides a copy of the AOC under which the operation was conducted.
 The Authority approves the operations.
1.2.2.3. Emergency Evacuation Demonstration - Nig.CARs 9.2.3.5.
(a) Private Airlines Services Ltd shall not use an aircraft type and model in commercial air
transport
passenger-carrying operations unless it has first conducted, for the Authority, an
actual full capacity emergency evacuation demonstration for the configuration in 90
seconds or less.
(b) The full capacity actual demonstration may not be required, if Private Airlines Services
Ltd provides a written petition for deviation with evidence that:
1) A satisfactory full capacity emergency evacuation for the aircraft to be operated
was demonstrated during the aircraft type certification or during the
certification of another air operator.

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2) There is an engineering analysis, which shows that an evacuation is still

possible within the 90-second standard, if Private Airlines Services Ltd’s
aircraft configuration differs with regard to number of exits or exit type or
number of cabin crew members or location of the cabin crew members.
(c) If a full capacity demonstration is not required, Private Airlines Services Ltd shall
not use an aircraft type and model in commercial air transport passenger-
carrying operations unless it has first conducted, for the Authority, an actual
partial demonstration that its available personnel, procedures, and equipment
could provide sufficient open exits for evacuation in 15 seconds or less.
1.2.2.4. Facilities - Nig.CARs 9.2.4.1.

1) Private Airlines Services Ltd shall maintain operational and airworthiness support
facilities at the main operating base, appropriate for the area and type of operation.
2) Private Airlines Services Ltd shall arrange appropriate ground handling facilities at
each airport used to ensure the safe servicing and loading of its flights.
3) Private Airlines Services Ltd shall provide the necessary facilities, workspace,
equipment and supporting services, as well as work environment at main base and
at each airport or area used for the type of operation, to satisfy flight operations
safety and security requirements:
a) Fully equipped offices and supporting services are provided at the headquarters
(Plot C2A, Garden Avenue, GRA, Enugu.) for DFO, TM, CP, CSM and all the
administrative staff working directly under their supervision.
b) Fully equipped offices, supporting services and a crew room are provided at Lagos
airport GAT for: FOM, GOM, OCC, CREW, Safety and Security Managers, SM and
all staff working under their supervision.
c) Fully equipped offices and supporting services are provided at each station(airports)
for: SM and all staffs working under their supervision.
d) Adequate arrangements are made to use all local airport VIP rooms for crew rest (if
needed) while outside Lagos.
1.2.2.5. OPERATIONS SCHEDULES Nig. CARs 9.2.4.2.b1
Private Airlines Services Ltd shall allow enough time in all established flight operations
schedule for the proper servicing of aircraft at intermediate stops, and shall consider the
prevailing winds en route and cruising speed for the type of aircraft. This cruising speed
may not be more than that resulting from the specified cruising output of the engines.
1.2.2.6 AIRCRAFT LOADING AND HANDLING MANUAL - Nig.CARs 9.3.1.15.
Private Airlines Services Ltd shall provide an aircraft handling and loading manual
acceptable to the Authority for the use of the flight crew members, ground handling
personnel and persons assigned operational control functions during the performance
of their duties.
This manual shall be specific to the aircraft type and variant and shall contain the
procedures and limitations for servicing and loading of the aircraft.

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1.3 DUTIES AND RESPONSIBILITIES OF OPERATIONS MANAGEMENT PERSONNEL

Nig.CARs 9.2.2.2 (f)(1)
The main functions of Flight Operations Management are the:
a) Determination of the Company's flight safety policy;
b) Allocation of responsibilities and duties and issuing instructions to individuals, sufficient for
implementation of Company policy and the maintenance of safety standards;
c) Monitoring of flight safety standards;
d) Recording and analysis of any deviations from Company standards and
ensuring corrective action;
e) Evaluating the safety record of the Company in order to avoid the development of
undesirable trends;
f) Liaison with the Regulatory body - NCAA.
g) Delegation of duties and responsibilities:
All designated deputies or senior staff, where applicable, shall carry out all duties and
responsibilities of their superior postholders while they are absent from work place or not
yet nominated. The appointed postholders will be informed and briefed about all the issues
carried on in their absence either by the deputies or other postholder.
The Nominated Post holders are qualified through training, experience and expertise in the
application of safety standards and safe operating practices. They have comprehensive
knowledge of the Nig.CARs, Private Airlines Services Ltd Operations Specifications and of
the need for, and the content of, the relevant parts of the Operations Manual, and are
familiar with the Company’s Quality System.
Each Operations Manager has the responsibility to ensure that all areas and functions
under his/her responsibilities comply with regulations and exercises the necessary quality
control and monitoring.
NOTE:- The Authority according to Nig.CARs. 9.2.2.2., may approve positions or numbers
of positions, other than those listed, if Private Airlines Services Ltd is able to show that it
can perform the operation with the highest degree of safety under the direction of fewer or
different categories of management personnel due to the:-
(1) The kind of operations involved;
(2) The number of aircraft used; and
(3) The area of operation.
h) Under DFO’s supervision, the Training Manager, CP, OER and FOM are responsible in
their relevant area for monitoring the execution of all contract or agreement signed with
external service providers in liaison with operations efficiency, safety and security service
provider such as:
 Approved Training Organisation (ATO)  Catering supplier
 Approved Medical Examiner (AME)  Document supplier
 Fuel supplier  Manufacturers
i) The DEM, QSM as well as the Planning department are responsible for monitoring in their
relevant area the quality, conformity of technical product in execution of technical contract
on agreement as well as the procedure applied with external provider such as;
 Any Authorised Maintenance Organisation (AMO)
 Spare parts, navigational data, GPWS/EGWPS
 All procedures

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1.3.1 ACCOUNTABLE MANAGER (AM)
The Accountable Manager has corporate authority for ensuring that all operations and
maintenance activities can be financed and carried out to the standard required by the
applicable Authority and any additional requirements defined by the Company. He is a
nominated post holder acceptable and responsible to the Authority. He is responsible
for providing the necessary resources to the post holders to perform their tasks for
which they are responsible and to ensure continuous safe operations and airworthy
aeroplanes. He maintains direct reporting links to the Quality and the Safety Manager.
He shall further establish the Company’s formal written quality policy statement defining
the intent of the quality system and his commitment to it. He also establishes the
Company’s safety commitment including the non-reprisal policy.
Private Airlines Services Ltd Security Programme will ensure that all appropriate
persons are familiar and comply with the relevant requirements of the Nig.CARs,
NCASP and ICAO SARPS.
He shall further perform the following duties:
1.3.1.1 Planning Functions: Principal Duties & Responsibilities

The efficient and profitable development, organisation and management of the
Company. Develops the Company’s operating plans relative to the level of service,
safety, performance, operating cost and related matters in coordination with other
senior Directors: develops annual, financial, personnel and feasibility budgets for flight,
ground station and maintenance services: monitors performance against approved
budgets and operating plans.
1.3.1.2 Executive Functions

The execution of Company policy, formulated through the Board of Directors.
Directs the activities of the airline to provide safe, efficient, and economical air
transportation services: develops policies and standards and exercises functional
control over:
1. Maintenance and engineering of aircraft and ground equipment

2. Ground handling and cleaning of aircraft and station services and flight operation of
aircraft.
1.3.1.3 Administrative Functions

Develops programs and procedures and exercises administrative control over the
following departments:
1. Maintenance and Engineering,
2. Finance,
3. Administration,
4. Commercial
5. Flight Operations

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1.3.1.4 Personnel Performance Responsibilities
a) Monitors the day-to-day activities of airline operations to ensure proper and

adequate performance of every department.
b) Reviews the technical performance in all departments of Private Airlines
Services Ltd to ensure conformance with prescribed Company standards and
procedures.
c) Maintains familiarity with line operating problems and practices through periodic
visits to principal operating areas.
d) Ensures that staff welfare are continually reviewed.
1.3.2 DIRECTOR OF FLIGHT OPERATIONS (DFO)
In accordance with statutory requirements, with particular regard to flight safety,

including liaison with the appropriate authorities of other States when operating into or
over the territory of other States and NCAA to ensure compliance with all the relevant
Nig.CARs, Advisory Circulars, Orders and Schedules within the terms of the Company's
Air Operator's Certificate and Operations Specification.
In his absence his nominated deputy is the Company’s Chief Pilot.
Qualification of a Director of Operations:

i. An ATP licence
ii. 3 years’ experience as PIC in commercial air transport operations;
a) Of large aircraft if the AOC holder operates large aircraft, or
b) Of either large or small aircraft if the AOC holder operates only small aircraft
1.3.2.1 Principal Duties & Responsibilities
a) Responsible for the day to day management overall functioning of the Company’s
Operations department from an administrative point of view, including all aspects of
Flight Operations, Engineering and Technical and Ground Handling;
b) Responsible for the efficiency, organisation, welfare and discipline of all Flight
Operations, Ground Operations, Engineering and Technical personnel, providing
leadership and training where appropriate to meet current or future business
requirements of the Company;
c) Ensures that adequate communication lines exist between Flight Operations,
Engineering and Technical, and Ground Operations, and presiding over regular liaison
meetings;
d) Evaluates all kinds of reports sent by the Flight crew and take required action;
e) Prepares, publishes, revises and keeps up to date Operations Manual. He ensures that
all Flight crew act according to the published procedures and principles in the
Operations Manual content.
f) Act as the final arbiter when alternative plans of action are being considered, taking into
account input from Flight Operations, Engineering & Technical and Ground Operations,
but with flight safety as being to overriding consideration;
g) Carry out such other duties as may from time to time be assigned to him by the
MD/CEO (AM).

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1.3.3 Chief Pilot (CP)

The Chief Pilot (CP) is responsible to the DFO. In his absence, his nominated deputy is
the FLM
The Chief Pilot is responsible for the operations of all types of aeroplanes assigned to the
fleets by liaising with the Director of Flight Operations, Flight Operations Manager (FOM)
and the appropriate Fleet Manager. He / She will be an active Line Pilot (Commander)
holding a valid license on type.
1.3.3.1 Duties & Responsibilities
a) The discipline and management of pilots within the Company;
b) Defines Flight Crew Personnel’s requirements; accepts employment applications,

conducts interviews and assessments of newly hired pilots, instructors candidate and
evaluate the same candidates during simulator valuation sessions liaising with
applicable fleet Manager and the training department to advice, accept or reject the
FOM’s recommendations and selection of flight crew;
c) Supervision of flights undertaken by the Company's fleet of aeroplanes, close co-

operation with the DFO and with all the other relevant departments for the formulation
and improvement of standards and operating procedures;
d) The promulgation of standard operating techniques and in-flight procedures so as to

ensure a safe and efficient operation;
e) Conducts and organizes inspection of the operating techniques and in-flight procedures
by in-flight inspection to check the professional standards and development of the
crewmembers and post-flight analysis so as to maintain a continuous assessment of the
Company's operations efficiency and to ensure a high standard of competency is
maintained;
f) In conjunction with the QSM, promoting a system of quality control in flight operations
by the periodic inspection of returned flight documentation. Ensuring that any
deficiencies found are brought to the attention of the crewmembers concerned, or, for
more widespread deficiencies, appropriate Notices to Aircrew are issued;
g) Review and liaises with the DFO on all Commanders and discretion reports distributed
to him;
h) Supervision of crew training records relevant to the Company aeroplanes;
i) Monitor the deployment of Company pilots with special reference to recency
requirements and validity of checks, tests and licences, and liaising with TM on these
matters;
j) In conjunction with the DFO, the TM and Fleet Managers, the responsibility for fleet
technical matters as contained in the Company Operations Manual, Notice to Aircrew,
published Standard Operating Procedures, etc;
k) Ensure that the Company maintains the highest achievable standards of flight safety
and efficiency by supporting industry and regulatory initiatives, the prompt closure of
quality audit non-conformances, and the adoption of safety management practices
within the Company;

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l) Assist in the preparation of navigation logs in all respects, particularly when new routes
are involved;
m) Provision and applicability of performance data relevant to Company

aeroplanes;
n) (i) He / She represents and protects all Flight Crew personnel’s right (such as
salary, leave, rest requirements, better working conditions etc.) in all kinds of
forum.
(ii) As a representative of all Flight Crew, joins all contract preparation meeting
together with the Administrative Department and has the favourable and realistic
terms and conditions established in the individual crew contracts with the
Company.
o) Establish aircrew numbers and flight schedules and ensure through the SOCC optimum
cost effectiveness of flight operations;
p) Participates in the planning and execution of all kinds of Ground, Flight and Simulator
Training in establishing the requirements flight crews have to meet and in establishing
check and training syllabi and procedures to increase the ability and performance of the
Flight crew and make periodic controls and inspections together with the Fleet
Managers;
q) Supervises the Fleet Managers to obtain and process periodical analysis of Standard
Operating Procedures, (SOP's), and make necessary changes, taking in consideration
the following:
i) Who needs to be involved, and give inputs and suggestions (Fleet Manager/Operations
Engineering Representative, Training Personnel, Flight Safety Officer, Line Pilots, etc.);
ii) How shall a SOP be changed and implemented (OM/Checklist Revision, Training,
Timing etc.);
iii) Aeroplane Systems: How does the change interfere or influence the aeroplane system,
or require a change in SOP's;
iii) Human Factors: Does the change affect, or influence the human factor aspect;
iv) Risk Analysis: A risk analysis must be made;
iv) Safety Management and Quality System: How does the change affect or interfere with
the Safety Management, or Quality System.
r) Ensure, in co-operation with the Crew Training Department, that checks of his
personnel are being conducted in due time.

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1 . 3 .4 FLIGHT OPERATIONS MANAGER (FOM)
The FOM shall have the appropriate qualifications and has the authority and
responsibility for the management and supervision of all flight operations activities. This
includes the supervision and control of all flights, flight crew scheduling, operational
control functions and other related activities in accordance with the standards of Private
Airlines Services Ltd and the NCAA.
The FOM reports to the DFO liaising via the CP and is responsible for ensuring the
safety and security of all flight operations, the establishment, standardization and
maintenance of all manuals and checklists, issuance of FCIs/FCNs, and compliance of
flight personnel with regulations, check lists and limitations.
Private Airlines Services Ltd has assigned authority and responsibility to the FOM
within the management system for flight and cabin operations for liaison with applicable
authorities, and other operationally relevant external entities. The FOM has assigned
authority and responsibility for the flight operations management system for maintaining
compliance with:
a) Conditions and restrictions of the AOC;

b) Applicable regulatory requirements;
c) Standards established by Private Airlines Services Ltd.
The FOM liaising under DFO supervision is responsible for ensuring the safety and
security of all flight operations, the establishment, standardization, mmanagement,
ccontrol and maintenance of all operations manuals, checklists and any other
operational document, issuance of flight crew instruction /flight crew notices FCIs/
FCNs, and compliance of flight personnel with regulations, checklists and limitations.
In his absence, his nominated deputy will be the most SOCC.
1 . 3 .4 . 1 Duties & Responsibilities
a) The FOM reports to the DFO, who has the authority and responsibility for all line
operations through the coordination and supervision of the flight operations department,
the cabin crew department and the operations control department;
b) The formulation, administration and control of the Company’s Flight Operations policy
relating to operating standards, flight safety and flight training and the development of
appropriate procedures designed to achieve safe and efficient flight operations by the
Company, in accordance with all statutory requirements;
c) Ensure that Company policy and procedures are promulgated in the Private Airlines
Services Ltd Operations Manuals, which define the Company Standard Operating
Procedures to be followed;
d) Ensure that the Contract operations are kept fully aware of legal, statutory and
mandatory regulations applicable to flight operations, and making such
recommendations as are appropriate for necessary improvements within the flight
operations department;
e) Ensure that the Company maintains the highest achievable standards of flight safety and
efficiency by supporting industry and regulatory initiatives, the prompt closure of quality
audit non-conformances, and the adoption of safety management practices within the
Company;

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f) The collection and dissemination of information contained in NCAA circulars and notices,
and any other information affecting safety or regulation of flight operations;
g) Shall assist and liaise with the DFO for publication of Private Airlines Services Ltd
Manuals such as Operations Manual (OM), Training Manual (TM) and Low visibility
Operations Manual (LVOP) to keep the contents, amendments, revisions, instructions
and information in these documents up-to-date.
h) Determination of the usability of aerodromes for Company operations, identify

restrictions for their use and to lay down the appropriate aerodrome operating minima;
i) Determination of the usability of areas and airways to be utilised for the Company's flight
operation and establishment of minimum flight altitudes;
j) Route and airfield categorisation, which is delegated to the relevant Fleet Manager for
each particular fleet;
k) Ensure that operations are only conducted along such routes and within such areas for
which:
i) Ground facilities and services, including meteorological services, are provided which are
adequate for the planned operation;
i) The performance of the aeroplane to be used is adequate to comply with minimum flight
altitude requirements;
iii) The equipment of the aeroplane to be used meets the requirements for the planned
operation;
iii) Current maps/charts are available.
l) To represent, as far as flight operations are concerned the Company’s interests in

National, International bodies and Institutions.
m) To ensure that any contractor employed meets the required standards, since the
Company when contracting for the provision of certain services retains responsibility for
the maintenance of proper standards.
n) Overall responsibility for the safe and legal operation of the PRIVATE AIRLINES
SERVICES LTD FTL scheme (N.B. Day to day control of the operation of the FTL
scheme will be vested in the SOCC, but the FOM retains overall accountability for its
safe and legal operation);
o) Ensure the functioning of the Quality System within the flight operations department
and monitor the implementation of corrective action within the department;
p) Perform a periodical data evaluation to identify trends and weaknesses as input to the
management evaluation.
1.3.5 DIRECTOR OF ENGINEERING AND MAINTENANCE (DEM)
The nominated post holder for the maintenance and engineering system is the Director
of Engineering and Maintenance (DEM), who reports to the Accountable Manager. He
is responsible for the overall control and management of the Engineering and
Maintenance department to ensure compliance with Nig.CARs and ICAO
Requirements.
In his absence, his nominated deputy is the Maintenance Manager

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a) Responsible for the overall supervision and control of the entire Engineering
Technical Department;
b) Responsible for the development and implementation of the Engineering and

Maintenance Policy of Private Airlines Services Ltd in conformity with the Nig. CARs
and industry standards;
c) Ensures timely compliance with the provisions of the applicable approved

maintenance programs and other maintenance requirements like ADs, non-
mandatory SBs, SILs, etc. on all Private Airlines Services Ltd aeroplanes in order to
assure continued aeroplane airworthiness, flight safety and technical reliability;
d) Ensures the setting of technical standards to which Private Airlines Services Ltd
aeroplanes are maintained and that all maintenance are carried out on time;
e) Ensures secure and safe retention of all aeroplanes maintenance records and
documentation;
f) Ensures that personnel in the department are competent to perform their

tasks and identifies and provides training when necessary;
g) Identifies necessary resources (e.g. facilities, housing, equipment, tooling, materials,

personnel, data, etc) and ensures their timely and adequate availability. In this regard,
he notifies the AM whenever deficiencies emerge which require his attention;
h) Performs periodical reviews and evaluation of the activities in the department to

identify the trends and weaknesses, and submits departmental performance reports
to PASL top management;
i) Ensures effective communication and dissemination of information in the

department in compliance with:
i) Conditions and restrictions of the AOC;
i) Applicable regulatory requirements; or
ii) Private Airlines Services Ltd rules, standards, procedures, etc.
j) Provides conducive work environment appropriate to the tasks being undertaken;
k) Ensures that the Certificate of Airworthiness for each aeroplane operated by Private
Airlines Services Ltd remains valid in respect of:
i. The actual airworthiness of the aeroplane;

ii. The calendar expiry date specified in the Certificate;
iii. Any other condition specified in the Certificate.
1.3.6 SAFETY MANAGEMENT SYSTEM (SMS)
The Quality/Safety Manager reports to the AM and has the authority and responsibility
for Safety Management System (SMS), through the management of the flight data

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monitoring programme, the accident prevention and flight safety programme, risk
analysis which includes hazard identification and the confidential reporting system.
In his absence, his nominated deputy is the Flight Operations Safety Representative.
a) The investigation of occurrences, reported as a result of the Mandatory Occurrence

Reporting Scheme, involving flight operations, and to devise, promulgate and implement
any necessary remedial and preventative action;
b) Monitor progress of all flight safety reports arising within the Company and noting any
conclusions reached;
c) Institute any enquiries (and enlisting assistance as may be necessary) when he/she has
reason to believe that a Company procedure or flight operation has been unsafe, and
bringing such matters to the immediate attention of the DFO and, separately, the AM;
d) Recommend to the DFO any revisions to operating instructions or procedures in the

interests of flight safety;
e) Implement and manage the Company Safety Management System (SMS), including
presiding over the regular flight safety meetings and the promulgation of the minutes
thereof;
f) Keep abreast of safety bulletins, publications and reviews by other companies, and
relevant publications from other national bodies;
g) Bring to the attention of all Company personnel concerned with flight operations to matters
of flight safety, which are relevant to PASL;
h) Co-operation with outside investigations where these are authorised arising from Company
accidents or incidents;
i) Maintain a library of flight safety information and making items available to any member
of personnel having an interest in them;
j) Ensure that emergency equipment on Company aeroplanes is of adequate standard and

complies with current regulations and, further, recommending to the DFO and Flight
Operations Safety Representative any improvements which may be considered
necessary and/or otherwise appropriate to the safety of Company flight operations;
k) Action any incident reports, Airprox reports, bird strike reports, etc;
l) In any matter concerning flight safety, as they affect Company Operations, the SM shall
report directly to the Accountable Manager;
m) Ensure that the Company maintains the highest achievable standards of flight safety and
Company.
1.3.7 QUALITY /SAFETY MANAGER (QSM)

(See the Quality Manual for details of the Quality System).
The Quality/Safety Manager (QSM) reports to the AM and has the authority and
responsibility for quality assurance. He establishes and maintains a system of quality

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management to ensure that all operating personnel members adhere to the procedures,
requirements and policies contained in the Operations Manual.
The QSM ensures the management and control of all flight operations documentation
either issued by PASL or from external sources including:
 State regulatories
 Air worthiness
 AIP
 International recommendation (ICAO, IATA, IOSA etc)
 Aircraft Manufacturer’s documentation
In his absence, his nominated deputy is the Flight Operations Quality Representative.
a) Carry out, or nominate an independent auditor(s) to effect regular audits of Private

Airlines Services Ltd operations as defined in the audit programme;
b) Monitor compliance with, and adequacy of PASL procedures to ensure safe
operational practices and airworthy aeroplane as required by Nig.CARs;
c) Establish a quality audit programme that monitors, but is not limited, to the following
activities:
i. Flight operations;
ii. Flight and cabin crew training;
iii. Operations control;
iv. Ground operations;
v. Flight crew rostering/scheduling and crewing;
vi. Contracted Organisations supply of services and goods;
vii. Security.
d) Monitor contracted organisation activities to ensure the contracted services are

supplied as defined in the contract;
e) Monitor compliance with and adequacy of procedures required to ensure safe
operational practices and airworthy aeroplane as required by Nig. CARs;
f) Report to the AM regarding the performance of the Quality & Safety System to
enable a formal review to be accomplished and improvements considered;
g) Conduct Audits, and ensure other co-opted nominated auditors carry out audits in
accordance with the Private Airlines Services Ltd Quality Audit Programme;
h) Conduct Scheduled audits at intervals that meet management system requirements
and ccompleted within a specified time period of Quality audit programme (see OM-
A 3.1 for Purpose of the Quality System, QSM 3.1.4 for audit and review programme,
and QSM 2.2.2.1 for Quality Audit Management.
The audit shall meet management system requirements, and be completed within a specified
time period as stated. The schedule is flexible, and allows unscheduled audits when trends
are identified. Follow-up audits are scheduled when necessary to verify that corrective
action was carried out and that it was effective.
Ensure audit reports and non-conformities are raised and appropriate actions are taken
following the receipt of audit reports;

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i) Ensure the retention of audit reports and correspondence related there-in for five years
following the audit;
j) Raise any quality or safety issues with the AM which he/she believes are not being
addressed adequately;
k) Liaise with the quality representatives in all departments and of other contracted goods,
services and suppliers regarding quality matters;
l) Oversee the Air Safety Report and Mandatory Occurrence Report process and procedure;
m) Monitor contracted services, to ensure that they are carried out to the required standard in
accordance with the contract terms;
n) Monitor the effectiveness of the Quality & Safety System;
o) Provide a regular and a bi-annual Quality Audit Assessment Report and significant quality
audit trend analysis in relation to Quality Audits and quality standards to enable the AM and
departmental heads to review trends or implement improvements;
p) The nominated post holder (QSM) will liaise with the NCAA with respect to quality matters;
q) Ensure the Emergency Procedures Manual is maintained current and in compliance with
Company policy, and inform Flight Operations Management and the AM of any
deficiencies.
1.3.8 Training Manager (TM)
The nominated post holder for crew training is the Training Manager (TM), who reports to the
DFO. He/she has the authority and responsibility for all flight operations training, including the
planning, co-ordination and supervision of all flight crew training in accordance with the
Company's Training Manual, all relevant Nig.CARs, the Air Operator's Certificate & Operations
Specification granted to Private Airlines Services Ltd.
In his absence, his nominated deputy is the Chief Pilot.

a) In conjunction with the DFO, CP, and Fleet Managers, the promulgation of operating
techniques and in-flight procedures so as to ensure a safe and efficient operation;
b) Monitor the operating techniques and in-flight procedures by inspection and post-flight
analysis so as to maintain a continuous assessment of the Company's operations efficiency
and to ensure a high standard of competency is maintained;
d) In consultation with the DFO & CP, submitting recommendations to the AM for the
appointment of all training staff to ensure that adequately trained personnel are available to
carry out required training programmes;
e) In consultation with DFO, monitoring the administration of any training programme, and
ensuring the conduct of any such training programmes is in accordance with the
Operations Manual, and that the required standard is achieved for internal and external
flight and cabin crew training personnel;
f) In association with the DFO, the discipline and general supervision of Training Pilots;
g) Timely consulting with the CP, FLM, & Supervisor OCC on dates set for checking, testing
and training, arranging suitable ground and flight training programmes both for initial and
recurrent training and the authorization of all such training flights;
h) Conduct checks on Company Flight Crewmembers for which he is qualified and certifying
the pilots’ competency and training forms when carrying out training;
h) Hold editorial responsibility for the Operations Manual Part D (Training Manual);
i) Keep the Executive DFO, CP and Fleet Managers informed of the
failure of any pilot to pass any routine flying check and when additional flying or retraining
may be considered necessary and to ensure that the Supervisor OCC does not roster the
applicable personnel;

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j) Certify the operators conclusion on behalf of the Company, based on the tests and
procedures carried out and will confirm the completion and certification of all ground
training prior to the candidates release to flight training;
k) Coordinate with the CP and Administration department concerning the Pilots Introduction
process;
l) Maintenance of appropriate systems, showing crew license/check/medical/rating/currency
status;
m) Ensure the maintenance of all records for all training, checks and tests carried
out by Company pilots, as per the table in Chpt 2.1.3 of this manual;
n) Ensure that the Company maintains the highest achievable standards of flight safety and
Company.
1.3.9 CABIN SERVICES MANAGER (CSM)
The Cabin Services manager reports to the DFO.
In his absence, his/her nominated deputy will be the most senior purser.
a) Participate in the selection of all cabin crew for employment with the Company;
b) Establish and develop policies, practices and guidelines that are implemented by the cabin
personnel in the performance of their duties;
c) The production and revision of the Company's Cabin Safety & Emergency Procedures
Manual, in conjunction with the DFO;
d) In consultation with the TM, the production of a comprehensive programme of ground and
in-flight training and testing procedures for cabin crew in order to comply with Statutory
Regulations and Company requirements, including implementation of emergency and
survival training for all cabin personnel;
e) Monitor the efficiency and competency of cabin crew by in-flight inspection and post-flight
analysis to ensure that a high standard of training and competency is maintained in
accordance with the Company's Training Manual in accordance with the Nig. CARs and
Company's Air Operators Certificate & Operations Specification;
f) The general day to day administration of the Cabin Services Department, including the
allocation of duties within that department in conjunction with the FOM & Supervisor OCC
and the Crew Scheduling Officer;
g) Appoint sufficient number of cabin crew line training instructors to be able to supervise and
accurately assess the competency of all other cabin crew. Process flight reports and follow
up and action if required;
h) Make recommendations to the DFO in areas of cabin safety and cabin service generally;
i) Certify the satisfactory completion of all checks and tests performed on Company cabin
crew;
j) In consultation with the DFO and TM, set the standards for the appointment of all Cabin
Crew Instructors;
k) The maintaining of cabin crew training and competency records, and for ensuring all cabin
crew competency check requirements are valid for the period of their next duty;

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l) In conjunction with the DFO ensures authorities and responsibilities for cabin crew are
defined and communicated throughout cabin operations;
m) To ensure cabin crewmembers are familiar with laws, regulations and procedures
pertinent to the performance of their duties;
n) To ensure the cabin crew communication system enables an exchange of operationally

relevant information throughout the management system for cabin operations and among
operational personnel.
Full details of the Cabin Services organizational structure will be found in the Cabin Crew
Manual.
1 . 3 . 10 GROUND HANDLING MANAGER
He/she reports to the DFO and is responsible for ensuring all ground support activities
required for the aeroplane, its passengers and/or cargo are risk-assessed in respect of
any safety implications.
He/she is responsible for Private Airlines Services Ltd’s compliance with the applicable
Nig. CARs and ICAO requirements including the corresponding functions contracted
out at any station through the service handling contracts.
In his/her absence his/her nominated deputy will be the Senior Ground Handling
personnel.
1. He/she reports to the DFO and is responsible for ensuring all ground support activities
required for the aeroplane, its passengers and/or cargo are risk-assessed in respect of
any safety implications.
2. He/she shall ensure all Aircraft Ground Handling Facilities and Third Party Providers
performance are in accordance with General Handling Standards.
3. Third Party Provider Contracts are fulfilled according to dictates of the Service Level
agreement (SLA).
In addition, He/She shall ensure full responsibilities on following: -
a) Ensures ground handling arrangements at base and outstations are in place;
b) Ensures that all contractors/service providers meet the required safety and quality
standards and industry regulations, including but not limited to re-fuelling/defueling
procedures, ground handling, anti/de-ice procedures and (GSE) ground service equipment
in use are well maintained;
c) Ensure that all GHAs comply with their contractual obligations;
d) Perform, in coordination with the Flight Operations Manager in Conjunction with Quality
Department for a periodic inspection within his/her area of responsibility and monitor the
implementation of corrective action within his/her Units;

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e) Recommendation on improvement of Procedures that would further guarantee safety on

the ramp from all Aircraft Groundling activities.
f) Ensure by monitoring that all Aircraft Ground Handling personnel are current on required
training for individual functions.
g) Perform a periodical data evaluation to identify trends and weaknesses as input to the
management evaluation on General Aircraft handling.
Delegation of Authority- In his/her absence a Senior Manager Ground Handling

Shall perform the listed duties
1.3.11 Supervisor Operations Control Centre
The Supervisor Operations Control Centre reports to the FOM and has the authority
and responsibility for the operations control management system. This includes the
supervision and control of all flights, flight crew scheduling, operational control functions
and other associated activities in accordance with the standards of Private Airlines
Services Ltd and the NCAA. In addition to safe and efficient scheduling of aeroplanes
and crew, the Supervisor OCC shall liaise with the Director of Engineering and
Maintenance and the Schedule Planning department to ensure that aeroplane
utilisation, punctuality and maintenance needs are met.
The Supervisor OCC is responsible for ensuring authorities and responsibilities within
the management system for operational control are defined and communicated
throughout the organization.
The Supervisor OCC shall ensure authorities, duties and responsibilities for operational
control of all flights are defined and communicated throughout the organisation to
include:
a) The PIC;
b) Flight Operations Officer/Flight Dispatcher(s) responsible for briefing the PIC in the safe
conduct of each flight.
The Supervisor OCC liaising with the FOM has the authority and responsibility with the
Operations Control management system for liaison with applicable authorities and other
external entities relevant to operational control
1.3.12 OPERATIONS ENGINEERING REPRESENTATIVE (OER)

The Operations Engineering Representative has the authority and responsibility for
document control and operations engineering and reports to the DFO.
In his absence, his nominated deputy is the Fleet Manager

a) To ensure the safe and efficient operation of aeroplanes in the fleet by generating,
implementing and monitoring relevant Flight Operations technical support functions
and documentation;
b) Review recommendations and directives from the manufacturer relevant to
operations, and propose appropriate revisions to the Operation Manuals;
c) Ensure safe and cost effective flight and fuel planning, by validating the correctness of
the used flight planning software;

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d) Under the supervision of the DFO and QSM, the OER or Flight Safety Officer (FSO), will
liaise with Regulatory Authority, Engineering, original equipment manufacturers and other
external entities relevant to flight operations on general operational technical matters;
e) Monitor the technical status of the fleet by coordinating and attending meetings with
Engineering;
f) Establish and hold editorial responsibility of the Operations Manual, Part B and the MEL, in
conjunction with the DEM, and liaise with the NCAA Airworthiness and operational
departments and ensure that these manuals meet all required legal and Private Airlines
Services Ltd standards;
g) Liaise with the CP and TM on technical and training related matters;
h) To support the investigations of technical problems, incidents and accidents;
i) Issue technical information bulletins to the flight crews;
j) With the consent of the DFO and in accordance with Nig.CARs and Procedures,
coordinates flight tests as requested by the Maintenance Department after an aeroplane
has undergone defined maintenance, overhaul work, repairs or adjustments or for its
renewal of the certificate of airworthiness;
k) Control and up-date the content of the aeroplane library and spare wallets forms, with the
co-ordination of the Documentation Unit.
i) Operations performance measures system and evaluation of the risk, tracking and
monitoring operational safety performances such as aircraft movement (take-off, approach
and landing) including bird strike.
j) Training Evaluation: Runway incursion and ramp movement operation in specific
conditions and environment. Submit all the finding to the management through CP and
DFO for proper action.
1.3.13 Fleet Managers (FLM)
The Fleet Managers (FLM) have the authority and responsibility for fleet operations and
report to the Chief Pilot.
a) The discipline and management of those pilots within their fleet;
b) Participation in the selection of Flight Deck crew on the fleet;
c) Implementation and development of SOP for the particular type;
d) Coordinate closely with the FTCs about pilots selection, training slots and training
standards;
e) Keep abreast of and, if necessary, recommending, in conjunction with the Operations

Engineering Representative, new techniques and flight procedures which are appropriate
to the operation of the fleet;
f) Monitor pilots rotation in close coordination with rostering and maintaining optimum balance
of pilot availability for the flying program;
g) Promote a system of quality control in flight operations by periodic inspection of returned

flight documentation;

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h) Provide advice on the planning of routes in compliance with the Company's Operations
Manual, assisting in the compilation and upkeep of navigation logs in all aspects,
particularly when new routes are involved;
i) In conjunction with the FOM liaising with the Supervisor OCC, the categorisation of
aerodromes to be used by Company aeroplanes;
j) Investigate reports from crew on the fleet;
k) Provision and applicability of performance data relevant to their fleet;
l) Process all Commander and discretion reports generated by the fleet;
m) Ensures the technical and operational capabilities of Company aeroplanes for proposed
routes.
1.3.13.2 Flight Operations Safety Officer
The Flight Operations Safety Officer reports to the DFO and has the authority and
responsibility to monitor the safety performance of flight operations through the
management of the flight data monitoring programme, the accident prevention and flight
safety programme, risk analysis which includes hazard identification and the
confidential reporting system.
In his absence, his nominated deputy will be in charge.
1.3.13.2.1 Duties & Responsibilities
a) Develop a process in the flight operations organization for setting performance measures
as a means to monitor the safety performance of the organization and to validate the
effectiveness of risk controls.
b) Monitoring all along the operations the safety performance of flight operations, through the
management of the flight data monitoring programme, regular reporting issues, meeting
with all concerned staff, the accident prevention and flight safety programme, risk analysis
which includes hazard identification and the confidential reporting system.
1.3.14 Company Security
Out sourced Ref: Security Manual;
a) To maintain and publish security standards in co-operation with internal and external
parties; Policy and procedures will be clearly defined in the Operations Manuals and the
Security Manual;
b) Review and record Company security incidents and occurrences and initiate investigations
as appropriate. This will include the monitoring of trends;
c) Evaluate security related material and publications within PRIVATE AIRLINES SERVICES
LTD, other airlines, institutions, government authorities, other relevant parties to determine
and supervise the distribution of such material to operational personnel;
d) To evaluate and assess any security threat to PRIVATE AIRLINES SERVICES LTD and
implement any remedial action as necessary;

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e) Ensure that all Company personnel are appropriately trained in all aspects of security
relevant to their duties and areas of responsibility;
f) To ensure effective implementation of security procedures by regular audits and

inspections that meet NCAA and FAAN, NEMA etc requirements;
g) Establish and maintain an aeroplane incidents procedure to ensure an effective response

through training and testing of all personnel;
h) Encourage submission of confidential security reports through the Security Incident
Reporting Scheme;
i) To develop and maintain industry contacts on matters relating to security through
governing bodies and Organisations such as IATA, ICAO, NCAA , FAAN, NEMA etc;
j) To represent Private Airlines Services Ltd at national and international conferences and
meetings on all matters relating to aviation security;
k) Ensure performance plans and reviews, including training and development requirements
are completed for direct reports;
l) Perform other duties as appropriate and within competence as requested from time to
time.
1.3.15 Chief Inspector
Chief Inspector is a post Holder. He reports to the Director of Maintenance.
Duties and Responsibilities;

Ascertains that all inspections are properly performed on all completed work before aircraft
are released to service and that the appropriate inspection and maintenance records, reports
and forms required for such release are properly executed;
Responsible for the direction, planning and implementation of inspection standards,

methods and procedures used by the Contracted AMOs in complying with all applicable Nig.
CARs Part 9 and manufacturers’ recommendation;
Ensures the acquiring and maintaining of technical data on all units overhauled or repaired
by the contracted AMOs. This will include manufacturers’ structural repair and overhaul
m a n u a l s as appropriate, service and technical bulletins, other applicable manufacturer
or vendor technical data, and all related regulatory materials;
Ascertains that parts are properly identified and tagged;
Ascertains that rejected or unserviceable parts are handled in such a way as to prevent their
reuse as serviceable parts;
Ensures continuity and completion of required inspections when personnel shifts or

assignments changes occur;
Maintains a current file of pertinent Regulations, Type Certificate Data Sheets and Airworthiness
directives;
Ensures that no defective or un-airworthy parts are installed on any aircraft or component
thereof until corrected and released by the contracted AMO
Ensures proper submission of reports of defects or un-airworthy conditions in accordance with

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relevant Nig. CARs using Service Difficulty Reports (SDRs) and Mandatory Occurrence
Reports (MORs);
Responsible for the reporting of Suspected Unapproved Parts to the authorities in

accordance with applicable Nig. CARs
Ensures performance of periodic checks of all inspection tools and calibration of precision test
equipment as specified in their respective manuals;
Ensures performance of preliminary, hidden damage, and final inspections of items processed
by the contracted AMOs;
Convenes periodical meetings of managers and maintenance inspectors to discuss issues
related to inspection procedures and;
Maintains a file containing the employment summary and Record of training for each
maintenance personnel.
Minimum statutory Qualifications (ref: Nig. CARs IS: 9.2.2.2 (g))

a) An Aircraft Maintenance Engineer (AME) licence with airframe and power plant
ratings;
b) Three years’ experience in maintaining the same category and class of aircraft
used by PASL. including one year in the capacity of returning aircraft to service;
and
Exemptions to Minimum Statutory Qualifications (ref: Nig. CARs IS: 9.2.2.2 (h))
PASL. may employ a person who does not meet the appropriate airman qualifications or
experience if the Authority issues an exemption finding that that person has comparable
experience and can perform the required management functions.

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1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
No Pilot may act as Commander of any PRIVATE AIRLINES SERVICES LTD

aeroplane unless he holds a valid Airline Transport Pilot Licence and Instrument Rating
with applicable category, class and type rating for that aeroplane.
1.4.1 Commander's Authority
Nig.CARs 8.5.1.1
The Commander exercises the final authority in relation to the operation of the
aeroplane. He is responsible for its safety as well as that of the passengers, crew and
cargo for the period he/she retains responsibility. In this regard, he must take all
measures required for safety, whether on the ground, during take-off, in-flight, landing
or taxiing.
The PIC of an aircraft shall have final authority as to the operation of the aircraft while
he or she is in command.
The responsibility of the Commander for the safety of the aeroplane and its occupants
and cargo begins when he enters the aeroplane with the intention of control of the
aeroplane. It ends when the aeroplane finally comes to a rest with the engines shut
down and he hands the aeroplane over to authorised ground personnel or to the next
flight crew taking charge.
The PIC is responsible for the operation of the aircraft whether manipulating the
controls or not, in accordance with the rules of the air, except that the Commander may
deviate from these rules in emergency circumstances that render departure absolutely
necessary in the interests of safety.
All persons on board the aeroplane must obey all lawful directions given by the
Commander to ensure its safety and theirs. The Commander has the authority to
impose any measures he deems appropriate, including restraint, upon persons who, in
his opinion, have committed or are about to commit an offence against penal law. This
authority extends also to acts committed by any persons which the Commander feels
will jeopardise the safety of the aeroplane, its occupants or cargo. Furthermore, any
such action may be undertaken in order to enable the Commander to deliver such a
person to the Authority.
The Company will designate one of the pilots to be the aeroplane Commander for each
flight or series of flights. The authority vested in the Commander is delegated from the
DFO. The Commander is accountable to the DFO through the CP for the safe, punctual
and efficient execution of his duties and responsibilities. Nothing in this manual shall be
construed as limiting or derogating from this authority.
Delegation of duties to other crewmembers in accordance with procedures laid down in

the Operations Manual shall in no way affect his/her ultimate responsibility for the safe
conduct of the flight.
In the event of incapacitation of the Commander, the Co-pilot shall assume all the
responsibilities and duties as set out in this section.
All members of the Flight Deck and cabin crew are subject to the authority of the
Commander.
The Commander shall:

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a) Be responsible for the safety of all crewmembers, passengers and cargo on board, as soon
as he arrives on board, until he leaves the aeroplane at the end of the flight;
b) Be responsible for the operation and safety of the aeroplane from the moment the
aeroplane is first ready to move for the purpose of taxiing prior to take-off until the moment
it finally comes to rest at the end of the flight and the main engines are shut down;
c) Have authority to give all commands he deems necessary for the purpose of securing the
safety of the aeroplane and of persons or property carried therein;
d) Have authority to disembark any person, or any part of the cargo, which in his opinion, may
represent a potential hazard to the safety of the aeroplane or its occupants;
e) If the Commander off-loads a person at any station, the fact of, and reasons for offloading
must be fully reported to the police or immigration officials at that aerodrome and to the
appropriate diplomatic or Consular Office of the State of nationality of the person
disembarked. If the Commander, having taken all reasonable steps, is unable to make the
report then a senior member of the aerodrome or Company personnel should be asked to
ensure that the report is made. A Commander is liable to prosecution if the authorities are
not so informed;
f) If necessary, unruly or violent passengers may be restrained. However, the Commander

should ensure that only such force as is reasonably necessary is used against the
passenger. Physical restraint of a passenger can be applied only on the express
instructions of the Commander and only whilst airborne. The Commander has the duty and
the legal authority to order physical restraint when, in his judgement, it is essential to
preserve the safety of the aeroplane, the crew or other passengers;
g) The Commander must take all reasonable steps to:
i. Maintain familiarity with relevant regulatory authorities air legislation and agreed aviation
practices and procedures;
ii. Maintain familiarity with the provisions of the Company Operations Manual as necessary to
fulfill his function;
iii. Make use of the operator's occurrence reporting scheme.
1 . 4 .2 Specific Duties and Responsibilities - General
Nig. CARs 8.4.1.2 (a); 8.9.1.2 (a); 8.9.1.3; 8.9.1.5; 8.9.1.6; 8.9.2.5; 8.9.2.8; 8.9.2.11 (a);
8.9.2.16; 8.9.2.20; 8.9.2.21
a) The Commander shall ensure the licences of each crewmember have been issued or
rendered valid by the State of Registry, contain the proper ratings, and that all flight
crewmembers have maintained recency of experience. No Commander shall allow an
aeroplane to be refueled when passengers are embarking, on board or disembarking
unless:
i) The aeroplane is manned by qualified personnel ready to initiate and direct an
evacuation; and
ii) Two-way communication is maintained between the qualified personnel in the
aeroplane and the ground crew supervising the re-fuelling.
b) The Commander shall ensure that each person on board occupies an approved seat or
berth with their own individual safety belt and shoulder harness, if installed, properly
secured about them during take-off and landing. Each passenger shall have his or her

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seatbelt securely fastened at any other time the Commander determines it is necessary for
safety. A safety belt provided for the occupant of a seat may not be used during takeoff and
landing by more than one person who has reached his or her second birthday. A
supplementary loop belt or other restraint device may be used by any infant;
c) In an emergency during flight, the Commander shall ensure that all persons on board are
instructed in such emergency action as may be appropriate to the circumstances;
d) The Commander shall ensure that breathing oxygen and masks are available to
passengers in sufficient quantities for all flights at such altitudes where a lack of oxygen
might harmfully affect passengers. The Commander shall ensure that the minimum supply
of oxygen prescribed by the Authority is on board the aeroplane. The Commander shall
require all passengers to use oxygen continuously at cabin pressure altitudes above
13,000ft;
e) The Commander shall ensure that, when passengers are on board the aeroplane prior to
movement on the surface, at least one floor-level exit provides for egress of passengers
through normal or emergency means;
f) At stops where passengers remain on board the aeroplane, the Commander shall ensure
that:
i) All engines are shut down;
ii) At least one floor level exit remains open to provide for the deplaning of passengers;
and
iii) There is at least one person immediately available who is qualified in the emergency
evacuation of the aeroplane and who has been identified to the passengers on board
as responsible for the passenger safety. Minimum crew should remain on board (Nig.
CARs 9.3.1.7).
g) If refuelling with passengers on board, the Commander or a designated Company

representative shall ensure that the AOC holder's Operations Manual procedures
are followed (see Chapter 8, Item 8.2.1.4 of this manual);
h) No Commander shall allow a passenger to sit in an emergency exit row if the Commander
or SCCM determines that it is likely that the passenger would be unable to understand and
perform the functions necessary to open an exit and to exit rapidly;
i) The Commander shall turn on required passenger information signs during any
movement on the surface, for each take-off and each landing, and when otherwise
considered to be necessary;
j) No Commander or SCCM shall allow the take-off or landing of an aeroplane unless each
passenger seat back is in the upright position;
k) No Commander or SCCM may allow the movement of an aeroplane on the surface, or

allow that aeroplane to take-off or land:
i) When any food, beverage or tableware furnished by Private Airlines Services Ltd is
located at any passenger seat; and
i) Unless each food and beverage tray and seat back tray table is in the stowed position.

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l) The PIC on Private Airlines Services Ltd aircraft shall not allow the takeoff or landing of an
aircraft unless each item of mass in the passenger cabin is properly secured to prevent it
from becoming a hazard during taxi, takeoff and landing and during turbulent weather
conditions. The PIC shall not allow the aircraft to move on the surface, takeoff or land
unless each passenger serving cart is secured in its stowed position
1.4.3 Specific Responsibilities - Pre-Flight
Nig. CARs 8.2.1.2 (a); 8.2.1.4 (b)(1); 8.5.1.9; 8.5.1.10; 8.5.1.11; 8.5.1.18; 8.6.1.1 (b); 8.6.2.1;
8.6.2.3; 8.6.2.16 (a); 8.6.2.17 (c); 8.6.2.18; 8.6.2.20 (b)(d); 8.8.2.10 (a)(b)
a) The Commander shall not operate a civil aeroplane in flight until satisfied that:
i) The aeroplane is airworthy, duly registered and that appropriate certificates are on
board the aeroplane;
ii) The instruments and equipment installed in the aeroplane are appropriate, taking into
account the expected flight conditions; and
iii) Any necessary maintenance has been performed and a certificate of release to service,
if applicable, has been issued in respect of the aeroplane.
For commercial air transport operations, the Commander shall certify by signing the
Technical Log that he is satisfied that all requirements have been met for a particular
flight;
b) The Commander shall ensure that the licences of each flight crewmember have been issued
or rendered valid by the State of Registry, contain the proper ratings, and that all the flight
crewmembers have maintained recency of experience;
c) The Commander shall be responsible for ensuring that a flight is not commenced if any
flight crewmember is incapacitated from his or her performing duties by any cause such as
injury, sickness, fatigue, the effects of alcohol or drugs;
d) The Commander shall ensure that the flight crew follows all the approved checklist
procedures when operating the aeroplane;
e) For all flights, the Commander shall have on board the aeroplane essential information
concerning the search and rescue services in the areas over which they intend to operate
the aeroplane;
f) The Commander shall ensure that the documents and manuals in paragraph 8.1.12 of this
manual are carried and will remain valid throughout the flight or series of flights and be
produced, when requested, to a person authorised by the Authority within a reasonable
time, which in any case shall not be more than 3 days;
g) The PIC shall ensure that all portions of the technical log are completed at the appropriate
points before, during and after flight operations, including the journey logbook, and
the aircraft maintenance records section.
h) The Commander shall submit a flight plan before departure or during flight, to the
appropriate ATC facility, unless arrangements have been made for submission of repetitive
flight plans;

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i) Before commencing a flight, the Commander shall be familiar with all available
meteorological information appropriate to the intended flight. The Commander shall include,
during preparation for a flight away from the vicinity of the place of departure, and for every
flight under the instrument flight rules:
i) A study of available current weather reports and forecasts including Volcanic Ash and
related conditions; and
ii) The planning of an alternative course of action to provide for the eventuality that the
flight cannot be completed as planned, because of weather conditions.
j) For commercial air transport operations, the Commander shall complete and sign the
following flight preparation documents prior to departure:
i) An Operational Flight Plan (OFP), including NOTAM's and weather pertinent to the flight
planning decisions regarding minimum fuel supply, en-route performance, and destination
and alternate aerodromes;
ii) A load manifest, showing the distribution of the load, centre of gravity, take-off and
landing weights and compliance with maximum operating weight limitations, and
performance analysis;
iii) An applicable Technical Log page, if technical defects were entered after a previous
flight, maintenance or inspection functions were performed or a maintenance release
was issued at the departure aerodrome.
k) For commercial air transport operations, no Commander may commence a flight unless he
or she is satisfied that the loading and mass and balance calculations contained in the load
manifest are accurate and comply with the aeroplane limitations;
l) The Commander shall ensure that the maximum allowable mass for a flight does not
exceed the maximum allowable take-off mass:
i) For the specific runway and conditions existing at the take-off time; and
i) Considering anticipated fuel and oil consumption that allows compliance with applicable en
route performance, landing mass, and landing distance limitations for destination and
alternate aerodromes.
m) The Commander shall sign the OFP only when it has been determined that the flight can be
safely completed. The OFP shall include the routing and fuel calculations, with respect to
the meteorological and other factors expected, to complete the flight to the destination and
all required alternates. The Commander signing the OFP shall have access to the
applicable flight planning information for fuel supply, alternate aerodromes, weather reports
and forecasts and NOTAM's for the routing and aerodrome. No person shall continue a
flight from an intermediate aerodrome without a new OFP if the aeroplane has been on the
ground more than 6 hours;
n) If a Commander knows of conditions, including aerodrome and runway conditions, that are
a hazard to safe operations, that person shall restrict or suspend all commercial air
transport operations to such aerodromes and runways as necessary until those conditions
are corrected;
o) Each Commander shall use Co-ordinated Universal Time (UTC), expressed in hours and
minutes of the 24 hour day beginning at midnight, in flight operations. Each Commander
shall obtain a time check prior to operating a controlled flight and at such other times during

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the flight as may be necessary; and whenever time is used in the application of data link
communications, it shall be accurate to within one second of UTC.
p) Be responsible for the pre-flight briefing of crewmembers, covering

information and particulars pertinent to the flight;
q) Ensure that the pre-flight inspection has been carried out:
i) Pitot and static ports are not damaged or obstructed;
i) Flight controls are not locked or disabled (as applicable, depending on aeroplane type);
iii) Frost, snow or ice is not present on critical surfaces;
iv) Aeroplane structure or structural components are not damaged.
v) Check the condition of landing gear tyres for damage and wear. Ref. AMM 32-45-00
r) Decide whether or not to accept an aeroplane with any defects allowed by the CDL or MEL;
s) Prior to taxiing, he must ensure that:
i) The ramp is clear;

i) The aeroplane's external surfaces are clear of any deposit, which might adversely affect
its performance and/or controllability;
iii) The passenger cabin and galley(s) are secured, all equipment and baggage is properly
stowed, that all exit and escape paths are unobstructed, and that relevant emergency
equipment remains easily accessible for immediate use;
iii) All emergency evacuation systems that deploy automatically are armed;
iv) Each passenger occupies a seat with his safety belt/harness properly secured; and
v) Passengers have been appropriately briefed.
1.4.4 Specific Responsibilities - In-Flight
Nig. CARs 8.2.1.2 (c); 8.5.1.4 (2); 8.5.1.12 (a); 8.5.1.14; 8.5.1.15 (b); 8.5.1.16 (a); 8.5.1.21;
8.5.1.22; 8.5.1.23; 8.5.1.24; 8.5.1.25 (a)(b)(c); 8.8.1.2; 8.8.1.24; 8.8.1.26; 8.8.1.27 (a);
8.8.2.1; 8.8.2.2; 8.8.2.4; 8.8.2.5 (a); 8.8.2.8; 8.8.2.9; 8.8.4.3; 8.8.4.9; 8.8.4.10
a) The Commander shall discontinue a flight as soon as practicable when an un-airworthy

mechanical, electrical or structural condition occurs;
b) The Commander shall be responsible for ensuring that a flight is not continued beyond the
nearest suitable aerodrome if a flight crewmember's capacity to perform his or her function
is significantly reduced by impairment of faculties from causes such as fatigue, sickness or
lack of oxygen;
c) The Commander shall ensure that the Flight Deck compartment door, if installed, is locked
at all times during passenger carrying commercial air transport operations, except as
necessary to accomplish approved operations or to provide for emergency evacuation;

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d) The Commander shall ensure that:
i) In the interest of safety, admission on the Flight Deck does not cause distraction and/or
interference with the flight's operations; and
i) All persons carried on the Flight Deck are made familiar with the relevant safety
procedures;
iii) Access to the Flight Deck is limited for security reasons. The Flight Deck compartment
door must be locked at all times after the external doors are closed until any such door
is opened for disembarkation, except where necessary to permit access and egress by
persons authorised by the PIC.
The final decision regarding the admission to the Flight Deck shall be the responsibility
of the Commander;
e) Whenever, in performing the duties of conducting an inspection, an inspector from the

Authority presents an Aviation Safety Inspector's identification to the PIC (NCAA form 103-
2B), the Commander shall give the inspector free and uninterrupted access to the Flight
Deck of the aeroplane;
f) No Commander shall permit a flight crewmember to engage in any activity during a critical
phase of flight which could distract or interfere with the performance of their assigned
duties;
g) No Commander shall allow an unqualified person to manipulate the controls of an
aeroplane during commercial air transport operations. In order to promote aeronautical
experience and knowledge of copilot, the commander shall give him the opportunity to plan
and conduct the flight or potions thereof, under his supervisor. A Commander shall
however perform take off, approaches, landings and other phases he considered critical
himself.
h) The Commander shall report to the appropriate ATC facility, without delay and with enough
detail pertinent to the safety of other aeroplane, any hazardous flight conditions
encountered en route, including those associated with meteorological conditions;
i) The Commander shall submit, without delay, an Air Safety Report (ASR) whenever an
aeroplane in-flight has been endangered by (see Chapter 14 of this manual, Appendix C):
i) A near collision with another aeroplane or object;
ii) Faulty air traffic procedures or lack of compliance with applicable procedures by ATC or
by the flight crew; or
iii) A failure of ATC facilities;
j) In the event a bird constitutes an in-flight hazard or an actual bird strike occurs, the
Commander shall, without delay:
i) Inform the appropriate ground station of the potential bird hazard observed; and
ii) Submit an ASR after landing.

k) The Commander shall inform the appropriate ATC facility, if the situation permits, when an
in-flight emergency occurs, involving dangerous goods on board. The ATC facility shall
accordingly inform the Authority of such an occurrence;
l) The Commander shall submit a report to the local authorities and to the Authority, without
delay, following an act of unlawful interference with the crewmembers on board an
aeroplane;

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m) The Commander shall immediately notify the nearest appropriate authority, by the quickest
available means, of any accident involving his or her aeroplane that results in serious injury
or death of any person, or substantial damage to the aeroplane or property;
n) The Commander shall submit a detailed written report within a period of 3 days, to the
Authority, of any accident which occurred while he or she was responsible for the flight;
The Commander shall ensure that whenever an aeroplane has flight recorders installed,
those recorders are operated continuously from the instant:
i) For a flight data recorder, the aeroplane begins its take-off roll until it has completed the
landing roll; and
ii) For a Flight Deck voice recorder, the initiation of the pre-start checklist until the end of
the securing aeroplane checklist;
o) The Commander may not permit a flight data recorder or Flight Deck voice recorder to be
disabled, switched off or eased during flight, unless necessary to preserve the recorded
data for an accident or incident investigation.
In the event of an accident or incident, the Commander shall act to preserve the
recorded data for subsequent investigation.
p) The Commander shall ensure that breathing oxygen and masks are available to
crewmembers in sufficient quantities for all flights at such altitudes where a lack of oxygen
might result in impairment of the faculties of crewmembers. The Commander shall ensure
that all flight crewmembers, when engaged in performing duties essential to the safe
operation of an aeroplane in-flight, use breathing oxygen continuously at cabin altitudes
exceeding 10,000ft for a period in excess of 30 minutes and whenever the cabin altitude
exceeds 13,000ft;
q) Before commencing take-off, a Commander shall ensure that:
i) According to the available information, the weather at the aerodrome and the condition
of the runway intended to be used will allow for a safe take-off and departure; and
ii) The RVR or visibility in the take-off direction of the aeroplane is equal to or better than
the applicable minimum.
r) When arriving at an aerodrome, the Commander shall enter the traffic pattern at least
1,500ft AGL until further descent is required for landing. When departing, the Commander
shall climb to 1,500ft AGL as rapidly as practicable;
s) The Commander, approaching to land on a runway served by a visual approach slope

indicator, shall maintain an altitude at or above the glideslope until a lower altitude is
necessary for a safe landing. The Commander approaching to land on a runway served by
an ILS shall fly that aeroplane at or above the glideslope from the point of interception to
the middle marker;
t) No Commander shall allow a flight to continue toward any aerodrome of intended landing
where commercial air transport operations have been restricted or suspended, unless there
is no safer alternative;
u) When intercepted by a military or government aeroplane, each Commander shall comply

with the provisions of Article 3 of the Convention on International Civil Aviation
Organisation, 1944 detailed in the Navtech Guide when interpreting and responding to
visual signals;
v) Each Commander shall obtain an ATC clearance prior to operating a controlled flight, or a
portion of a flight as a controlled flight. Each PIC shall request an ATC clearance through

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the submission of a flight plan to an ATC facility. Whenever an aeroplane has requested a
clearance involving priority, each PIC shall submit a report explaining the necessity for such
priority, if requested by the appropriate ATC facility. No Commander operating an
aeroplane on a controlled aerodrome shall taxi on the manoeuvring area or any runway
without clearance from the aerodrome control tower;
w) When an ATC clearance has been obtained, the Commander may not deviate from the
clearance, except in an emergency, unless he obtains a revised clearance. When operating
in airspace requiring controlled flight, no Commander may operate contrary to ATC
instructions, except in an emergency. Should the Commander deviate from an ATC
clearance or instructions in an emergency, he shall notify ATC of that deviation as soon as
possible;
x) Unless otherwise authorised or directed by the appropriate ATC facility, the Commander of
a controlled flight shall, in so far as practicable:
i) When on an established ATC route, operate along the defined centre line of that route;
or
ii) When on any other route, operate directly between the navigation facilities and/or
points defining that route.
The Commander of a controlled flight operating along an ATC route solely defined by
reference to VORs or NDB's and in the absence of any GPS and/or inertial reference
system shall change over for primary navigation guidance from the facility behind the
aeroplane to that ahead of it at, or as close as operationally feasible to, the change-over
point, where established;
y) A Commander shall take the following action in the event that a controlled flight
inadvertently deviates from its current flight plan:
i) Deviation from track: If the aeroplane is off-track, the PIC shall adjust the heading of the
aeroplane to regain track as soon as practicable;
i) Variation in true airspeed: The PIC shall inform the appropriate ATC facility if the
average true airspeed at cruising level between reporting points varies from that given
in the flight plan or is expected to vary by plus or minus 5% of the true airspeed;
iii) Change in time estimate: The PIC shall notify the appropriate ATC facility and give a
revised estimated time given as soon as possible if the time estimate for a reporting
point, flight information region boundary, or destination aerodrome, whichever comes
first, is found to be in excess of three minutes from that notified to ATC, or such other
period of time as is prescribed by the appropriate ATC authority or on the basis of air
navigation regional agreements.
z) No person shall operate an aeroplane to, from, through, or on an aerodrome having an

operational control tower unless two-way communications are maintained between that
aeroplane and the control tower. On arrival, the Commander shall establish
communications required by paragraph (a) prior to 4nm from the aerodrome when
operating from the surface up to and including 2500ft. On departure, each PIC shall
establish communications with the control tower prior to taxi;
aa) Take-off, landing, taxi clearance: No Commander shall, at any aerodrome with an
operating control tower, operate an aeroplane on a runway or taxiway or take-off or land an
aeroplane, unless an appropriate clearance has been received from ATC;

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bb) Communications failure: If the radio fails or two-way communication is lost, the
Commander may continue a VFR flight operation and land if:
i) The weather conditions are at or above basic VFR minima; and
ii) Clearance to land from the ATC tower is given in accordance with the universal light
signals and acknowledged by the PIC.
cc) A Commander shall, when and if possible, notify the appropriate ATC facility when an
aeroplane is being subjected to unlawful interference, including:
i) Any significant circumstances associated with the unlawful interference; and
i) Any deviation from the current flight plan necessitated by the circumstances.
dd) The Commander of an IFR flight operating outside controlled airspace but within or into
areas, or along routes, designated by the appropriate ATC authority, shall maintain a
listening watch on the appropriate radio frequency and establish two-way communication,
as necessary, with the ATC facility providing flight information service;
ee) The Commander of an IFR flight operating outside controlled airspace for which the
appropriate ATC authority requires a flight plan, a listening watch on the appropriate radio
frequency and establishment of two-way communication, as necessary, with the ATC
facility providing flight information service, shall report position as specified for controlled
flights;
ff) The Commander of an aeroplane operated under IFR in controlled airspace shall maintain a
continuous watch on the appropriate frequency and shall report by radio as soon as
possible:
i) The time and altitude of passing each designated reporting point, or the reporting points
specified by ATC, except that while the aeroplane is under radar control, only the
passing of those reporting points specifically requested by ATC need be reported;
i) Any un-forecasted weather conditions encountered; and
i) Any other information relating to the safety of flight, such as hazardous weather or
abnormal radio station indications.
gg) The Commander of each aeroplane operated in controlled airspace under IFR shall report
as soon as practicable to ATC responsible for that facility or navigational aid. any
malfunctions of navigational, approach, or communication equipment occurring in-flight. In
each report, the PIC shall include the:
i) Aeroplane identification;
ii) Equipment affected;
iii) Degree to which the capability of the pilot to operate under IFR in the ATC system is
impaired; and
iv) Nature and extent of assistance desired from ATC.

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hh) In the event of the Commander becoming incapacitated for any reason the First Officer will
assume Command of the aeroplane:
i) The Commander shall ensure all check-lists are complied with.
ii) Detailed procedures concerning the use of checklists in normal, abnormal and
emergency situations are referred to in Operations Manual, Part B;
ii) Flight crew are required to crosscheck and confirm critical actions, to include:
i) Aeroplane configuration changes (landing gear, wing flaps, speed brakes);
ii) Altimeter bug and airspeed bug settings, as applicable;
i) Altimeter subscale settings;
ii) Altitude (window) selections;
iii) Transfer of control of the aeroplane;
iv) Changes to the Automated Flight System (AFS)/Flight Management System (FMS)
and radio navigation aids during the departure and or approach phases of flight;
vii) Performance calculations or inputs, including AFS/FMS entries.
1.4.5 Specific Responsibility – Post Flight
Nig.CARs 8.5.1.19 (a)(2); 8.6.1.6
a) The Commander shall ensure that all technical defects occurring during flight for
commercial air transport operations are entered in the Technical Log (see Chapter 14 of
this manual, Appendix D) of the aeroplane at the end of that flight segment;
b) The Commander shall report arrival, either in person or by radio, to the appropriate ATC
facility at the earliest possible time after landing at the destination aerodrome, unless ATC
automatically closes the flight plan;
c) The Commander is assigned the responsibility for recording the following information for
each flight in the Journey Log:
i) Aircraft registration;
ii) Date;
iii) Flight number;
iv) Flight crew names and duty assignment;
v) Departure and arrival aerodromes;
vi) ATD, ATA, flight time.

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d) After each sector, the Commander must ensure that:
i) All detailed transit and turn-round procedures for that particular service are complied
with;
i) All necessary reports, forms and log book entries are properly completed;
i) If there are no ground handling personnel available, the crew provide the safe
marshalling of passengers whilst airside.
e) On return to base, or termination of a rotation at an outstation the Commander must ensure

that:
i) All reports and forms are returned as required, and that all matters for attention have
been noted on the Journey Log (see Chapter 14 of this manual, Appendix B);
ii) Before leaving base or position home from an outstation he and all his crewmembers
are aware of their subsequent duties.
1.4.6 Commander's Judgement
The Commander has authority to give all commands he deems necessary for the purposes of
securing the aeroplane or the safety of persons or property carried therein.
1.4.7 Rules of the Air
The Commander must ensure that a continuous listening watch is maintained on the
appropriate radio communication frequencies at all times whenever the flight crew is manning
the aeroplane for the purpose of commencing and/or conducting a flight and when taxiing. See
Chapter 12 of this manual for further information regarding Rules of the Air.
1.4.8 Commander's Obligations
The Commander must ensure that abnormal or emergency situations, system malfunctions
and IMC conditions are not simulated for any purpose on public transport flights.
The Commander must comply with established policies and Standard Operating Procedures
unless he has urgent and compelling reasons to depart from them. A degree of flexibility is
essential in aeroplane operations. However, the Commander has discretion, in exceptional
circumstances, to use non-standard practices to meet unexpected or unusual circumstances.
The Commander shall notify to the appropriate local authority without delay in the event of any
emergency situation that necessitated action in violation of local regulations and/or procedures.
He shall submit, if required by the State or occurrence, a report to the appropriate local
authority and also to the NCAA.
Any use of non-standard practices must be reported to the FOM at the earliest opportunity.
In exercising operational control of his aeroplane, the Commander is expected to use his
initiative in the best commercial interests of PRIVATE AIRLINES SERVICES LTD. He shall co-
ordinate and liaise with PRIVATE AIRLINES SERVICES LTD Operations and make every
effort to accede to any request concerning the conduct of his flight from Operations Control.

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In addition, the Commander has the delegated authority, capability and responsibility to impact
positively upon PRIVATE AIRLINES SERVICES LTD's competitive position and commercial
success. In exercise of command, the Commander is expected to exhibit qualities of
leadership, together with those skills and attributes which will influence all those involved in
flight operations to maximise their contribution to the successful completion of the flight.
The Commander must sign the flight documents as PIC of the aeroplane, irrespective of his
rank or seniority, and this officially confers his authority and responsibility for the aeroplane.
1 . 4 . 9 Discipline
The Commander is expected at all times and in all circumstances to uphold the prestige of
PRIVATE AIRLINES SERVICES LTD. In exercising operational control of his aeroplane, the
Commander is expected to use his initiative in the best commercial interests of PRIVATE
AIRLINES SERVICES LTD.
The Commander should maintain proper liaison with GHA's at outstations and should make
every effort to accede to any request concerning the conduct of his flight from Operations
Control.
Commanders also have a general responsibility for the development of Co-pilot skill and
experience. This is accomplished by demonstrating and insisting upon strict adherence to
Standard Operating Procedures, role reversal, suitable discussion and explanation of the
reasons behind command decisions.
A Commander may suspend a crewmember from duty on the grounds of being unfit for
service. If this is on medical grounds then a doctor's certificate should be obtained whenever
possible.
A Commander may suspend any crewmember from duty if he believes there is or has been a
deliberate violation of flight operations policies and/or procedures.

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1.5 DUTIES AND RESPONSIBILITIES OF CREWMEMBERS OTHER THAN THE

COMMANDER
1.5.1 The First Officer/Co-Pilot
Nig. CARs 8.10.1.5
No pilot may act as a Co-pilot of an aeroplane for Private Airlines Services Ltd unless he holds
either a valid Commercial Pilot Licence / IR or a valid Airline Transport Pilots Licence, each
with category, class and type ratings, as applicable, for the aeroplane operated.
1.5.1.1 Function
The First Officer is responsible to the Commander to assist in the safe and efficient conduct of
the flight. In the event of incapacitation of the Commander, the First Officer will assume
command of the aeroplane.
1.5.1.2 General Responsibilities
The First Officer must take all reasonable steps to:

a) Maintain familiarity with the relevant air legislation and agreed aviation practices and
procedures;
b) Maintain familiarity with such provisions of the Company Operations Manual as are
necessary to fulfil the required function;
c) Assist the Commander as requested concerning operational and administrative duties in
relation to the flight;
d) Support the Commander in maintenance of a proper standard of crew discipline, conduct
and personal appearance;
e) Make use of the operator's occurrence reporting scheme. In such cases, a copy of the
report(s) shall be communicated to the Commander concerned;
1.5.1.3 Special Responsibilities
The First Officer shall:

a) Carry out such duties concerning the flight, in accordance with SOPs, including procedures,
limitations and performance relating to the specific aeroplane type, as are allocated to him
by the Commander;
b) Confirm the safe navigation of the aeroplane, maintaining a continuous and independent
check upon both the geographical position of the aeroplane and its safe terrain clearance;
c) Volunteer such advice, information and assistance to the Commander as may contribute
favourably towards the safe and efficient conduct of the flight;
d) Seek and receive such information and/or explanation from the Commander as may be
necessary to enable the Co-pilot to fulfill his function;
e) Maintain a high personal standard of discipline, conduct and appearance as a

representative of the Company;
e) Support the Commander, by active example, in the development and maintenance of a

high standard of professional expertise and morale amongst the crew;
f) Report to the Commander any incident that endangered, or could have endangered, the
safety of operation;

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h) Pre-flight:
i) A Co-pilot must be fully aware of the planned flight route, contents of briefing sheets,
and the forecast MET conditions and runway status at the destination and alternate
aerodromes;
ii) Carry out all checks specified in the Operations Manual and complete all necessary
documents;
iii) Monitor and supervise re-fuelling as necessary and check that the correct flight plan
fuel quantity is on board.
1.5.1.4 In Flight
a) Perform or monitor the execution of all normal, abnormal and emergency checklists in the
manner specified in the Operations Manual, and ensure that they are all properly
completed;
b) Monitor all aspects of the flight, checking that correct procedures and techniques are
used, cross-checking all flight instrument indications, especially attitude, altitude/height,
speed and heading, and advising the Commander immediately, clearly and concisely if:
i) The aeroplane departs significantly from its intended flight path;
ii) He considers a hazardous situation is developing, or
iii) Any abnormal instrument indication, warning light or flag is seen.
c) Inform the Commander of all communication and navigation aid frequency changes,
ensuring that all aids are correctly tuned, identified, selected and indicating on the required
instrument;
d) Record flight progress and all ATC clearances, altimeter settings and meteorological
reports and forecasts on the OFP informing the Commander of their contents;
e) Maintain an adequate lookout at all times;
f) Carry out any other duties required by the Commander;

g) Assume command of the aeroplane in the event of incapacitation of the PIC.
1.5.1.5
Notwithstanding, the overriding authority of the commander it is of the utmost importance that
the copilot draw the attending of the commander to facts, circumstances or unfavourable
variables which may impair the safety of the flight and which may not yet have been noticed by
the commander.
Such facts and circumstances may be: exceedance of limitations, abnormal indications,
changes in meteorological conditions enroute or at alternates/ destination, ambiguous ATS
clearances, deficiencies in navigation or the aeroplane's handling, abnormal response of the
aeroplane to controls input etc.
The copilot deals with all documents which have to be completed (e.g., operational flight plan,
occurrence reports, Flight and Aeroplane Technical Report).

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1.5.2 CABIN CREW MEMBER MANUAL

Private Airlines Services Ltd shall issue a cabin crew member manual acceptable to the
Authority to the cabin crew members and provide to passenger agents during the
performance of their duties.
The cabin crew member manual shall contain those operational policies and procedures
applicable to cabin crew members and the carriage of passengers. The AOC holder shall
issue a manual containing the details of normal, abnormal and emergency procedures
and the location and operation of emergency equipment to the cabin crew members. The
manual shall be specific to each aircraft type and variant.
1.5.2.1 Senior Cabin Crewmember (SCCM)
The SCCM directs the activities of the other cabin crewmembers, and reports to the
Commander. The SCCM is responsible for:
a) Cabin preparation before flight including cabin safety equipment checks;
b) Passenger briefing;
c) Securing the passenger cabin for take-off, and reporting to the Commander;
d) Ensuring that passenger safety requirements are observed during flight;

e) Securing the cabin for landing, and reporting to the Commander; the requirements are
given in detail in Chapter 8 of this manual;
f) Maintaining familiarity with laws, regulations and procedures pertinent to the

performance of his duties.
1.5.2.2 Cabin Crewmember
The primary statutory function of a cabin crewmember is that of safety, carrying

responsibility for the organisation and implementation of safety procedures in an
emergency under the authority vested in the Commander.
On board an aeroplane, for the purpose of preparing for and operating a flight, cabin
crewmembers report to the Commander.
Cabin crew must observe the provisions in the Operations Manual in relation to their
function, and in particular the Cabin Safety Requirements.
All cabin crewmembers must take all reasonable steps to:
a) Maintain familiarity with relevant air legislation, aviation practices and procedures;
b) Maintain familiarity with such provisions of the Company Operations Manual as are
necessary to fulfill his/her function;
c) Assist the Commander as requested, concerning administrative duties in relation to the

flight;

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d) Support the Commander in the maintenance of a proper standard of crew discipline,

conduct and personal appearance;
e) Report to the Commander any incident that has endangered, or may have endangered,
safety;
f) Make use of the Company's incident reporting schemes. In all such cases a copy of the
report(s) must be given to the Commander concerned.
1.5.3 Designation Of PIC For Comercial Air Transport - Nig. CARs 9.3.1.6
Private Airlines Services Ltd shall, for each commercial air transport operation, designate in
writing one pilot as the Pilot in Command (PIC).
1.5.3.1 Prior to Flight
Prior to flight, all cabin crewmembers must participate in the Commander's cabin crew
briefing, receiving information and particulars pertinent to the particular flight.
Whenever, due to unforeseen circumstances, the Company designated SCCM is not

available for duty and cannot be replaced by the Crew Scheduling department (e.g. by
crew on stand-by), the Commander will nominate the cabin crewmember holding the
highest seniority to the duties and responsibilities of SCCM. In such a case, a full
review of all relevant safety/emergency provisions shall be held during the crew
briefing.
After boarding the aeroplane, cabin crewmembers shall check the emergency
equipment, other equipment and the catering equipment and immediately report
deficiencies to the SCCM for further action.
When passenger boarding begins, they will take up their prescribed positions.
1.5.3.2 MANIPULATION OF THE CONTROLS
i. No Private Airlines Services Ltd PIC may allow an unqualified person to

manipulate the controls of an aircraft during commercial air transport
operations.
ii. No person may manipulate the controls of an Private Airlines Services Ltd
aircraft during commercial air transport operations unless he or she is qualified
to perform the applicable crewmember functions and is authorised by Private
Airlines Services Ltd.

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1.5.3.3 In-Flight
In-flight, cabin crew shall conduct the passenger service as well as fulfilling the safety relevant
tasks detailed in Chapter 8 of this manual. In the event of an emergency situation, cabin crew
shall proceed to their emergency stations (see OM Part B - AOM); the SCCM shall immediately
contact the flight crew for instructions. At transit stations, cabin crewmembers shall ensure
proper cleaning of the aeroplane's cabin and re-catering for the next flight. Cabin crew are also
responsible for ensuring the security of the cabin.
After flight, cabin related documentation must be completed by the cabin crew. Occurrence
reports, before being handed over to ground personnel, must be counter-signed by the
Commander.
Boxes/carts containing duty free items must be sealed, as prescribed. Cabin crewmembers
shall ensure the orderly hand over of the cabin to the next cabin crew or, where applicable, to
catering and/or cleaning personnel and/or appropriate maintenance personnel (shift
supervisor).

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1.5.4 General Responsibilities of all Crew
Nig. CARs 8.5.1.6; 8.5.1.7; 8.5.1.8; 8.5.1.15 (a); 8.5.1.20; 8.8.2.3

a) Each crewmember shall have his or her seat belt fastened during take-off and landing
and at all other times when seated at his or her station;
b) Each crewmember occupying a station equipped with a shoulder harness shall fasten
that harness during take-off and landing, except that the shoulder harness may be
unfastened if the crewmember cannot perform the required duties with the shoulder
harness fastened;
c) Each occupant of a seat equipped with a combined safety belt and shoulder harness
shall have the combined safety belt and shoulder harness properly secured about that
occupant during take-off and landing and is able to properly perform the assigned
duties;
d) At each unoccupied seat, the safety belt and shoulder harness, if installed, shall be
secured so as not to interfere with crewmembers in the performance of their duties or
with the rapid egress of occupants in an emergency;
e) Each required flight crewmember shall remain at the assigned duty station during take-
off and landing and critical phases of flight. Each flight crewmember shall remain at his
or her station during all phases of flight unless:
i) Absence is necessary for the performance of his or her duties in connection with the
operation;
i) Absence is necessary for physiological needs, provided one qualified pilot remains at
the controls at all times; or
iii) The crewmember is taking a rest period and a qualified relief crewmember replaces him
or her at the duty station.
f) Each flight crewmember involved in night operations shall have a torch at his or her
station;
g) Each flight crewmember shall have at his or her station an aeroplane checklist
containing at least the pre-take-off, after take-off, before landing and emergency
procedures;
h) Each flight crewmember shall have at his or her station current and suitable charts to
cover the route of the proposed flight and any route along which it is reasonable to
expect that the flight may be diverted;
i) Each flight crewmember assessed as fit to exercise the privileges of a licence subject
to the use of suitable correcting lenses, shall have a spare set of the correcting lenses
readily available when performing as a required crewmember in commercial air
transport;
j) No flight crewmember shall perform any duties during a critical phase of flight except
those required for the safe operation of the aeroplane;
k) Each flight crewmember shall report, without delay, any inadequacy or irregularity of a
facility or navigational aid observed in the course of operations to the person or unit
(ATC) responsible for that facility or navigational aid;

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l) Each flight crewmember shall maintain a continuous listening watch on the appropriate
radio frequency of, and establish two-way communication as required with, the appropriate
ATC facility.
1.5.5 Simulated Abnormal Situations in Flight
Nig.CARs 8.5.1.17
a) The Commander shall ensure that abnormal or emergency situations requiring the
application of part or all of abnormal or emergency procedures and simulation of IMC
by artificial means, are not simulated during commercial air transport flights;
b) The Commander shall not operate an aeroplane so close to another aeroplane as to

create a collision hazard;
c) No person shall operate an aeroplane in formation flight except by arrangement with
the PIC of each aeroplane in the formation and with specific authorization from the
FOM;
d) Formation flights carrying passengers for hire, are specifically prohibited;

e) Simulated instrument flight conditions during commercial air transport operations are
prohibited;
f) Simulated abnormal or emergency situation during commercial air transport

operations are prohibited.
1.5.6. Flight Crew Limitations On Use of Services for Commercial Air Transport
Nig.CARs 8.4.1.5
Private Airlines Services Ltd shall not use any person as a flight crew member unless
that person is specifically Typed and qualified for the operations for which he or she is
to be used.
1.5.7 Negligent or Reckless Operations of Aircraft - Nig.CARs 8.5.1.3
No person may operate an aircraft in a negligent or reckless manner so as to endanger

life or property of others. Private Airlines Services Ltd policy is to restrict the practicing of
emergency procedures or simulated instrument flying to simulator training or base
training flights.
A Captain wishing to rehearse emergency procedures is not to shut down engines

intentionally, nor render equipment inoperative, during normal operations, even when no
passengers are being carried. Nonstandard landings, and the practicing of abnormal
manoeuvres or procedures, during normal operations is prohibited.
1.5.8 Fitness of Flight Crew Members
No person may act as PIC or in any other capacity as a required flight crew member
when he or she is aware of any decrease in his or her medical fitness which might
render the crewmember unable to safely exercise the privileges of his or her licence.

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The PIC shall be responsible for ensuring that a flight is not Commenced, if any flight
crewmember is incapacitated from performing duties by any cause such as injury,
sickness, fatigue, the effects of alcohol or drugs and the PIC shall not continue beyond
the nearest suitable aerodrome if a flight crewmember’s capacity to perform functions is
significantly reduced by impairment of faculties from causes such as fatigue, sickness
or lack of oxygen.
1.5.9 EMERGENCY PRACTICE / SIMULATED INSTRUMENT FLIGHT
No person may cause or engage in simulated abnormal or emergency situations or the

simulation of IMC by artificial means during commercial air transport operations.
No person may operate an aircraft in a negligent or reckless manner so as to endanger

life or property of others. Private Airlines Services Ltd policy is to restrict the practising
of emergency procedures or simulated instrument flying to simulator training or base
training flights.
A Captain wishing to rehearse emergency procedures is not to shut down engines

intentionally, nor render equipment inoperative, during normal operations, even when
no passengers are being carried. Nonstandard landings, and the practising of abnormal
manoeuvres or procedures, during normal operations is prohibited.
1.5.10 SERVICE PROVIDER AND ROLE OF PASL
a) All requirements that affect the safety or security of flight operations shall be identified in
the contracts or agreements with service providers conducting outsourced flight operations
functions before such contract or agreement becomes effective.
b) Auditing and Monitoring the execution of such contract and or agreement will persist
throughout the duration and ensure that all the measurable specifications that can be
monitored by PASL are being fulfilled by the service provider.
c) PASL shall use any standard approved procedure for testing, checking and follow up the
distribution or insertion, to ensure:
i. All data products purchased or otherwise acquired from an external vendor or supplier
meet the product technical requirements specified by PASL prior to being used in the
conduct of operations
ii. Electronic navigation data products acquired from suppliers, prior to being used as a
means for navigation in operations, are assessed for a level of data integrity
commensurate with the intended application, and are compatible with the intended
function of equipment in which it is installed, and are distributed in a manner to allow
insertion of current and unaltered electronic navigation data into all aircraft that require it.
iii. Terrain and, if applicable, obstacle data acquired from an external vendor or supplier is
distributed in a manner to allow the timely insertion of current and unaltered data into all
aircraft for which it is required
d) PASL shall use any standard approved procedure for testing, checking and follow up
the distribution or insertion, to ensure:

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i. All data products purchased or otherwise acquired from an external vendor or supplier
meet the product technical requirements specified by PASL prior to being used in the
conduct of operations
ii. Electronic navigation data products acquired from suppliers, prior to being used as a
means for navigation in operations, are assessed for a level of data integrity
commensurate with the intended application, and are compatible with the intended
function of equipment in which it is installed, and are distributed in a manner to allow
insertion of current and unaltered electronic navigation data into all aircraft that require it.
iii. Terrain and, if applicable, obstacle data acquired from an external vendor or supplier is
distributed in a manner to allow the timely insertion of current and unaltered data into all
aircraft for which it is required.
1.6 AUTHORITY TO ACT AS A FLIGHT CREW MEMBER – Nig. CARs 2.3.1.3
(a) A person shall not act as a pilot flight crewmember of an aircraft registered in Nigeria
unless a valid licence or a validation certificate is held showing compliance with the
specifications of this Part 2 and appropriate to the duties to be performed by that person.
(b) No person may act as the PIC or co-pilot of an aircraft unless that person holds the
appropriate category, class and type rating for the aircraft to be flown.
(c) During a skill test, the applicant acts as PIC but the safety pilot will intervene in safety
situations.

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OPERATIONS MANUAL- CHAPTER REVISION 0
PART A 2 11-09-2019
PRIVATE AIRLINE The Operations Manual

SERVICES LTD
CHAPTER 2 – The Operations Manual
TABLE OF CONTENTS
2.0 The Operations Manual……………………………………………… 3
2.1 Persons Qualified to Flight Release……………………………… 5
2.2 System of Promulgation of Additional Instruction & Information….. 13
2.3 Accident Prevention & Flight Safety Programme……………………. 16
2.4 Flight Operations Procedures…………………………………………… 24
2.5 PASL Operational Control…………………………………………………. 28
2.6 Power of the Authority…………………………………………………….. 30

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2.0 THE OPERATIONS MANUAL- Nig.CARs 9.3.1.2.
Private Airlines Services Ltd shall provide an Operations Manual containing information on
operations Administration and supervision, accident prevention and flight safety programmes,
personnel training, flight crew and cabin crew member fatigue and flight time limitations, flight
operations including operational flight planning, airplane performance, routes, guides and
charts, minimum flight altitudes, aerodrome operating minima, search and rescue, dangerous
goods, navigation, communications, security, and human factors. The operations manual
shall encompass the matters set forth above. The operations manual may be published in
parts, as a single document, or as a series of volumes. Specific subjects are listed below.
Subjects presented with reference to a specific section shall be addressed in accordance with
the requirements of the referenced section. Private Airlines Services Ltd’s Operations Manual
shall conform to the outline contained in Nig CARs . IS: 9.3.1.2.
 Aircraft Operating Manual.

 Minimum Equipment List and Configuration Deviation List.
 Training Programme.
 Aircraft Performance Planning Manual.
 Route Guide.
 Dangerous Goods Procedures.
 Accident Reporting Procedures.
 Security Procedures.
 Aircraft Loading and Handling Manual.
a. Private Airlines Services Ltd shall issue to the crewmembers and persons assigned
operational control functions, an Operations Manual that has been accepted or
approved, as appropriate, by the Authority.
b. The Operations Manual shall contain the overall (general) company policies and
procedures regarding the flight operations being conducted by Private Airlines Services
Ltd.
c. Private Airlines Services Ltd shall prepare and keep current an Operations Manual
which contains
the AOC procedures and policies for the use and guidance of Private Airlines Services Ltd
personnel.
d. Private Airlines Services Ltd shall issue the Operations Manual, or pertinent portions, together
with all
amendments and revisions to all personnel that are required to use it.
e. Private Airlines Services Ltd shall not provide for use of its personnel in commercial air
transport
any Operations Manual or portion of this manual which has not been reviewed and
accepted or approved, as appropriate, by the Authority.
f. Private Airlines Services Ltd shall ensure that the contents of the Operations Manual
includes at least those subjects designated by the Authority that are applicable to
Private Airlines Services Ltd operations.

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2.0.1 AIRCRAFT OPERATING MANUAL - Nig.CARs. 9.3.1.4

Private Airlines Services Ltd shall submit proposed aircraft operating manuals for each
type and variant of aircraft operated, containing the normal, abnormal, and emergency
procedures relating to the operation of the aircraft for approval by the Authority.
Each Aircraft Operating Manual shall be based upon the aircraft manufacturer’s data for
the specific aircraft type and variant operated by Private Airlines Services Ltd and shall
include specific operating parameters, details of the aircraft systems, and of the check
lists to be used applicable to the operations of the AOC that are approved by the
Authority.
The design of the manual shall observe human factors principles.
The Aircraft Operating Manual shall be issued to the flight crewmembers and persons
assigned operational control functions to each aircraft operated by the AOC and the
Operating Manual shall conform to the outline contained in IS: 9.3.1.4.
2.0.2 OPERATIONAL CONTROL AND SUPERVISION - Nig.CARs 8.10; 8.12
Operational Control is defined as the exercise of authority over the initiation,

continuation, diversion or termination of the flight in the interest of the safety of the
aeroplane and the regularity and efficiency of the flight (ICAO Annex 6).
The DFO and the PIC are qualified to exercise operational responsibilities, and shall be
available for consultation before, during and after the flight operations. He shall
authorize specific flights, ensuring that only those operations authorized by PASL Ops
Specs are conducted and that only airworthy aircraft are available. He specifies the
conditions under which a flight may be released, ensuring that crewmembers are in
compliance with the flight and duty time requirements when departing on a flight. For
the PIC and Ops Control personnel he provides access to necessary information for
safe conduct of flight and ensures proper flight planning and preparation are made. He
ensures flight locating, flight following procedures are followed and each flight has
complied with its specified release conditions before its allowed to depart. Ensures that
when the conditions specified for a release are not met, the flight is either cancelled,
delayed, re-routed, or diverted and for ALL flights, that the monitoring of the progress of
the flight and provision of information necessary to safety is made.
PRIVATE AIRLINES SERVICES LTD Operation Control Centre (OCC) dispatches all
company’s aeroplane and is staffed according to the company’s fleet requirements.
OCC will control all operations with regards to the aircraft fleet. Other departments shall
also liaise with OCC with regards to providing necessary and relevant information and
data required for successful and safe company operations.
2.0.3 Supervision of the Operation by the Operator
The management system for the Flight Operations Organization ensures supervision
and control of Flight Operations, Flight Training, Operations Control, and other
associated activities in accordance with Nig.CARs and PRIVATE AIRLINES
SERVICES LTD requirements, and is exercised by the DFO, whose functional areas of
responsibility are set out in Chapter 1.3.2 of this manual. Specifically:
a) The management of operational safety and security;

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a) The supervision and control of all flights, operational control functions and other associated
activities including maintenance;
b) Compliance with the Nig.CARs, PRIVATE AIRLINES SERVICES LTD standards, and any
other applicable standards.
Authorities and responsibilities within the management system are defined and communicated
throughout all operational areas of the organization and are defined in Chapter 1 of this
manual.
Operations Control shall monitor the scheduling process to ensure flight crew members, prior
to being assigned to duty, are qualified and current in accordance with:
a) Licenses/certification;
b) Specific qualifications (LVP, RVSM);
c) Equipment qualifications (TCAS/ACAS, GPWS/EGPWS, HGS);
d) Recency-of-experience;
e) Medical status, including Medical Certificate;
a) Initial training and checking/line check/proficiency check/recurrent training and checking
results;
f) Right seat qualification;
g) Type(s) qualification;
i) Aerodrome and route competence (including special aerodromes);
j) Instructor/evaluator/line check airman qualification;
k) CRM/Human Factors training;
l) Dangerous Goods training;
m) Security training;
n) Any additional requirements as specified by NCAA
2.1 PERSONS QUALIFIED TO FLIGHT RELEASE
Private Airlines Services Ltd shall not use any person as a flight dispatcher in releasing its aircraft
on a schedule passenger flight unless such a person holds a flight Dispatcher’s License and he or
she is qualified with Private Airlines Services Ltd on the type of aircraft to be released
2.1.1 Licence and Qualification Validity
Note: The supervision of the operation is delegated to the flight operations manager - FOM
(Refer to Chapter 1.3.4 of this manual).
Nig.CARs 8.10.1.11; 8.10.1.12
2.1.1.1 Flight Crew
The TM shall ensure up-to-date records are maintained in accordance with NCAA as contained
in the Nig. CARs, with the renewal date for each pilot of the following flight crew certifications,
qualifications, training and currency requirements. The Supervisor of OCC designated for crew
schedulling ensures flight crewmembers, prior to being assigned to duty, are qualified and
current in accordance with the list below.
a) Licences/certification;
b) Instrument Rating;

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c) Proficiency Check;
d) Line Check;
e) Type Qualification;
f) Medical Status, including Medical Certificate;
g) Initial Training and Checking;
h) Recency of Experience;
i) Recurrent Training and Checking Results;
j) Dangerous Goods Training;
k) CRM Training;
l) Security Training;
m) Instructor/Line Check Airman Qualification;
n) Airfield Categorisation/Route Competence (including special aerodromes);
o) Right Hand Seat Qualification;
p) Special Qualifications (LVP's, RVSM);
q) Emergency Equipment Drills;
r) Equipment Qualification (TCAS/EGWPS).
All successful and unsuccessful flight crew evaluations must be managed, recorded and
controlled in accordance with the above list.
For specific applicable retention of records requirements see Chapter 2.1.3 below.
Private Airlines Services Ltd prohibits flight crewmembers from operating an aeroplane if they
are not qualified for duty in accordance with the specifications listed above.
Private Airlines Services Ltd, to meet Its statutory obligations, operate a tracking and advisory
system requiring timely documented confirmation from pilots to the TM that their licenses have
been renewed and ratings validated. The final responsibility for ensuring his/her license
remains valid rests with the license holder.
The applicable FLM must see the original documents before accepting copies and filing them.
The Supervisor OCC shall be advised of any outstanding renewals, and where necessary
remove any flight crew from duty in the event of a lapsed license.
Whenever prescribed checks/examinations have been failed twice, the individual case shall be
referred to the DFO.
The Training and Licensing Unit shall advise the TM on a regular and timely basis (or through
the computer tracking program as appropriate) of proficiency and line check expiry dates so
that training and checking program may be planned. On completion of these checks the
Supervisor OCC shall be advised.
Flight Operations shall operate or utilise a programme to monitor pilot flight currency. If a pilot
does not fly within the statutory period or is expected to exceed the period the TM shall be
advised so that action to re-establish currency may be planned and taken.
Flight Operations shall operate or utilise a programme to assure that route and aerodrome
competence qualification for Commanders is maintained and advises the TM accordingly.

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2.1.1.2 Cabin Crew

Licensing requirements governing cabin crew personnel can be found in the SEP
Manual.
2.1.1.3 Flight Operations Officer/Flight Dispatcher
No person may act as a Flight Operations Officer/Flight Dispatcher unless that person:
a) Has passed the competency check in Nig.CARs Part 2 in respect of flight preparation
and subsequent duties appropriate as a Flight Operations Officer/Flight Dispatcher.
Recurrent training shall not be less than once during every 3 years (36-month) period;
a) Holds a Flight Dispatcher licence or an Air Transport Pilots License;
b) Is currently qualified with Private Airlines Services for the operation and aeroplane
type(s);
b) Has completed the initial CRM curriculum and not less than once during every 12-
month period;
e) Has completed the initial security curriculum;
f) Has observed on the Fight Deck two complete flights, comprising at least five total
hours, over routes representative of those for which that person is assigned duties.
The Flight Operations Officer/Flight Dispatcher shall utilise the common set of flight
documentation as listed in Section 8.1.12 of this manual and be familiar with the
associated flight documentation procedures.
2.1.2 Competence of Operations Personnel
Nig.CARs 8.10.1.35
The DFO is responsible for the Operations Control and Flight Dispatch function. The
Supervisor OCC is responsible for the initial, recurrent training and checking
programme to ensure such personnel, prior to being assigned to operational control
duties have demonstrated proficiencies in the applicable competencies of operational
control. Details of the training programme can be found in the Flight Dispatch Manual.
Tools for monitoring competence are:
 (crews:) check and training flights, line checks, simulator sessions,

 (crews:) ad hoc inspection flight by the Flight Operations Manager, the Crew Training
Manager, the Chief Pilot(s) and/or the Cabin Crew Department Manager,
 (ground personnel:) ad hoc assessment by supervisory staff participating in a
particular tour of duty and/or participating in the performance of particular' tasks,
 collecting and assessing occurrence reports (in cases of high safety relevance,
personnel who would otherwise become subject to disciplinary, legal or penal action
shall be encouraged to write anonymous reports) and passenger complaints.
Note: Whenever prescribed checks/examinations have been failed twice, the individual
case shall be referred to the Director of Flight Operations, who will decide on further

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action.
Tools for maintaining and improving proficiency are

 the system of promulgating operational instructions and information (see Chapter 2.2
below),
 the safety programmes outlined in Chapter 2.3 below,
 in individual cases, re-training as determined by supervisory staff.
2.1.2.1 Experience Required by Operations Control Personnel
The competence of Operations Control personnel is affected on the basis that they shall
not be less than 21 years of age and have a minimum of one year experience as an
assistant in Operations Control, or:
a) Have satisfactorily completed a formal training course as a Flight Operations

Officer/Flight Dispatcher;
b) Have, as a minimum, a total of two years service in any one or combination of the
following:
i) Be or have been a qualified flight crewmember in air transport operations;
ii) As a Meteorologist in organising dispatching aeroplanes;
iii) As an Air Traffic Controller;
iv) As a Technical Supervisor of Flight Operations personnel.
2.1.2.2 Requirements prior to the Appointment of Operations Control Personnel
The competence of all Operations Control personnel is affected by instruction in their

particular duties and training, and is detailed in the Flight Dispatch Manual. Prior to being
assigned duties in an operational control function, such personnel shall:
a) Be trained to the minimum experience level acceptable to Private Airlines Services Ltd
and the Nig. CARs;
a) Have demonstrated proficiency in the performance of the applicable operations control

function(s) under the supervision of their Departmental Manager or Section Head.
Competence shall be checked by on-the-job assessment.
All Operations personnel shall receive Dangerous Goods and Security training for which
the syllabi and assessment requirement is contained in Operations Manual Part D.
Supervision of training and assessment for operations personnel other than crew is the
responsibility of the FOM as delegated to the relevant supervisors.
2.1.2.3 Flight Supervision and Monitoring System - Nig.CARs 9.3.1.23.
Private Airlines Services Ltd shall have a system approved by the Authority for proper
dispatch and monitoring of the progress of the flights.

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The dispatch and monitoring system shall have enough dispatch canters for the
operations to be conducted and located at such points as necessary to ensure
adequate flight preparation, dispatch and in-flight contact with the flight operations.
Private Airlines Services Ltd shall provide enough qualified flight dispatchers at each
dispatch center to ensure proper operational control of each flight.
2.1.3 Storage of Records and Flight Documents
Nig.CARs 8.6.2.16
All flight operations records are retained in accordance with Nig. CARs and subjected
to standardised processes for:
a) Identification;
b) Legibility;
c) Maintenance;
d) Retention and retrieval;
e) Protection and security;
f) Disposal or deletion (electronic records).
These processes are applicable for all documentation listed in Chapter 2.1.1.1 above.
The management and control systems for the above are described in the Document
Control Manual.
2.1.3.1 Cockpit Voice And Flight Data Recorder Records

Private Airlines Services Ltd shall retain the following as part of the maintenance
records for all aircraft Operating under Private Airlines Services Ltd AOC.
a. The most recent flight data recorder calibration, including the recording medium from
which the calibration is derived
b. Records for the flight data recorder correlation for one aircraft of any group of aircraft
operated by Private Airlines Services Ltd shall be as follows:
i. That are of the same type;

ii. On which the model flight recorder and its installation are the same
iii. On which there is no difference in type design with respect to the
original installation of instruments associated with the recorder.
Private Airlines Services Ltd shall in the event of an accident or incident requiring
immediate notification of the Authority, shall remove and keep recorded information from
the cockpit voice recorder and flight data recorder for at least 60 days or, if requested by
the Authority, for a longer period.

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2.1.3.2. The storage of Records and Flight Documents requirements is specified in the
table below:
Flight Crew Records

Flight, Duty and rest time 2 years
Licence and medical certificate Until 12 months after the flight crew member has
left the employ of PASL
Ground and flight training (all Until 12 months after the flight crew member has
types) left the employ of PASL
Route and aerodrome Until 12 month after the flight crew member has left
qualification training the employ of PASL
Dangerous Goods Training Until 12 month after the flight crew member has left
the employ of PASL
Security Training Until 12 month after the flight crew member has left
the employ of PASL
Proficiency and Qualification Until 12 month after the flight crew member has left
check (all types) the employ of PASL
Cabin Crew Records
Flight, Duty and rest time 2 years
Licence, if applicable Until 12 month after the cabin crew member has left
the employ of PASL
Ground and flight training (all Until 12 month after the cabin crew member has left
types) and the employ of PASL
Qualification check
Dangerous Goods Training Until 12 month after the cabin crew member has left
the employ of PASL
Security Training Until 12 month after the cabin crew member has left
the employ of PASL
Competency checks Until 12 month after the cabin crew member has left
the employ of PASL
Records for other PASL Personnel
Training/qualification of other Until 12 month after the employee member has left
personnel for whom an approved the employ of PASL
training program is required
Licence, if required, and medical Until 12 month after the employee member has left
certificate if required the employ of PASL
Proficiency or competency Until 12 month after the employee member has left
checks, if required the employ of PASL
Flight Preparation Forms

Completed load manifest 3 month after the completion of the flight
Mass and balance report 3 month after the completion of the flight
Dispatch release 3 month after the completion of the flight
Flight Plans 3 month after the completion of the flight
Passenger manifest 3 month after the completion of the flight
Weather report 3 month after the completion of the flight
Flight Recorder Records

Cockpit voice recordings Preserved after an accident or incident for 60 days or

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longer if requested by the authority

Flight data recordings Preserved after an accident or incident for 60 days or
longer if requested by the authority
Aircraft Technical Logbook

Journey records section 2 years
Maintenance records section 2 years
Maintenance Records of The Aircraft

Total time in service (hours, 3 months after the unit refered to has been
calendar time and cycles, as permanently withdrawn from service
appropriate) of the aircraft and all
life-limited components
Current status of compliance with all 3 months after the unit refered to has been
mandatory continuing airworthiness permanently withdrawn from service
information.
Appropiate details of alterations and 3 months after the unit refered to has been
repair to the aircraft and its permanently withdrawn from service
components
Total time in service (hours, 3 months after the unit refered to has been
calendar time and cycles, as permanently withdrawn from service
appropriate) since the last overhaul
of the aircraft or its components
subject to a mandatoty overhaul life
The detailed maintenance records to 1 year after signing of the maintenance release
show all requirements for a
maintenance release have been
met.
Other Records
Operational flight plan 3 months after the completion of the flight
Quality system records 5 years
Dangerous goods transport 6 months after the completion of the flight
documents
Dangerous goods acceptance 6 months after the completion of the flight
checklist
Records on cosmic and solar Until 12 months after the crew member has left
radiation dosage, if AOC holder the employ of PASL
operates aircraft that fly above 15
000m (49 000 ft)
Private Airlines Services Ltd shall maintain a secure location and system for the
storage and control of, and store for the periods prescribed as mentioned above, all
relevant operational and technical information for each individual flight.
The purpose of control is to facilitate access to the information/documentation and the

analysis and evaluation of records and data by appropriate arrangement, formatting or
consolidation.
Technical Log records may be retained within the maintenance organisation as part of
the maintenance records.

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Crew training records are kept with the TM in a secured manner for confidential
reasons. However, check/assessment dates and the corresponding renewal/expiry
dates are available in the central records location.
Records are stored on a secure computer database, utilising the standardised

identification system which is updated in a regular and timely manner and operated in
conjunction with a backup storage/system within OCC under the care of Supervisor
OCC and responsibility of the FOM.
Private Airlines Services Ltd ensures that all documentation used for flight operations
are backed-up electronically on a 24 hour daily basis, in a fire proof and environmental
damage proof location. Access to the back-ups is restricted to authorised personnel.
2.1.4 Functions Associated with Operational Control
Nig. CARs 8.12.1.3
The Flight Operations Officer/Flight Dispatcher shall ensure:
a) Authorisation of specific flight in conjunction with the Commander;

b) Only operations authorised under the AOC operations specifications are conducted;
c) Airworthy aeroplanes properly equipped for the flight are available;
a) Specify the conditions under which a flight may be dispatched or released (weather
minimums, flight planning, aeroplane loading, and fuel requirements);
d) Qualified personnel and adequate facilities are available to support and conduct the
flight;
b) Crewmembers are in compliance with flight and duty time requirements when
departing on a flight;
g) Provision to the Commander or other personnel who perform operational control
functions with access to the necessary information for the safe conduct of a flight
(such as weather, NOTAMS and aerodrome analysis);
g) Proper flight planning and preparation are conducted;
i) Flight locating and flight following procedures are followed;
j) Each flight has complied with the conditions specified for release before it is allowed
to depart;
k) When the conditions specified for release cannot be met, the flight is either
cancelled, delayed, re-routed or diverted; and
l) For all flights, the monitoring of the progress of the flight and the provision of
information that may be necessary for safety.
2.1.5 Operational Control Duties
Nig.CARs 8.12.1.4
For all flights, the qualified person performing the duties of the Flight Operations
Officer/Flight Dispatcher shall:
a) Assist the Commander in flight preparation and provide the relevant information
required;
b) Assist the Commander in preparing the operational and ATC flight plan(s);
c) Sign the dispatch copy of the relevant flight release documents;

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a) Furnish the Commander, whilst in-flight, by appropriate means, with information which may
be necessary for the safe conduct of the flight;
b) In the event of an emergency, initiate the applicable procedures contained in the Safety
Management System (SMS);
The qualified person performing the duties of the Flight Operations Officer/Flight Dispatcher
shall avoid taking any action that would conflict with the procedures established by:
a) ATC;
b) The meteorological service;
c) The communications service; or
d) Private Airlines Services Ltd.
2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS

AND INFORMATION
Private Airlines Services Ltd shall establish a flight safety document system, approved
by the Authority, for the use and guidance of operational personnel.
The development and organisation of a flight safety document system shall contain the
minimum elements of the outline provided in the Nig CARs - IS: 9.2.2.10.
Private Airlines Services Ltd has an established communication system that ensures
the effective and timely exchange of operational and safety relevant information
throughout the organisation. This ensures a clear understanding amongst personnel
with regards to the correct method of communication used to distribute and receive
information.
Safety-critical information typically includes:
a) Airworthiness Directives;
b) Manufacturer bulletins;
c) NOTAMs;
d) Security alerts or bulletins.
2.2.1 Flight Crew Notice (FCN)/Flight Crew Instruction (FCI)
Operational instructions and information which may be urgently required in the interests
of flight safety, or which are supplementary to the Operations Manual will be
promulgated as FCN's/FCI's to all holders of Operations Manuals (see Chapter 0.2.7 of
this manual).
FCN's/FCI's will be issued by the DFO or relevant manager either as Type Specific or
General, numbered in sequence, and with a 'valid until' date. Copies of all FCN's/FCI's
issued will be kept in folders at crew bases together with signature sheets that must be
completed by all crewmembers prior to flight. Those of a temporary nature will be
cancelled as soon as they are no longer relevant. Those of long-term application will be
incorporated into the manual when it is next revised, or within six months of their
effective date, whichever is the sooner.

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2.2.2 Flight Documentation
Documentation required for flight shall be made available at flight preparation by

Operations Control. Aeroplane performance data and airfield briefing sheets are
required to have prior authorisation by the OER/FLM before issue.
2.2.3 Flight Operations Memos
Operational information or guidance material not requiring mandatory compliance, and

administrative directions may be issued by memo to flight crew directly or placed in a
base file and in general shall not be controlled documents for the purposes of flight
safety.
2.2.4 Flight Safety Bulletin
The Safety Manager may issue flight safety information directly to flight crew for the
purpose of increasing safety awareness and providing feedback.
2.2.5 Flight Safety Magazine
A Flight Safety Magazine will be produced quarterly, and distributed to all flight
operations personnel. The magazine will communicate matters relating to safety and
draw on current operational issues and events that have arisen from all areas of flight
operations. Matters relating to safety that have been discussed at meetings by qualified
personnel will also be communicated by means of the Flight Safety Magazine.
2.2.6 Company Promulgated Chart
INSTRUCTION INFORMATION RESPONSIBLE FOR BY MEANS OF

PROMULGATION
(Name of company unit)
Industrial agreements Accountable Manager Booklet
Dress regulations Flight Operations Manager / Company
Cabin Services Manager Circular
Country and aerodrome regulations Flight Operations Manager / Company Circular
concerning immigration, health, Supervisor OCC / Security or
visa, customs, Gen. Dec., Administration
passenger manifest etc.
List of authorized aerodromes Flight Operations Manager / Company
(including commander’s Training Manager Circular
competency classification)
List of ground handling agents Ground Operations Manager Company
Circular
List of maintenance agents Maintenance Manager Company Circular
List of companies’/agents’ radio Ground Operations Manager Company Circular
frequencies
List of fuel suppliers Engineering Department Company Circular
List of routes with recommended Flight Operations Manager Company Circular
procedures SITA Teletype,
Message
List of traffic rights for individual Dispatch Company Circular
routes (where necessary)

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Schedule of flight crews OCC/scheduling Section Company Circular

Schedule of ground crews Ground Operations Manager Company
Circular
Schedule of maintenance crews Maintenance Manager Company
Circular
Ad-hoc revocation of aerodrome Flight Operations Manager Memo
authorization or change of
commander’s competency
classification
Changes in information pertaining to Ground Operations Manager Company Circular
ground handling
Changes in fuel availability and/or Flight Operations Manager/ SITA, Teletype,
supplier. Engineering Department Message
Technical, aeroplane type related Maintenance Manager Leaflet
information
Technical information pertaining to Maintenance Manager Leaflet
an individual aeroplane
Changes in information pertaining to Maintenance Manager Circular
maintenance
Short term information on traffic Dispatch/ SITA, Teletype,
rights, immigration/health Flight Operations Manager Message
requirements
Re-scheduling of maintenance Maintenance Manager
Re-scheduling of ground crews Ground Operations Manager SITA, Teletype,
Message, SMS and
WhatsApp.
Re-scheduling of flight crews Operation Control Center SITA, Teletype,
(OCC)/Scheduling Message, SMS and
Department WhatsApp.
Flight Ops. Manager
Change of an airplane’s routing or Flight Ops. Manager Circular SITA,
schedule Dispatch Teletype, Message,
SMS and WhatsApp.
Operationally significant Flight Ops. Manager Circular SITA,
meteorological information and Dispatch Teletype, Message,
NOTAMS SMS and WhatsApp.
Changes of approach procedures, Operation Control Center Leaflet
aerodrome operating MINIMA, (OCC)/ Flight Ops. Manager
departure or go-around procedures Dispatch
Runway length reductions, short Operation Control Center Leaflet

term installation or obstacles, (OCC)/ Flight Ops. Manager
Dispatch
Other significant aeronautical Operation Control Center Circular SITA,
information (changes of NAVAID (OCC)/ Flight Ops. Manager Teletype, Message
frequency, Ad-hoc airway closure or Dispatch
realignment etc)

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2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME
Nig.CARs 9.2.2.11; 9.3.1.2 (g); IS: 9.3.1.2 (3.3)
2.3.1 General
Private Airlines Services Ltd shall establish and maintain a safety management
system.
 For aircraft with a maximum certificated take-off mass of more than 27,000kg
Private Airlines Services Ltd shall include a flight data monitoring programme as
part of its safety management system.
 Private Airlines Services Ltd’s flight data analysis programme shall be non-punitive
and contain adequate safeguards to protect the source(s) of the data.
PRIVATE AIRLINES SERVICES LTD shall make all efforts at maintaining a high level
of flight safety. The purpose is to prevent flight incidents, accidents, crashes and
ground accidents which may occur under the responsibility of PRIVATE AIRLINES
SERVICES LTD, to set the objectives to be envisaged in ensuring maintenance and
further development for training, safety of the flight and ground operations and to lay
down the principles to be applied in the realisation of such objectives. This is achieved
by the careful recording and monitoring of operational, engineering and human safety-
related occurrences for adverse trends in order to prevent the reoccurrence of similar
incidents which can lead to Company aircraft accident. Effective accident prevention
shall be ensured through proper co-ordination by all departments and sections of the
Company such as management, flight crews, cabin crews, ground crews and
technicians. This plan and program will encompass all the units, which are directly or
indirectly linked with the flight and ground activities within the organizational structure of
Private Airlines Services Ltd integrated with the Quality System.
The Accident Prevention and Flight Safety Programme:
a) Identifies the roles and responsibilities for accident prevention and flight safety;
a) Provides systematic processes for the continuous identification and evaluation of

hazards which may arise during operation;
b) Ensures that operational accidents and incidents are investigated;
b) Provides systematic processes for the collection and analysis of flight data and
information;
c) Produces relevant information and data for operational personnel, in the prevention of
accidents and incidents;
Proposals for corrective action resulting from the Accident Prevention and Flight Safety
Programme shall be the responsibility of the DFO.

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PRIVATE AIRLINES SERVICES LTD adopts a systematic and proactive approach to

accident prevention its Accident Prevention and Flight Safety Programme (SMS) which
aims for continuous improvement to the overall level of safety.
The ultimate goal of notifying, reporting and handling of safety related occurrences is to
prevent, where possible, the re-occurrence of a similar incident or the occurrence of an
accident.
The Accident Prevention and Flight Safety Programme can only be effective when
management, flight crew, cabin crew, Operations Control, engineers and ground support
personnel are all aware of their accountability for safety. It is the Company's responsibility
to ensure that all employees are made aware of their responsibilities and contributions
towards flight safety and accident prevention.
PRIVATE AIRLINES SERVICES LTD management fosters a safety culture and provides
adequate resources for the implementation of the Accident Prevention and Flight Safety
Programme SMS).
WELL MAINTAINED AIRCRAFT AND WELL TRAINED FLIGHT CREW MEMBERS ARE
THE SAFETY PRE-REQUISITE ON ANY PRIVATE AIRLINES SERVICES LTD FLIGHT”.
2.3.1.1 PRIVATE AIRLINES SERVICES LTD Non-Reprisal Policy
The Accountable Manager specifies hereunder the Company’s safety commitment.
PRIVATE AIRLINES SERVICES LTD Non-Reprisal Policy
PRIVATE AIRLINES SERVICES LTD is committed to the safest operating standards possible. It
is therefore imperative that we have uninhibited reporting of all incidents and occurrences
which compromise the safe conduct of the Company’s flights. To this end, every employee
is responsible for communicating any information that may affect the integrity of flight
safety. Such communication shall be completely free of reprisal.
The Company will not take disciplinary action against any employee who discloses
information on an incident or occurrence involving flight safety. This policy shall not apply
to information received by the Company from a source other than employees.
The primary responsibility for flight safety rests with each department’s manager.
Remember, however, that flight safety is everyone’s concern.
The Company’s method of collecting, recording and disseminating information has been
developed to protect to the extent permissible by law the identity of any employee who
provides flight safety information.
I urge you all to use our flight safety programme to help our Company become the leader
in providing customers and employees with the highest level of flight safety.
(Signed) …………………................…………… Accountable Manager / CEO

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2.3.2 Management Responsibility
The Safety Manager is accountable for managing the Accident Prevention and Flight
Safety Programme (SMS).
The effectiveness of changes resulting from proposals for corrective action identified by
the Accident Prevention and Flight Safety Programme (SMS) shall be monitored by the
QAM.
It is the management team's responsibility to ensure that all employees are made
aware of their responsibilities and required contribution for flight safety and accident
prevention.
Each manager is accountable for the safety and security of the area of operation for
which they hold responsibility.
2.3.3 Risk Management System
PRIVATE AIRLINES SERVICES LTD's risk management system is applicable to

operations, maintenance and security and any new initiatives that affect operations,
maintenance and security. The risk management system provides for:
a) Identification of conditions with potential risk(s) for aeroplane accidents, serious

incidents, unlawful or unauthorised interference or other undesired outcomes;
a) The determination of the root cause(s) of identified conditions;
b) The analysis to determine the level of risk(s) associated with identified conditions;
b) The development of corrective or preventive action that eliminates or mitigates

unacceptable risk(s);
c) Implementation of corrective or preventive action in appropriate operational areas;
d) Evaluation of corrective or preventive action to determine effectiveness.
2.3.3.1 FDM Programme
The Flight Data Monitoring (FDM) programme (see Chapter 2.3.6 below) is part of the risk
management system. This system provides for a co-ordinated and integrated analysis of
the risks associated with Flight Operations and supports the management of risk through
the:
a) Implementation of systematic processes for identifying and analysing hazards and

potentially hazardous conditions;
b) Production of relevant analytical risk information and data for use by operations,
maintenance, operation and security managers in the management of operational risk;
2.3.3.2 Performance Measures
For details of the process for setting performance measures as a means of evaluating
the risk management system and the effectiveness in:

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a) Preventing accidents, incidents, and acts of unlawful interference;
b) Maintaining compliance with Nig. CARs and other requirements relevant to the safety
and security of operations. Refer to SMS manual – item 0.14 page 28.
2.3.4 Flight Safety Communication
PRIVATE AIRLINES SERVICES LTD's flight safety communication process ensures

issues that affect operational safety and security are co-ordinated among personnel
with expertise in the appropriate areas within the flight operations organisation and
relevant areas outside of flight operations.
The Company meeting system, as detailed in Chapter 1 of this manual, is the primary
means of communication and co-ordination.
All meetings are documented by minutes, which are distributed to the managers
concerned.
The QAM is responsible for communicating and co-ordinating with operations,

maintenance and the Safety Manager safety information in the management of
operational risk. Relevant safety and risk assessment information may be
communicated utilising the Company intranet or Safety Bulletins.
Manuals, documents, instructions, forms, memos, intranet information etc. shall:
a) Be presented in a format that meets the needs of Flight Operations personnel;
b) Contain accurate and legible information;
c) Be written in clear English and easily understood by all personnel;
d) Meet Nig. CARs (and/or other required regulations) acceptance and/or approval.
Communication within the Flight Deck should be such that the hierarchical gradient
between the Commander and the Co-pilot enables free discussion in respect of safety
issues, particularly any safety concerns the Co-pilot might wish to express.
In an emergency situation or simulator assessment all crew must be able to

demonstrate excellent communications skills.
2.3.5 Flight Safety Programme - Human Factors and CRM
Nig.CARs 9.3.1.4 (b)
Statistics show that a large percentage (70%) of aeroplane accidents and incidents can
be attributed to human factors. It follows that most aeroplane accidents are now caused
by human error, and therefore PRIVATE AIRLINES SERVICES LTD places
considerable emphasis on Crew Resource Management (CRM) and human factor
training and awareness.
The Flight Safety training programme which includes threat concerning CRM and
Human Factor training can be found in the Chapter 2 of Operations Manual Part D.
Adherence to SOP's, accurate use of comprehensive check lists, knowledge of the

Operations and Safety manuals combined with thorough training are requirements for
all crew to improve safety and reduce risks.

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Any awareness by the management team of poor staff morale is a serious safety issue
and must be addressed.
The Commander is responsible for the application of CRM awareness and application
within his crew.
The creation of the Operations Manual, checklists and associated procedures takes
into account human factors. Unambiguous English, useable format for information
presentation is used throughout with a common format, colours, terms, acronyms,
abbreviations and data fields and consistent layout for clarity.
The specific parts of the Operations Manual relevant to flight crew are clearly identified
and defined, e.g. training syllabi is restricted to training/checking personnel.
Any difference between PRIVATE AIRLINES SERVICES LTD procedures and

checklists and those of the manufacturers are due to operational considerations.
2.3.5.1 Human Factors Reporting System
The confidential reporting system for feedback permits feedback to the reporter. All
reports are sent to the Safety Manager who shall track responses. The intranet shall
communicate to flight and cabin crew and other relevant personnel potential operating
hazards through the dissemination of de-identified report information.
2.3.6 Flight Safety Programme - Flight Data Monitoring (FDM)
The Flight Safety Program includes acquisition of safety information to include the
Flight Data Monitoring system during flight operations, where hazards and potentially
hazardous conditions are monitored and subsequent corrective or preventive actions
respectively are implemented, and regular communication and liaison with operational
managers will be conducted in relation to the flight safety program to ensure continuous
review of the safety of operations.
Private Airlines Services Ltd has designated Qualitiy and Safety Department with the
responsibility for the development and management of the Flight Safety Program. The
Flight Safety Officer reports directly to the Quality/Safety Manager on issues relating to
flight safety (the Flight Safety Officer is an active line pilot). The Quality/Safety Manager
is designated as the independent manager who is responsible for the performance of
the Flight Safety Analysis Program.
In Private Airlines Services Ltd, the following means are utilized for the systematic
acquisition, correlation and analysis of flight safety information:
1. Aircraft flight data recorder (FDR) readouts;

2. CVR readouts.
3. Confidential flight and cabin crew operational safety reports;
4.Flight and cabin crew interviews;
5.Results from Quality Audits and Safety Inspections;
6.Flight and cabin crew evaluation reports;
7.Aircraft engineering and maintenance reports;
2.3.6.1 Flight Data Monitoring Procedure
Private Airlines Services Ltd has engaged the services of an approved FDM and FDA
service provider for engine trend monitoring (Engine Health), exceedances and the
effective management of her FDM and FDA.

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The FDM/FDA Service provider has a dedicated software which does the analysis of all
flight data uploaded to their server directly from the DTU.
The above system for the FDM and FDA is an internet based system. When the data is
automatically downloaded to the service provider data center, it is immediately analyzed.
Any engineering events will be immediately sent by email to the nominated PASL
engineering representative and posted to the secured website. Private Airlines Services
Ltd representative can access the report of all flight analysis through the secure website.
2.3.6.2 Event Validation
The Service provider have a team of highly qualified, experienced flight safety analysts
who will inspect every safety event to ensure that it is valid. After this is completed and
there is a high level of confident that the data is valid and the event has been correctly
identified, then a report will be forwarded to Private Airlines Services Ltd. Event validation
is completed within one working day of the data being received by the service provider.
The Director of Engineering and Maintenance shall be responsible for ensuring that all
aircraft in PASL fleet are installed with AFIRS 228 unit.
2.3.6.3 Report Of Event
Private Airlines Services Ltd has a dashboard account where all the flight data monitored
and analysed are monitored. When exceedances are picked up by the system PASL FSC
(Flight Safety Committee) Team are notified and the event will be further validated
through investigation.
The service provider will collate statistical information, provide statistical charts and graph
that represent PASL data. This statistical charts and graph are available on the
dashboard account which is only accessible to all member of the FSC with a username
and password.
Depending on the level and number of exceedances, the Quality/Safety Manager may
discuss such event(s) with the responsible flight crew.
Trend Analysis shall be reported through a Quarterly Report to the AM and DFO. Based
on a trend analysis, the Quality/Safety Manager may propose corrective action to SOP's
and/or training requirements.

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The Training Manager, the Fleet Manager, the Chief Pilot and the Director Of Flight
Operations are responsible for ensuring any corrective action or training recommended
as a result of identified trends or events are implemented.
The QSM is responsible for maintaining a database to ensure the effective management
of data derived from the flight safety programme.
Significant issues arising from the flight safety analysis program are subject to
management review during SAG and SRB meetings.
2.3.7 Flight Safety Committee (FSC)
The PRIVATE AIRLINES SERVICES LTD Flight Safety Committee (FSC) ensures any
matter concerning the safe operation of PRIVATE AIRLINES SERVICES LTD aeroplanes
and devise, promulgate and implement appropriate preventative and remedial action.
The members of the FSC are: DFO; CP; TM; QSM; FSO; and DEM.
The FSC will meet at regular intervals (a minimum of four quarterly meetings per year) or
additionally as required, to review all safety matters including Air Safety Reports, FDM
analysis and other safety-related matters.
The QSM will arrange meetings of the FSC at any other time as required by the DFO.
Members should send items they wish to include in the agenda to the QSM.
2.3.7.1 Trust Worthy Culture
The FDM programme is a non-punitive use of digital flight data from routine operations
and an aid to help improve aviation safety. Unless there has been negligent or wilfully
dangerous pilot action, the FDM programme will not normally lead to any disciplinary
action following detected FDM exceedances by the pilot(s) concerned. This is the 'trust
worthy' culture principles that is at the core of PRIVATE AIRLINES SERVICES LTD's
safety philosophy.
Any flight crewmember that may wish to view flight data relating to any of their flights are
invited to do so by arranging a meeting with the QSM. Co-pilots must first obtain the
permission of the Commander before viewing flight data.
2.3.7.2 Use And Availability Of Flight Data
In the event of an accident or a serious incident, and only with the DFO's authorisation,
FDM data may be released to the Authority/person in charge of the investigation of the
incident or to a court of law or other public authority as applicable.
2.3.8.1 Data Retrieval, Processing and Archiving
2.3.8.1.1Scheduled Data Retrieval
The objective is that all flight data is to be analysed and every effort must be made to
archive this. However, due to technical or other unforeseen problems, some data may
be lost. It will be considered acceptable if 70% of the flight data is analysed.

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PRIVATE AIRLINES SERVICES LTD Engineering will copy all raw data folders into the
shared folder. The QSM will obtain the raw data from the folder and upload this data for
Operations Flight Data Monitoring.
The QSM will then:
a) Check the dates for which there is flight data in the shared folder and insert the
dates in the Raw Flight Data Monitoring spreadsheet;
b) Record any discontinuity in the dates for which there is a flight data, by making the
relevant fields bold and checking through the rostering system e.g. aeroplane
undergoing maintenance. In the event that missing data is not established, he/she
will inform the OER, and the QSM;
c) Analyse the downloaded flight data. He/She will select each 'processing date' in
turn and analyse each flight for that processing date. Once all the flights for the
particular 'processing date' are analysed he will record the 'data analysed' on the
card movement and analysis spreadsheet. The QSM will 'flag' and record in the
'Operations Flight Data Monitoring flight' folder all flights that require further
investigation;
a) For general trends:
h) Record the number of occurrences for each month for all of the events that are shown in the
event" spreadsheet.
2.3.8.1.2Unscheduled Data Retrieval
In addition to the scheduled removal, the QAR PCMCIA card will be removed from an
aeroplane immediately after a flight in the following cases:
a) When the Commander of the flight makes an entry into the Technical Log requesting the
removal of the card, in which case the card should be removed prior to the aeroplane
departure. The entry should read: ''REMOVE FLIGHT DATA CARD AND SEND TO
FLIGHT SAFETY OFFICER'';
b) At the request of the DFO or his deputy;
c) At the request of the QSM; Note: Non scheduled QAR data
retrieval must be requested for:
i) Any serious incident of such nature that prompt investigation is important and
data must be preserved;
ii) Incidents for which on ASR is filed and are of such nature that the use of the
flight data will be needed for investigation purposes.
Examples: Wake turbulence, GPWS warnings, unstable approaches, unintentional A/P

disconnections, over-speed, heavy landings, severe turbulence, TCAS warnings etc.

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2.4 Flight Operations Procedures
2.4.1 General Procedures
The QSM will analyse the flight data on a regular basis. Confidentiality is of paramount
importance, therefore the QSM, as the 'key holder', will be the only person to have
access to flight numbers and dates. Other departments/persons in the Company (e.g.
Engineering, OER) may be given access to de-identified flight data as decided by the
QSM. De-identified flight data is data from which the dates have been removed so as
not to allow for the identification of the crewmember.
The QSM will validate any event exceedances, possibly after contacting the flight crew
of a flight. In the event of a valid exceedance, the QSM will decide on the action which
needs to be taken. He may inform the crew about the event and may advise the crew to
file an ASR (see Chapter 14 of this manual, Appendix Bii) if one has not been already
filed. (If an ASR is filed by the crew in retrospect and following consultation with the
QSM, no blame will be apportioned for the late filing of the ASR).
The QSM may use his/her discretion and decide to inform the DFO. The DFO is the
only other person authorised to be aware of the pilot(s) identity. The QSM may inform
the DFO in the following cases:
a) Where a single pilot-induced event is of such severity that the aeroplane was
seriously hazarded, or another flight could be if the pilot repeated the event;
a) Where there have been repeated cases of exceedances by a specific pilot.
The DFO will then be responsible for taking appropriate action. Where the DFO decides
that extra training is needed, this will be done discretely.
2.4.2 'trust worthy' Culture
The FDM programme is a non-punitive use of digital flight data from routine operations
and an aid to help improve aviation safety. Unless there has been negligent or wilfully
dangerous pilot action, the FDM programme will not normally lead to any disciplinary
action following detected FDM exceedances by the pilot(s) concerned. This is the 'trust
worthy' culture principles that is at the core of PRIVATE AIRLINES SERVICES LTD's
safety philosophy.
Any flight crewmember that may wish to view flight data relating to any of their flights
are invited to do so by arranging a meeting with the QSM. Co-pilots must first obtain the
permission of the Commander before viewing flight data.
2.4.3 Use and Availability of Flight Data
In the event of an accident or a serious incident, and only with the DFO's authorisation,
FDM data may be released to the Authority/person in charge of the investigation of the
incident or to a court of law or other public authority as applicable.
2.4.4 a Cockpit Check Procedure - Nig.CARs 9.3.1.11.
Private Airlines Services Ltd shall issue to the flight crews and make available on each
aircraft, the checklist procedures approved by the Authority appropriate to for the type
and variant of aircraft. Private Airlines Services Ltd shall ensure that approved
procedures include each item necessary for flight crew members to check for safety

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before starting engines, taking off, or landing, and for engine and systems
abnormalities and emergencies.
Private Airlines Services Ltd shall ensure that the checklist procedures are designed so
that a flight crew member will not need to rely upon his memory for items to be checked.
Private Airlines Services Ltd shall make the approved procedures readily useable in
the cockpit of each aircraft and the flight crew shall be required to follow them when
operating the aircraft.
2.4.4 b Use of Checklists

PRIVATE AIRLINES SERVICES LTD applies the following policy for the use of
checklists for:
a) PNF/PF duties for all phases of flight;
b) PNF/PF actions during manual and automatic flight.
2.4.4.1 Task Sharing Policy
Safety is maximized when there is good crew coordination and the flight crew works
together effectively as a team.
Principles for effective task sharing apply to any flight phase but are particularly
important in the high-workload phases associated with takeoff, departure, climb and
approach and landing.
Two important universal accepted principles are:
a) The PF is responsible for controlling the vertical and horizontal flight paths and for
energy management by either:
i) Supervising the autopilot vertical and lateral guidance and the autothrottle/or
engine thrust operation. This necessitates awareness modes being armed or
engaged, and mode changes through mode transitions and reversions;
ii) Hand flying the aeroplane with or without flight director (FD) guidance and with
or without autothrottle assistance
b) The PM is responsible for systems-related and monitoring tasks, and for

performing the actions requested by the PF, including:
i) Radio communications;
ii) Systems selection and configuration;
iii) AP/FD and FMS mode selections and entries when the PF is hand flying the
aeroplane;
iv) Monitoring the status of the aeroplane (e.g. configuration, attitude, speed,
profile);
v) Performing the actions called for by electronic and paper checklists in abnormal
and emergency conditions;
vi) Monitoring the PF to provide effective backup, as required (e.g. standard calls,
excessive-deviation callouts);

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vii)Completing the required paperwork (OFP/Voyage Report/Journey Log) at times

when workload permits (after top of climb and prior to commencement of the
approach).
2.4.4.2 Philosophy and Use of Checklists
Normal checklists are of vital safety importance as they promote effective and efficient
crew coordination and cross-checking.
The judicious and timely initiation and completion of normal checklists is a highly
effective means of preventing the omission of needed actions or the performance of
inappropriate steps.
The disciplined use of normal checklists shall be:
a) Highlighted at all stages of training — initial, transition and line training;
b) Enforced at every opportunity, including during all checks and audits performed as
part of line operations.
A defined flow pattern should be employed for each Flight Deck panel. Normal
checklists are not read-and-do lists but, rather it is based on challenge-and-response
and actions, are intended to be accomplished after performing the flow of actions
defined in the OM-B. Their purpose is to verify that all required steps were performed
from memory by the flight crew.
In order to be used effectively, normal checklists must be initiated, conducted and

completed in accordance with established crew coordination SOP's for each aeroplane
type described in OMB.
2.4.4.3 Initiating Checklists
The application of a normal checklist should be called for by the PF and then read by
the PM. If the PF fails to initiate a normal checklist, good CRM practice dictates that the
PM should compensate by suggesting the initiation of the checklist.
Normal checklists should be called in a timely manner during low-workload periods

(conditions permitting) to prevent any undue time pressure or possible interruption that
could defeat the purpose of the checklist and potentially be detrimental to safety.
Time and workload management, including the availability of the other pilot to
participate, are key factors in the initiation and effective conduct of normal checklists.
Non-normal checklists can have both memory and reference items. Memory items
should be commenced at the PF request and then cross-checked before completing
the reference actions which are read and do. Prior to any action required by a non-
normal checklist, both flight crew members shall cross check the correct system or
control has been identified.
2.4.4.4 Conduct of Checklists
Checklists are based on the challenge-and-response concept. Critical items require a

response by the PF. Some less-critical items may be both challenged and responded to
by the PM alone. To enhance communication and understanding between

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crewmembers, the following standard rules and phraseology should always be used
when conducting checklists:
a) The PF should respond only after checking the required configuration and correcting any
deviations from the correct settings;
b) If achieving the required configuration is not possible, the PF should clearly and completely
respond by stating the actual configuration;
c) The PM should always wait for a definitive response (and should cross-check the validity of
the response, as required) before moving to the next item;
d) If a checklist is interrupted for a long period, the checklist should be resumed from the
beginning;
e) The PM should mark the completion of the checklist by calling "(Checklist name) checklist
complete";
f) Conduct of Checklists, crosscheck and confirmation of critical action by the crew:
Refer to QRH
 Normal Landing Checklist for Aircraft configuration changes such as Landing gear, Wings
flaps, speed brakes
 Normal descent Checklist for Altimeter bug and airspeed bug settings
 Normal Approach checklist for Altimeter subscale setting and altitude (window)selections
 OM-B 3.3.2 for FMA (Flight Mode Annunciator) operation procedure
 2.4.4.3 (last paragraph) of this manual for non-normal checklist procedure
 OMB chapter 3 for abnormal and emergency procedures
 OMB 3.12 paragraph 4 for the transfer of controls
Note: Some normal checklists include a line that defines a logical hold point to allow partial
completion of the checklist. The crew can complete the checklist down to that line and then
pause until further action is appropriate and the remaining checklist items can be meaningfully
completed.
2.2.4.5.a Performance Planning Manual - Nig.CARs 9.3.1.13
Private Airlines Services Ltd shall provide a performance planning manual acceptable
to the Authority for the use of the flight crew members and persons assigned
operational control functions during the performance of their duties.
The performance planning manual shall be specific to the aircraft type and variant and
shall contain adequate performance information to accurately calculate the
performance in all normal phases of flight operations.
2.2.4.5.a Performance Calculations

When performing performance calculations, flight crewmembers should be aware that
distractions or multitasking could produce errors in their calculations. Both flight
crewmembers should calculate the performance individually then cross check the
results with each other, prior to use.
2.2.4.5.b Aeronautical Data Control System - Nig.CARs 9.3.1.19.
Private Airlines Services Ltd shall have a system approved by the Authority for
obtaining, maintaining and distributing to appropriate personnel current aeronautical
data for each route and aerodrome that it uses.

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2.2.4.5.c Route Guide - Nig.CARs 9.3.1.20.
Private Airlines Services Ltd shall provide a route guide and aeronautical charts
approved by the Authority for the use of the flight crew members and persons assigned
operational control functions during the performance of their duties.
The route guide and aeronautical charts shall be current and appropriate for the
proposed types and areas of operations to be conducted by the AOC holder.
2.4.4.6 Flight Crew Briefings
Briefings which include the allocation of tasks and duties, as described in OMB,
enhance crew coordination and shall be performed by the flight crew prior to each
departure and approach.
2.5 PRIVATE AIRLINES SERVICES LTD OPERATIONAL CONTROL
For further information regarding Operations Control, refer to the Flight Dispatch
Manual.
The Supervisor OCC shall ensure the everyday schedule of the Company is realised in
the safest and efficient manner with due consideration to regulatory requirements, crew
flight time limitations and operational punctuality. He shall ensure crew are provided
with all the necessary documentation for the execution of flights (performance,
aeronautical information, MEL information, weather, NOTAMS, OFP etc).
The Operations Control Department is responsible for the production of the flight crew
monthly roster and ensuring compliance with the FTL requirement scheme and keeping
of crew records.
In the absence of the SOCC or his deputy, the responsibility for operational control
functions shall be the Flight Operations Officer/Flight Dispatcher.
The OFP and ATS flight plan shall be generated by the Flight Operations Officer/Flight
Dispatcher and made available to the Commander before each flight.
2.5.1 Conduct of Operations
In the event of exercising operational control, the Commander is expected to use his
initiative in the best commercial interest of PRIVATE AIRLINES SERVICES LTD and to
maintain proper and constant liaison with the Flight Operations Officer/Flight Dispatcher
and Engineering Duty Manager in addition to any outstation GHA.
2.5.1.2 Eligibility Period - Nig.CARs 8.10.1.47
(a) Private Airlines Services Ltd Crewmembers who are required to take a proficiency
check, a test or competency check, or recurrent training to maintain qualification for
commercial air transport operations may complete those requirements at any time
during the eligibility period.
(b) The eligibility period is defined as the three calendar month period including the month-
prior, the month-due, and the month-after any due date specified by this subsection.

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Completion of the requirement at any time during the period shall be considered as
completed in the month-due for calculation of the next due date.
2.5.1.3 Reductions in Requirements - Nig.CARs 8.10.1.48
(a) The Authority may authorise reductions in, or waive, certain portions of the
training requirements of this subpart, taking into account the previous
experience of the crewmembers.
(b) Private Airlines Services Ltd shall make request in writing for reduction or waiver
and shall comply by outline the basis under which the request is made.
(c) PASL shall ensure that the request for a specific crewmember and the
correspondence from the Authority authorising the reduction and the basis for it
shall be filed in the record of Private Airlines Services Ltd being maintained for
that crewmember.
(d) A person who progresses successfully through flight training, is recommended

by their Instructor or a check airman, and successfully completes the
appropriate flight check for a check airman, or is permitted by the Authority to
complete a course in less than programmed time, need not complete the
programmed hours of flight training for the particular aircraft. Whenever the
Authority finds that 20 percent of the flight checks given at a particular training
base during the previous 6 months are unsuccessful, this method of approval
shall not be used by Private Airlines Services Ltd at that base until the Authority
finds that the effectiveness of the flight training there has improved.
2.5.2 Control in the Event of Diversion
1. On the Ground
In the event of diversion, Commanders shall ensure that the crew remain with the
aeroplane until released by Operations Control. Whenever a GHA considers that cabin
crew assistance would materially improve ground service, he/she will seek the
permission of the Commander who will assess the situation and release cabin crew for
this purpose if he/she deems it necessary.
In the event of a diversion where there is no appointed GHA, the Commander shall
endeavour to consult and coordinate with the PRIVATE AIRLINES SERVICES LTD
Sales and Agency Section so that suitable arrangements are made for passengers to
complete their journey by surface transport or air transport as necessary. In such
cases, a member of cabin crew may accompany passengers to destination if
considered necessary.
2. In Flight
Any decision to divert should be relayed to the Flight Operations Officer/Flight

Dispatcher as soon as possible. If time and the fuel state permit and a number of
suitable alternates exist, contact with the Company may establish a commercially
preferred alternate which the Commander should consider.

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2.6 POWER OF THE AUTHORITY
Nig.CARs Part 1
Communication and coordination with external entities, including the NCAA, rests with
the Accountable Manager who shall ensure a delegation of authority and assignment
of responsibility within the management system.
The responsibility within the management system for maintaining on-going compliance
with:
a) Conditions and restrictions in the AOC;
b) Applicable regulatory requirements;
c) Safety standards required by PRIVATE AIRLINES SERVICES LTD.
*** Rests with the AM.
2.6.1 Admission of Inspector to Restricted Area
Any NCAA Safety Inspector assigned to duties of inspection, investigation and

enforcement in accordance with the provisions of these regulations shall be given free
and uninterrupted entry to all restricted areas of aerodromes, governed by the said
regulations, and access to any aeroplane (including the Flight Deck) of Nigerian registry
or those operating into and out of Nigeria in the performance of such duties.
2.6.2 Admission of an Inspector to the Flight Deck
Whenever, in performing the duties of conducting an inspection, an inspector from the

authority presents an Aviation Safety Inspector's identification to the Commander, the
Commander shall give the Inspector free and uninterrupted access to the Flight Deck of
the aeroplane.
2.6.3 Monitoring of Training and Checking Activities
a) To enable adequate supervision of its training and checking activities, PRIVATE AIRLINES
SERVICES LTD shall forward to the Authority at least 3 days prior to the scheduled activity,
the dates, reporting times and reporting location of all:
i) Training for which a curriculum is approved in the PRIVATE AIRLINES SERVICES

LTD's training programme;
ii) Proficiency, competence and line checks.
b) Failure to provide the information required by sub Chapter (a) above may invalidate the
training or check and the Authority may require that it be repeated for observation
purposes.

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2.6.4 Access for Inspection
Nig.CARs 9.1.1.10
To determine continued compliance with the applicable regulations, PRIVATE
AIRLINES SERVICES LTD shall:
a) Co-operate with and grant authorised officers of the Authority access to the
premises, facilities and aeroplane;
b) Ensure that the authorised officers of the Authority have access to facilities and receive the
co-operation of Organisations that it has contracted for services associated with
commercial air transport operations and maintenance services;
c) Grant authorised officers of the Authority free and uninterrupted access to the Flight Deck
of his aeroplane during flight operations.
PRIVATE AIRLINES SERVICES LTD shall provide the Authority with the forward
observer's seat or a forward passenger seat on any PRIVATE AIRLINES SERVICES LTD
aeroplane under inspection from which the flight crew's actions and conversations may be
easily observed.
2.6.5 Conducting Tests and Inspections
a) The Authority will conduct surveillance of PRIVATE AIRLINES SERVICES LTD's

operations in order to ensure continued eligibility to hold the AOC and associated
approvals;
b) PRIVATE AIRLINES SERVICES LTD shall allow the Authority to conduct tests and
inspections, at any time or place, to determine whether PRIVATE AIRLINES
SERVICES LTD is complying with the applicable laws, regulations, terms and
conditions of the AOC;
c) PRIVATE AIRLINES SERVICES LTD shall make available at its principal base of
operations:
i) All portions of its current AOC;
ii) All manuals relating to operations and maintenance of its aeroplane;
iii) A current listing that includes the location and persons responsible for each record,
document and report required to be kept by PRIVATE AIRLINES SERVICES LTD
under the applicable aviation laws and regulations.
d) Failure by PRIVATE AIRLINES SERVICES LTD to make available to the Authority upon
request, all portions of the AOC, operations and maintenance manuals and any
required record, document or report is a sufficient ground for suspension of all or part of
the AOC. All such documentation remains the property of PRIVATE AIRLINES
SERVICES LTD and is normally made available for inspection by the Authority.
An Authority Inspector can review any document and may make notes. Where copies
are demanded by the Authority and are therefore made available, the Authority will
ensure the confidentiality of such information is retained within the Authority.

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2.6.6 Monitoring of Training and Checking Activities - Nig.CARs 8.10.1.43
(a) To enable adequate supervision of its training and checking activities, Private Airlines
Services Ltd shall forward to the Authority at least 72 hours before the scheduled
activity the dates, report times and report location of all—
1) Training for which a curriculum is approved in the Private Airlines Services Ltd.’s
training programme; and
2) Proficiency, competence and line checks.
(b) Failure to provide the information required may invalidate the training or check and the
Authority may require that it be repeated for observation purposes.

PART A 3 11-09-2019
PRIVATE AIRLINE Quality System

ISSUE 1 Page 1 of 6
SERVICES LTD
CHAPTER 3 – Quality System
TABLE OF CONTENTS
3.0 Quality System…………………………………………………….. 3
3.1 Purpose of the Quality System…………………………………… 3
3.2 Scope………………………………………………………………… 3
3.3 PASL Quality System Organization Chart………………………. 5
3.4 Management & Company Commitment And Quality Policy…… 6

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3.0 QUALITY SYSTEMS
Introduction
The Quality System defines PASL and its contracted organization policies in relation to
quality monitoring and auditing, safety monitoring and review, and the interaction with
the regulatory authority. It defines the PASL Safety System purpose and provides a
general overview of the manner in which the systems function and the responsibilities
and accountabilities of those responsible for the systems. Compliance with the Quality
System and Safety System will ensure compliance with, and the adequacy of,
operational and maintenance activities requirements, standards and procedures.
PASL Quality System has been structured and adapted in such a manner that there is
a designated Quality/Safety Manager who monitors compliance with, and adequacy of,
procedures required to ensure safe operational practices and airworthy aircraft. He
maintains direct contact with the Accountable Manager/CEO.
The Quality System and the Quality/Safety Manager of PASL shall be acceptable to the
Authority PASL personnel that are directly responsible for the activities to be audited
shall not be part of the Auditing Team
PASL Quality System includes a feedback system to the Accountable Manager/CEO to

ensure that corrective action can be identified and shortcomings promptly addressed.
The feedback system also specifies who is responsible to rectify discrepancies and
non-compliance in each particular case, and the procedure to be followed when
remedial action is not completed within an appropriate time frame.
PASL Quality Assurance Programme is an independent and an ongoing process

designed to identify potential problem areas, to advise and follow remedial actions.
In conclusion, PASL Quality System has been integrated into the entire operation and it
is not to be considered as the responsibility of an individual or department.
3.1 PURPOSE OF THE QUALITY SYSTEM
PRIVATE AIRLINES SERVICES LTD has a Quality System that provides for the
auditing and evaluation of the Flight Operations Management System and operational
functions, at planned intervals to ensure compliance with Nig.CARs, the Company
Procedures, and any other standards specified by PRIVATE AIRLINES SERVICES
LTD or the Authority to ensure safe operations and airworthy aeroplanes.
The system satisfies stated operational needs and identifies hazards, undesirable
conditions and areas requiring improvement. All areas within flight operations shall be
audited on a 12-monthly basis.
3.2 SCOPE
Private Airlines Services Ltd Quality System addresses the following:

a) The provisions of Nig.CARs;
b) Private Airlines Services Ltd additional standards and operating practices;
c) Private Airlines Services Ltd Quality Policy;
d) Private Airlines Services Ltd Quality Management Structure;

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i. Responsibility for the development, establishment and management of the Quality

System;
ii. Documentation, including manuals, reports and records;
iii. Quality procedures;
iv. Quality assurance program;
v. The required financial, material and human resources; and
vi. Training requirements, programmes and Organisations, including external service
providers.
The Quality System includes a feedback system to the AM and all Management team
during the weekly Management meeting to ensure that significant issues arising from
audits are subject to management review till final corrective action. The feedback
system also specifies who is required to rectify discrepancies and non-compliance in
each particular case, and the procedure to be followed if corrective action is not
completed within an appropriate timescale.

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3.3 PASL QUALITY SYSTEM MANAGEMENT ORGANISATION CHART
ACCOUNTABLE MGR./CEO
QUALITY / SAFETY
MANAGER.
TECH. QUALITY / QUALITY / SAFETY

LIBERIAN SAFETY
REPRESENTATIVE
AUDITOR
The Quality System, Quality Policy, Audit Plan and Procedures are described in the Quality
System Manual (QSM).

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3.4 MANAGEMENT & COMPANY COMMITMENT & QUALITY POLICY
PRIVATE AIRLINES SERVICES LTD is committed to the operation of aircraft to the

highest standards of safety and airworthiness, and providing a regular and reliable
high standard of service to our Clienteles.
To this extent, PRIVATE AIRLINES SERVICES LTD has in place Quality, Safety and
Non Reprisal Policies which ensure the achievement of continued compliance with all
legislative requirements together with additional standards specified by PRIVATE
AIRLINES SERVICES LTD. It is the prime objective at all times to recognize the
safety aspect as the highest value to be taken care of. The requirements, including a
Quality Assurance System, have been integrated into the operational and
maintenance parts of the organisation, including (sub)-contractors. PRIVATE
AIRLINES SERVICES LTD will dedicate the required financial, material and human
resources to safeguard the system.
All personnel involved are made aware of the necessity to meet legal requirements.
They are motivated to do their work in a professional manner in accordance with the
national and international laws, rules and regulations as well as their own set and
company standards.
All personnel are involved in the complete Quality Assurance process in which
everybody is encouraged to report any error or incident, which might result in a
reduction of safety or quality. All Management with executive responsibilities must
remain aware of their responsibility to meet the requirements applicable to their
activities, and their responsibility to take preventative and/or corrective action in case
of non-compliance in due time set by Quality Policy. They are also responsible to
train and manage their personnel accordingly to meet the required standards.
PRIVATE AIRLINES SERVICES LTD Management Quality and Safety Policy defines
senior management's commitment to ensuring that aircraft (and their components
where applicable) are returned to service after maintenance, repair and overhaul in
an airworthy condition.
The policy commits all staff to:
a) Recognize safety as a prime consideration at all times
b) Apply Human Factor principles;
c) Report maintenance related errors/incidents without fear of unfair treatment;
a) Recognize that compliance with procedures, quality standards, safety standards

and regulations is the duty of all personnel;
d) Recognize the need for all personnel to cooperate with the Quality Auditors.
In setting up the Quality and Safety System, the Accountable Manager shall ensure
that Human Factor principles and safe maintenance practices are considered an
integral part of the Company's maintenance activities.

PART A 4 11-09-2019
PRIVATE AIRLINE Crew Composition

SERVICES LTD
CHAPTER 4 – CREW COMPOSITION
TABLE OF CONTENTS
4.1a Crew Composition……………………………………………… 3
4.1b Crew License Required………………………………………… 3
4.1c Pilot Privileges and Limitations……………………………….. 3
4.2 Cabin Crew Composition……………………………………….. 8
4.3 Designation of Aeroplane Commander………………………… 9
4.4 Flight Crew Incapacitation……………………………………….. 9
4.5 Operation of More than one Type or Variant……………………. 11
4.6 Recording of Crewmember and Flight Operations Officer

Qualifications……………………………………………………………… 12

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4.1. a. Crew Composition - Nig.CARs 8.4.1.1 General
The minimum flight crew to be carried shall never be less than is stipulated in the AOC
Operations Specification, Aeroplane's Certificate of Airworthiness, Airplane Flight Manual and
Company Operations Manual. All flight crewmembers must have appropriate experience on
the type of aeroplane being operated, hold an applicable and valid licence including
Radiotelephony licence and must be suitably qualified to conduct their assigned duties. When
additional crewmembers are carried over and above the minimum required, they must be
trained in and proficient to perform their assigned duties. When navigation necessary for the
safe operation of the aeroplane cannot be accomplished from the pilot’s station the flight crew
shall include a member who holds a flight navigator license.
4.1.b. Crew License Required - Nig.CARs 8.4.1.4.
Private Airlines Services Ltd shall ensure No person is used as an operating Aircrew
member on a Foreign or Nigerian Registry unless he/she:
- carries in his or her personal possession the appropriate and current licence for that
flight crew position for that type of aircraft and a valid medical certificate. For the
Foreign Registry, these documents shall be issued or validated by the State of
Registry.
- holds an appropriate licence, type rating (or Conversion Certificate) and has been
issued a medical assessment in accordance with requirements of the Authority with
such assessment not being valid for a period greater than 12 months.
4.1.c Pilot Privileges and Limitations
The holder of a licence, certificate, authorisation or designation shall not exercise privileges:
i. other than those granted by the licence, certificate, authorisation or designation.

Private Airlines Services Ltd shall allow a pilot to conduct operations only within the
general privileges and limitations of each licence as specified in Part 2 of the Nig.
CARs. The privileges granted by a licence, or by related ratings, may not be
exercised unless the holder maintains competency and meets the requirements for
recent experience. The maintenance of competency of flight crewmembers,
engaged in commercial air transport operations, may be satisfactorily established by
demonstration of skill during proficiency flight checks completed in accordance with
Part 8 of the Nig.CARs
ii. at any time when they are aware of any decrease in their medical
fitness which might render them unable to safely and properly exercise
these privileges.
iii. while under the influence of any psychoactive substance which might
render them unable to safely and properly exercise these privileges.

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4.1.1.Taxiing
There should always be a Commander qualified on the type in the left-hand seat, plus
another suitably qualified person i.e. a pilot (not necessarily qualified on type), or a ground
personnel member qualified in aeroplane manoeuvring.
4.1.2 Area and Type of Operation
Nig. CARs 9.1.1.7 (b)(3)(4)(5)
PRIVATE AIRLINES SERVICES LTD AOC approval contains a description of the type of
operation authorized, the type(s) of aircraft(s) authorized for use and the authorized area
of operation. The flight crew shall undergo training, either a conversion course or a
recurrent course, which covers or includes the required training for the approved
operation.
If a pilot does not hold such a qualification, it will be noted on the crew composition
matrix.
4.1.3 Phase of Flight
For in-flight relief by augmented flight crew, see Chapter 4.1.6 of this manual.
4.1.4 Minimum Flight Crew Requirement and Flight Duty Period Planned
Minimum flight crew requirement will be in accordance with Nig. CARs 8.4.1.1 and all
flying duty periods will be planned according to the Flight Time Limitations scheme
described in Chapter 7 of this manual.
4.1.4.1 Summary – Crew Composition
For normal commercial flight operations the minimum crew complement shall never be
less than the values in the following table:
Aeroplane Min. Min Area of Operation Type of Phase of Flight

Type Flight Cabin Operation
Crew Crew
B737CL 2 3 AFRICA Charter T/O + LDG
+Schedule
EMB 145 2 1 AFRICA Charter T/O + LDG
+Schedule

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4.1.5 Experience, Recency and Qualification of the Crewmembers
For full details see Chapter 5 of this manual.
4.1.5.1 Line Flying under Supervision

A pilot undergoing line flying under supervision shall only be crewed together with a
Training Captain.
4.1.5.2 Inexperienced Flight Crewmembers Nig. CARs 8.10.1.22
A flight crewmember is 'inexperienced' following completion of a type rating or command

course and the associated line flying under supervision, until he has achieved on the
type either:
a) 100 flying hours and 10 sectors within a consolidation period of 120 consecutive days; or
b) 150 flying hours and 20 sectors (no time limit).
Note: The above restrictions may be alleviated, after consultation with the Authority,
when:
i) A new aeroplane type is being introduced; or
ii) Flight crewmembers have previously completed a type conversion course with the same
operator.
c) It is the responsibility of the Scheduling Officer to ensure that two 'inexperienced' flight
crewmembers are not paired together to operate the same flight.
4.1.5.2.1 PIC Low Minimums Authorisation
The flight crew qualification requirements are specific to the type of aircraft
operated. Each flight crew member must complete a check before conducting
Category II or III operations.
a) Until a PIC has conducted 15 flights performing PIC duties in the aircraft type,
which included 5 approaches to landing using Category I procedures, he or
she may not plan for or initiate an instrument approach unless the Decision
Altitude (DA) is raised by 100 feet and the minimum visibility is 1500 meters.
For non-precision approaches, the Minimum Descent Altitude (MDA) is
raised by 200 feet and 800 meters is added to the minimum visibility.
b) Until a PIC has conducted 20 flights performing PIC duties in the aircraft type,
which included 5 approach and landing using Category II/III procedures,
he or she may not plan for or initiate an approach unless the Decision Height (DH)
is raised by 100 feet and the minimum visibility is 350 metres RVR 1200 feet.
The aforementioned check may be replaced by successful completion of the

simulator and/or flight training.

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4.1.5.3 Inexperienced Cabin Crew
A cabin crewmember is considered inexperienced as long as he/she has not achieved at

least 3 months operating experience as a cabin crewmember. Each cabin crew
complement will consist of a minimum of two cabin crewmembers (including the SCCM),
who have more than 3 months operating experience.
4.1.5.4 Operation with 2 Commanders
Commanders whose duties also require them to operate in the right-hand seat and carry
out the duties of Co-pilot, or Commanders required to conduct training or examining
duties from the right-hand seat shall complete additional training and checking as
specified in Operations Manual Part D.
4.1.5.5 Limitations of privileges of Pilots who have attained their 60th Birthday and
Curtailment of Privileges of Pilots who have attained their 65th Birthday.
Private Airlines Services Ltd shall use only one pilot that has attained the age of 65 and
ensure the other pilot shall be less than age 60 whenever the need arise.
Private Airlines Services Ltd Check airmen who have reached their 65th birthday or who
do not hold an appropriate medical certificate may continue their check airman functions,
but may not serve as or occupy the position of a required pilot flight crewmember on an
aeroplane engaged in international commercial air transport operations unless the other
pilot is less than age 60.
4.1.6 In-Flight Relief of Flight Crewmembers by Cruise Relief Pilot and/or Augmented
Crew. Nig. CARs 8.10.1.5 (b)
The flight crew activities are restricted in flight below 10,000 ft to essential operational
matter.
In-flight relief of flight crewmembers by cruise relief pilot and /or augmented crew for the
purposes of transferring duty is not allow bellow 10,000 feet.
A flight crewmember may be relieved in flight of his duties at the controls by another
suitably qualified flight crewmember as follows:
4.1.6.1 Relief of the Commander
a) The Commander may delegate conduct of the flight to another suitably qualified
Commander;
b) For operations only above FL200, a Co-pilot holding a valid ATPL having
conversion training and check (including type rating), recurrent training and check
and route competence as described in Operations Manual Part D, may relieve the
Commander;
c) A pilot shall not act in the capacity of a cruise relief pilot unless, within the preceding
90 days, that pilot has either:

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i) Operated as Commander or Co-pilot or cruise relief pilot on the same type or variant of
aeroplane;
ii) Completed flying skill refresher training to include normal, abnormal and emergency
procedures specific to cruise flight in a flight simulator approved by the Authority for the
purpose, and has practised approach and landing procedures, where the approach and
landing procedure practice may be performed as the PM.
4.1.6.2 Relief of the Co-pilot
The Co-pilot may be relieved by another suitably qualified pilot.
4.1.7 Flight Tests
Flight tests shall only be executed by experienced flight crew suitably qualified to
conduct flight tests, nominated by the DFO, strictly adhering to the approved flight test
program of the approved maintenance facility that carried out the maintenance work.

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4.2 Cabin Crew Composition - NCARs 9.3.1.7(b)(1)(2)
4.2.1 General
A cabin crewmember is a person who is assigned by the Company and performs duties in
the interests of passenger safety, other duties assigned by the Company or the
Commander of the aeroplane.
A cabin crewmember must be identifiable to passengers by virtue of wearing an PRIVATE

AIRLINES SERVICES LTD cabin crew uniform and shall comply with the requirements in
the Operations Manual. Each cabin crewmember must have successfully passed initial,
conversion or differences training, including familiarisation flights, as required in
Operations Manual Part D.
4.2.1.1 Minimum Cabin Crew

Private Airlines Services Ltd shall schedule the minimum required crew member for each
Private Airlines Services Ltd commercial flights.
The PIC of Private Airlines Services Ltd shall ensure that the minimum numbers of required
cabin crew members are on board passenger-carrying flights. The number of cabin crew
members may not be less than the minimum prescribed by the Authority in Private Airlines
Services Ltd Operations specifications or the following, whichever is greater—
 For a seating capacity of 20 to 50 passengers: 1 cabin crew member; and
 One additional cabin crew member for each unit, or part of a unit, of 50 passenger seat
capacity.
If, for any reason, the Company wishes to allocate cabin crewmembers or additional cabin
crewmembers to a flight where they are not specifically required, then they are to be
proficient in accordance with the training requirements in Operations Manual Part D.
4.2.1.2 Senior Cabin Crewmember (SCCM)
All passenger flights shall be planned and carried out with one designated SCCM.
In exceptional circumstances e.g. sudden illness, the Commander may delegate the duties
of the SCCM to the next most senior cabin crewmember.
4.2.1.3 Cabin Crewmember (CCM)
All flights shall be planned with the minimum cabin crew as follows:
a) Seating capacity 20 to 50 passengers, 1 cabin crewmember;
b) One additional cabin crew for every 50, or, fraction of 50 passenger seats installed
on the same deck of the aeroplane.
The number of cabin crew who actively participated in the aeroplane cabin during the
relevant emergency evacuation demonstration, or who were assumed to have taken part
in the relevant analysis, except that, if the maximum approved passenger seating

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configuration is less than the number evacuated during the demonstration by at least 50
seats, the number of cabin crew may be reduced by 1 for every whole multiple of 50 seats
by which the maximum approved passenger seating configuration falls below the
certificated maximum capacity.
Note: The demonstration or analysis referred to above should be that which is the most
applicable to the type, or variant of that type, and the seating configuration used by
PRIVATE AIRLINES SERVICES LTD.
When scheduling cabin crew for a flight, the majority of cabin crewmembers of the
required cabin crew shall have at least 3 months operating experience as a cabin
crewmember.
4.2.1.4 Additional Crewmembers
For operational reasons it might be necessary to supplement the minimum required

number of cabin crew by additional cabin crewmembers. A decision regarding the
number of additional cabin crewmembers, their qualification and specific duties shall be
taken by the CSM or the DFO.
4.3 DESIGNATION OF AEROPLANE COMMANDER
For each flight, PRIVATE AIRLINES SERVICES LTD nominated Designated Commander
is the pilot (qualified Commander) occupying the left pilot-seat during take-off. This
Designated Commander has the authority, duties and responsibilities as described in
Chapter 1 of this manual. He may delegate the handling of the aeroplane or the conduct
of the flight to another suitably qualified pilot but retains full responsibility for entire flight.
A pilot should not accept the nomination as Designated Commander if he does not
consider himself suitably qualified to conduct the task competently. Any change in
command during flight needs to be reported as soon as possible to the Company and
ATC (if required) and shall be entered in the Technical Log (see Chapter 14 of this
manual,).
4.4 FLIGHT CREW INCAPACITATION - Nig. CARs IS: 9.3.1.2 (d) (5.3)
Incapacitation of a crewmember is defined as any condition which affects the health of a

crewmember during the performance of duties which renders him/her incapable of
performing the assigned duties.
Any situation in which the Commander or the Co-pilot of the aeroplane is incapacitated
and incapable of further duty is to be regarded as an emergency.
In case of Commander's incapacitation, the Co-pilot takes the authority for all persons on
board of the aeroplane until the normal chain of command can be re-established. If the
original Commander cannot continue his command of the flight, the flight will not depart
from the aerodrome where it has landed or, if occurring in-flight, from the next
aerodrome at which it lands, unless another Commander is included in the crew.
A flight crewmember should suspect the onset of incapacitation any time where the pilot
does not respond appropriately to two verbal challenges associated with a significant
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deviation from a standard operating procedure or flight profile. The recovery from a
detected pilot incapacitation must follow the sequence below:
a) The fit pilot must assume control and return the aeroplane to a safe flight path, if
necessary;
b) The fit pilot must take whatever steps are possible to ensure that the incapacitated pilot
cannot interfere with the handling of the aeroplane. These steps may include involving
other occupants of the aeroplane to restrain the incapacitated pilot;
c) The fit pilot must land the aeroplane as soon as practical to ensure safety of the
occupants;
d) Nothing should prevent the fit pilot to seek assistance from any Company pilot on board
or any other pilot who he deems to be competent;
e) The fit pilot shall co-ordinate and communicate any required appropriate assistance he
deems necessary from cabin crewmembers in a combined way. This may involve task
sharing and shall be briefed in a crew co-ordination briefing prior to each flight.
Note: See Chapter 8.3.14 of this manual for flight procedures, incapacitation of
crewmembers.

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4.5 OPERATION OF MORE THAN ONE TYPE OR VARIANT
4.5.1 Flight Crew Scheduling
General
When a flight crew operates more than one aeroplane type or variant, with one or more
licence endorsement:
a) The minimum specified flight crew requirement shall be maintained where a pilot
operates and is qualified on more than one type or variant;
b) Flight crew cannot operate more than two aeroplane types or variants, for which a
separate licence endorsement is required;
c) Suitably qualified flight crew cannot operate more than one type or variant, with more
than one licence endorsement, within a single flying duty period.
4.5.1.2 Aeroplane Types
EMB 145 variants.
4.5.1.3 Flight Crew
EMB 145 variants.
Operationally, PASL operates EMB 145. Therefore, pilots operating all EMB 145 variants
are required to undertake EMB 145 Operational Proficiency Check's every six months
and therefore will only be scheduled to operate the variant(s) they are qualified for.
The Company policy is that no pilot shall be qualified to operate on more than two types.
4.5.1.4 Cabin Crew
Cabin crew may operate up to three aeroplane types provided they have completed type
differences and/or variant training referred to in the Cabin Crew Training Manual.
4.5.1.5 Type Ratings.
The type rating shall be endorsed on the licence as a rating, including any limitations. (b)
The applicant shall have : (1) gained, under appropriate supervision, experience in the
applicable type of aircraft and/or flight simulator in the following : (i) normal flight
procedures and maneuvers during all phases of flight ; (ii) abnormal and emergency
procedures and maneuvers in the event of failures and malfunctions of equipment, such
as engine, systems and airframe ; (iii) where applicable, instrument procedures,
including instrument approach, missed approach and landing procedures under normal,
abnormal and emergency conditions, including simulated engine failure ; (iv) procedures
for crew incapacitation and crew coordination including allocation of pilot tasks; crew
cooperation and use of checklists ; (2) demonstrated the skill and knowledge required for

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the safe operation of the applicable type of aircraft, relevant to the duties of a pilot-in-
command or a co-pilot as applicable ; and (3) demonstrated, at the airline transport pilot
licence level, an extent of knowledge determined by the Authority on the basis of the
requirements specified in Nig. CARs 2.3.6.1(c).
4.6 Recording of Crewmember and Flight Operations Officer Qualifications.
a) PASL shall maintain records for each crewmember and flight operations officer,
at the completion of each qualifications as required in Nig. CARs 8.10.1.45
(b) A crewmember or flight operations officer may complete the curricula required by
the`` regulations concurrently or intermixed with other required curricula, but
completion of each of these curricula shall be recorded separately.

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CHAPTER 5 – Qualifications Requirements
TABLE OF CONTENTS
5.0 Qualification Requirement……………………………………… 3
5.1 General …………………………………………………………… 3
5.2 Log Book…………………………………………………………… 23
5.3 Flight Crew Proficiency…………………………………………… 23
5.4 Cabin Crew Proficiency……………………………………………. 30
5.5 Training and Qualification………………………………………….. 33
5.6 Complex Aeroplane and High Performance……………………… 35
5.7 PIC Aeronautical Experiences. Small Aeroplane………………… 37
5.8 Instrument Rating Requirements- General……………………….. 37
5.9 Calls During Take-off and Landing………………………………… 38

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5.0 QUALIFICATION REQUIREMENTS, DESCRIPTION OF LICENCE,

QUALIFICATION/COMPETENCY, TRAINING AND CHECKING.
(See also Operations Manual Part D) Nig.CARs 8.4.1.2; 8.4.1.4; 8.10.1.4; 8.10.1.5
5.1 General
a) No person, shall be employed as a flight crew member by Private Airlines Services Ltd
unless
prior to being employed, such a person is screened for the purpose of reviewing
and/or assessing:
i) technical competencies and skills;

ii) aviation experience;
iii) credentials and licenses;
iv) Interpersonal skills;
v) medical fitness including screening for psychoactive substances;
vi) security background;
vii) Training and accomplishments shall be done to the standard and requirements of
Nig.CARs 2.2.2. English language fluency as all flight crew members are required
to use the English language for communication on the flight deck during line
operations, between the flight crew and cabin crew during line operations and
during flight crew training and evaluation activities.
b) Private Airlines Services Ltd shall not use any operating Aircrew member unless he/she:
under IFR or in weather conditions less than the minimums prescribed for VFR flight
unless:
i. Such a pilot holds an instrument rating or an ATP licence with an appropriate

aircraft category, class, and type rating for the aircraft being flown.
ii. holds an appropriate licence, type rating (or Conversion Certificate) and has been
issued a medical assessment in accordance with requirements of the Authority with
such assessment not being valid for a period greater than 12 months.
iii. carries in his or her personal possession the appropriate and current licence
for that flight crew position for that type of aircraft and a valid medical certificate.
c) It is also required that prior to being assigned as commander or as pilot to

whom the conduct of the flight may be delegated by the commander, such pilot:
i) has the prerequisite minimum level of line experience acceptable to the

Authority and has obtained adequate knowledge of the route to be flown and of
the aerodrome (including alternates), facilities and procedures to be used.
ii) have had adequate training for the assigned task and complied with the checking
and recency requirements for the equipment to be operated.

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d. The holder of a licence, certificate, authorisation or designation shall not exercise

privileges:
i. other than those granted by the licence, certificate, endorsement, authorisation or

designation. Private Airlines Services Ltd shall allow a pilot to conduct operations
only within
the general privileges and limitations of each licence as specified in
Nig. CARs 2.3.2.1 a & b.
The privileges granted by a licence, or by related ratings, may not be exercised
unless the holder maintains competency and meets the requirements for recent
experience. The maintenance for competency of flight crewmembers, engaged in
commercial air transport operations, may be satisfactorily established by
demonstration of skill during proficiency flight checks completed in accordance with
Part 8 of the Nig,CARs
ii. at any time when they are aware of any decrease in their medical fitness which
might render them unable to safely and properly exercise these privileges.
iii. while under the influence of any psychoactive substance which might render
them unable to safely and properly exercise these privileges
5.1.1 Licenses/Qualifications/Competency
This Chapter contains a detailed description of the required licences, rating(s),

qualification/competency, experience, training, checking, recency and validity periods
for PRIVATE AIRLINES SERVICES LTD operations personnel to conduct their duties
in relation to aeroplane type, kind of operation and composition of the crew.
Each flight crewmember shall have adequate knowledge of the required elements
specified in the Operations Manual Part D as applicable to the area, routes and route
segments of intended operation.
5.1.1.1 Standard of Performance
Required standards of performance are set out in Operations Manual Part D. If these
standards are not reached or for a defined period marginally fulfilled, corrective
actions/training will be required.
5.1.1.2 Assessment and Selection of Personnel
(A) New Personnel
PRIVATE AIRLINES SERVICES LTD ensures the assessment of new personnel includes the
following:
a) Review of requirements in accordance with the vacant position as listed below, based on
application documents, interviews and assessments:
i) Technical competencies and skills;
ii) Aviation experience;

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iii) Credentials and licences, including verification of authenticity of licences;
iv) Interpersonal skills;
v) Medical fitness (see item 5.1.2 of this Chapter);
vi) Security background;
vii) Common language fluency (see item 5.1.3 of this Chapter).

b) Interviews with at least three members of the senior management team, who may refuse a
candidate or request additional assessments (e.g. simulator check, screening);
c) Assessments and evaluations shall be conducted by different organisations or individuals

than those that conducted the training to ensure objectivity;
d) Review of training records;
Prospective flight crewmembers may be subjected to screening for psychoactive

substances. Such screening shall be done by an Authorized Medical Examiner (AME) or by
a company authorized doctor. The result or certificate will be recorded and filed in
Operations department. Upon the completion of this assessment process, the final
selection decision will be taken by the manager responsible for the area of operation under
which the position falls.
5.1.1.3 Appointment to the Position of Commander
PRIVATE AIRLINES SERVICES LTD ensures the assessment of direct hire candidates or
Co-Pilots for promotion to the position of Commander includes the following:
a) Review of requirements in accordance with position requirements as listed below based on

iii) Interpersonal skills;
b) Interviews with at least three members of the senior management team, including the DFO,
CP or TM, who may refuse a candidate or request additional assessments (e.g. simulator
check, screening);
c) Assessments and evaluations shall be conducted by different Organisations or individuals

b) Review of training records;
c) Management recommendations.
Upon the completion of this assessment process, the final selection decision will be taken
by the DFO.

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5.1.1.4 Selection of Instructors, Evaluators and Line Check Airmen
PRIVATE AIRLINES SERVICES LTD ensures the selection process for Instructors, Evaluators
and Line Check Airmen includes the following:
a) Review of requirements in accordance with position requirements as listed below based on

iii) Interpersonal skills;
b) Interviews with at least three members of the senior management team, including the DFO,
CP or TM, who may refuse a candidate or request additional assessments (e.g. simulator
check, screening);
c) Assessments and evaluations shall be conducted by different organisations or individuals

d) Review of training records;
e) Recommendations from Flight Operations management and/or the Training Department.

Upon the completion of this assessment process, the final selection decision will be taken
by the DFO.
5.1.1.5 License requirement for PIC
Private Airlines Services Ltd shall ensure no Pilot shall act as a PIC of an aircraft certificated
for for operation with more than one pilot, in commercial air transportation operations unless he
or she holds an Airline transport Pilot Licence and Instrument rating with applicable category,
class and type rating for that aircraft.
5.1.2 Medical Requirements
Nig. CARs 2.11.1.8(c); 2.11.2.6; 2.11.2.7;
All crewmembers are responsible for the renewal of their medical certificate. The types
of required medical certificate or examination, as well as the expiry dates are indicated
below:
a) Flight crew;
i. Flight crewmembers holding a CPL or ATPL licence are required to hold a Class 1 medical
certificate. The period of validity of a Class 1 medical certificate is 12 months with the
exception of holders who have passed their 40th birthday for which the 12 month interval
specified for the CPL and ATPL shall be reduced to 6 months;
ii. Flight crewmembers must make arrangements for a copy of their medical certificate to be
sent to the Flight Operations Department immediately after the examination.
Note: For flight crewmember obligations in the case of a decrease in medical fitness refer
to Chapter 6.13.1 .of this manual.
b) Cabin crew;

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Cabin crew are required to complete a full medical examination by a certified Aero Medical
Examiner (AAME) to at least Class 2 medical certificate standards prior to employment.
5.1.3 Common Language
Nig. CARs 2.2.2
English is the designated common language and is applicable to all flight

crewmembers, including foreign nationals utilised as flight crewmembers, instructors or
evaluators. All operations personnel shall understand English in which those parts of
the Operations Manual which pertain to their duties and responsibilities are written.
Flight crewmembers, including instructors and evaluators, whose native language is not
the same as the designated common language (English) are required to have a level of
proficiency in their licenses during selection or undergo through initial ground training
and evaluation during employment process to demonstrate a sufficient level of English
language proficiency that will ensure effective communication during the performance
of operational duties;
Flight crew members who conduct flights into areas where English is required for Air
Traffic Control (ATC) communications, and who have not previously demonstrated
expert English language proficiency, receive a periodic evaluation to demonstrate a
minimum level (4) of English language proficiency that is sufficient, as defined by the
Operator and/or the State, to ensure effective communication during the performance
of duties to:
Effectively communicate during the performance of operational duties;
a) Understand information in the Operations Manual pertaining to their duties and

responsibilities;
b) Effectively communicate and understand during flight crew training and evaluation
activities.
All flight crew shall have the ability to speak and understand the English language to at
least Operational Level (Level 4) with the aim to speak at the Expert Level (Level 6).
The Authority will endorse flight crew licences that demonstrate ability to Level 4 as a
minimum.
5.1.3.1 Formal Evaluation
Flight crew, cabin crew and operations staff shall be formally evaluated during initial ground
training and at intervals in accordance with an individual's demonstrated proficiency levels
as follows:
a) Those demonstrating language proficiency at the Operation Level (Level 4) shall be

evaluated at intervals not greater than 3 years;
b) Those demonstrating language proficiency at the Extended Level (Level 5) shall be

evaluated at intervals not greater than 6 years;
c) Those demonstrating language proficiency at the Expert Level (Level 6) shall be

exempt from further language evaluation.

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All flight and cabin crew whilst on duty shall communicate with each other in the common
language. For specific language proficiency requirements see Nig.CARs:2.2.2. Conversion
Training and Checking.
A flight crewmember is required to complete the PRIVATE AIRLINES SERVICES LTD

conversion course before commencing unsupervised flying on commercial flights when
changing an aeroplane type.
The conversion training syllabus approved by the Authority is specified in the Operations
Manual Part D.
The amount of the training required for the conversion course can vary, taking into account
the crewmember's previous training and experience.
The TM shall ensure that all personnel performing operationally critically functions maintain
competence on the basis of continued education and training and, if applicable for a
particular position, continue to satisfy required technical competency requirements required
by the Authority.
The respective training programs are available in the Operations Manual Part D.

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5.1.4 Crew Member Checking and Standardization Programme - Nig.CARs 9.3.1.9.

Private Airlines Services Ltd shall have a programme of checking and standardization
of crew members approved by the Authority. The standardised programme addresses
Private Airlines Services Ltd’s unique fleet differences and compliance methods. Private
Airlines Services Ltd shall check pilots proficiency on those manoeuvres and
procedures that are prescribed by the Authority for pilot proficiency checks, which shall
include emergency procedures and, where applicable, instrument flight rules.
5.1.4.1 Recurrent Training and Re-establishment of Qualifications of Operations Control

Personnel (Recurrent Training and Checking)
Nig. CARs 8.10.1.35
a) No person shall serve as a Flight Operations Officer/Flight Dispatcher unless within the
preceding 12 calendar months that person has completed the recurrent ground curricula
approved by the Authority relevant to the type(s) and/or variant(s) of aeroplane and
positions to which he/she is assigned;
b) Specific requirements for Flight Operations Officers/Flight Dispatchers are contained in

Nig. CARs IS: 8.10.1.35. A Flight Operations Officer/Flight Dispatcher who, through a
period of inactivity, has not met the recurrent training requirements in Chapters (a) and
(b) in the mentioned regulation shall complete the initial training programme and
competency check.
5.1.5 Recency of Experience Requirements
Nig. CARs 8.4.1.2; 8.4.1.8; 8.4.1.9
The process to ensure recency of experience requirements below is provided here in;
5.1.5.1 Take-off and Landings

5.1.5.1.1 Commander
a) No person shall act as Commander of an aeroplane carrying passengers, nor of an
aeroplane certificated for more than one required pilot flight crewmember unless, within
the preceding 90 days, the pilot has:
i) Made 3 take-offs and landings as the sole manipulator of the flight controls in an
aeroplane of the same category and class and if a type rating is required, of the
same
type;
ii) For night operations, made the 3 take-offs and landings required in Chapter a) above
at night.
b) A pilot who has not met the recency of experience requirements for take-offs and
landings shall satisfactorily complete a re-qualification curriculum acceptable to the
Authority;
c) Requirements of Chapter a) i) and ii) above may be satisfied in a Flight Simulator

approved by the Authority.
d) Post-Absence Requirements: In addition to the above requirements (a, b, c), a

commander that have been absent of flying duties (simulator and airplane) for more than

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45 consecutive days should have one recovering sector under supervision of either
check airman, training captain or any experienced captain with valid right seat, before
acting as a Commander of an aeroplane carrying passengers.
5.1.5.1.2a Second-in-Command (SIC)
a) The Commander shall not allow an unqualified person to manipulate the controls of an
aeroplane during commercial air transport operations;
b) PRIVATE AIRLINES SERVICES LTD shall not assign a Co-pilot to operate the flight
control during take-off and landing unless on the same type of aeroplane within the
preceding 90 days, that Co-pilot has operated the flight control, as Commander or as Co-
pilot, during three take-offs and landings or has shown competence to act as Co-pilot on
a flight simulator approved for the purpose.
c) In addition to the above requirements (a,b), a co-pilot that have been absent of flying
duties (simulator and airplane) for more that 45 consecutive days should have two
recovering sectors with first one as pilot monitoring, under supervision of either check
airman, training captain or any experienced captain designated by the Chief Pilot, before
acting as a Co-pilot of an aeroplance carrying passengers.
5.1.5.1.2b Cruise Relief Pilot
No pilot may act as a cruise relief pilot of an aeroplane for Private Airlines Services Ltd unless
he or she holds an Airline transport Pilot Licence with category, class and type ratings, and has
completed all training to serve as PIC with the exception of initial operating experience.
Private Airlines Services Ltd shall not assign anyone to act as a cruise relief pilot in commercial
air transport unless within the preceding 90 days, that pilot has either :
 Operated as pilot-in-command, co-pilot or cruise relief pilot on the same type of

aircraft ; or
 Carried out flying skill refresher training including normal, abnormal and emergency
procedures specific to cruise flight on the same type of aircraft or in a flight
simulator approved for the purpose, and has practised approach and landing
procedures, where the approach and landing procedure practice may be performed
as the pilot who is not flying the aircraft.
5.1.5.2.c Pilot Currency – General Aviation Operations
i. No person may act as PIC or Co-pilot of an aircraft type certified for more than one
pilot or a turbojet aircraft unless, since the beginning of the past 12 calendar-
months, he or she has passed a proficiency check in an aircraft with an authorised
representative of the Authority.
ii. No person may act as PIC of an aircraft type certified for more than one pilot or a
turbojet aircraft unless, since the beginning of the past 24 calendar-months, he or
she has passed a proficiency check in the type of aircraft to be operated.
iii. No person may act as co-pilot of an aircraft type certified for more than one pilot
unless, since the beginning of the past 12 calendar-months, he or she has logged
3 takeoff and landings as the sole manipulator of the controls in the aircraft of the
same type.

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iv.
The person conducting the proficiency checks shall ensure that each check
duplicates the manoeuvres of the type rating skill test.
5.1.5.2d Take-off and Landings - Re-Establishing Recency
In addition to meeting all applicable training and checking requirements, a required pilot
who, in the preceding 90 days has not made at least 3 take-offs and landings in the
aeroplane type or variant of a type in which that person is to serve, shall, under the
supervision of a check pilot, re-establish recency of experience as follows:
a) Make at least 3 take-offs and landings in the aeroplane type in which that person is
to serve or in a qualified Flight Simulator;
b) Make at least 1 take-off with a simulated failure of the most critical power plant, one
landing from the minimum ILS authorised for the AOC holder, and one landing to a
full stop;
c) Where the required flight crewmember is flying several variants of the same type of
aeroplane or different type of aeroplane with similar characteristics in terms of
operating procedure, systems and handling, the Authority shall approve conditions
and requirements for each variant or each type of aeroplane or their combination;
d) When using a Flight Simulator to accomplish any of the take-off and landing training
requirements necessary to re-establish recency of experience, each required flight
crewmember position shall be occupied by an appropriately qualified person and
the Flight Simulator shall be operated as if in a normal in-flight environment without
use of the repositioning features of the Flight Simulator;
e) A check pilot who observes the take-offs and landings of a pilot flight crewmember
shall certify that the person being observed is proficient and qualified to perform
flight duty in operations and may require any additional manoeuvres that are
determined necessary to make this certifying statement.
5.1.6 Pilot Currency: IFR Operations
a) No person shall act as Commander or Co-pilot under IFR, nor in IMC, unless he or
she has, within the past 6 calendar months:
i) Logged at least 6 hours of instrument flight time including at least 3 hours in flight in
the category of aeroplane;
ii) Completed at least 6 instrument approaches.
b) A pilot who has completed an instrument competency check with the Authority
retains currency for IFR operations for 6 calendar months following that check. The
requirement of the proficiency check may be completed simultaneously.
5.1.7.a Flight Crew - Minimum Requirements
The DFO has discretion to alter the minimum experience levels, with due regard to past
experience, training background and competence levels, where deemed appropriate.
Before commencing commercial operations, flight crew must complete the aeroplane
type conversion course or refresher training course as appropriate, complete an
evaluation that includes a demonstration of knowledge of the operations approved as

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part of the Air Operator Certificate (AOC) during initial or recurrent training once every 6
months or, if applicable, in accordance with the initial and continuing qualification
curriculum.
Before commencing commercial operations, all crewmembers must have completed

safety and emergencies training appropriate to the aeroplane type, first-aid training, fire
and smoke drills, security and dangerous goods training, and initial CRM and must
have passed the tests required for issue of the certificates relevant to the training.
All recurrent checks and training required, as described in this Chapter and in
Operations Manual Part D must be valid. Details of the training, checking and testing
referred to above, is to be found in the Operations Manual Part D.
5.1.7. b Rating Required for IFR Operations
In Private Airlines Services Ltd, no person may act as pilot of a civil aircraft under IFR or
in weather conditions less than the minimums prescribed for VFR flight unless:
 The pilot holds an instrument rating or an ATP licence with an appropriate aircraft
category, class, and type (if required) rating for the aircraft being flown;
5.1.7.1 Commander
The minimum requirements for a Commander to operate an PRIVATE AIRLINES

SERVICES LTD commercial transport flight are:
a) Valid ATPL;
b) Valid Class 1 Medical;
c) TTL flying time of:
i) 3500 hours of which 1000 hours are on type; or

ii) 4000 hours of which 500 hours are on the type or 1500 hours are on similar type in the
category; or
iii) 5000 hours for direct employment, and 1000 hours on type including 3000 hours on
multi-engine turbine aeroplane with MTOW higher than 5700kg.
d) Total flying time may only be varied with the expressed permission of the DFO;
e) Aeroplane Type rating with valid Instrument Rating;
f) One-year continuous service with PRIVATE AIRLINES SERVICES LTD for upgrade to
Command*;
g) Recommendation from the DFO and TM in respect of Co-pilot upgrade to Command;

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h) Completion of the PRIVATE AIRLINES SERVICES LTD Command Course described in
Operations Manual Part D;
i) Commander may be up to 65 years of age, providing that the Nig.CARs 2.3.1.5 is

complied with;
j) CRM training completed and valid;
k) Emergency/Safety Equipment Procedures and DG training completed and valid;
l) A valid PRIVATE AIRLINES SERVICES LTD Line Check;
m) Valid Route & Aerodrome qualifications requirements described in Operations Manual

Part C.
n) Age: Minimum 21 years

o) Knowledge Areas: As required by Nig. CARs. 2.3.6.1c
p) Knowledge Testing: As required by Nig. CARs. 2.3.6.1d
q). Experience & Flight Instruction: As required by Nig. CARs. 2.3.6.1e
r) Skill : As required by Nig. Cars. 2.3.6.1f
t) Priviledges: As required by Nig.CARs. 2.3.6.1g
u) Validity: As required by Nig.CARs. 2.3.6.1h
v). Experience: As required by Nig.CARs. 2.3.6.2
x) Skill test standard: As stated in Nig.CARs IS. 2.3.6.3
* In exceptional circumstances may be varied at the discretion of the DFO.
5.1.7.2 Co-pilot (SIC)
The minimum qualification and experience level for pilots to act as Co-pilots on an
PRIVATE AIRLINES SERVICES LTD comercial transport flight are:
a) Valid Commercial Pilot Licence (CPL);
b) CPL with a "Frozen" ATPL;
c) Valid Class 1 Medical;
d) TTL flying time of 1500 hours including 500 hours on or aircraft of same category.
Second Officers with a TTL time of 500 hours may be considered but must undergo 200
hours of line supervision;
e) Total flying time may only be varied with the expressed permission of the DFO;
f) Aeroplane Type Rating with valid LPC/IR and OPC;
g) Valid Company Line Check;
h) Emergency/Safety Equipment and Dangerous goods training completed and valid;

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i) CRM training completed and valid.

j) Age: Minimum 18years
k) Knowledge Areas: As required by Nig. CARs. 2.3.5.1c
l) Knowledge Testing: As required by Nig. CARs. 2.3.5.1d
m) Experience & Flight Instruction: As required by Nig. CARs. 2.3.5.1e
n) Skill : As required by Nig. CARs. 2.3.5.1f
o) Priviledges: As required by Nig. CARs. 2.3.5.1g
p) Validity: As required by Nig. CARs. 2.3.5.1h
q) Experience: As required by Nig CARs. 2.3.5.2
r) Skill test standard: As stated in Nig. CARs IS 2.3.5.3
5.1.7.3 Instructors and Evaluators
5.1.7.3.1 Procedure
Vacancies for training are open to all Company pilots. Suitable candidates will be
selected following an interview by a selection board consisting of the TM and Company
Check Airmen. Seniority is not a factor in the selection process. Decisions will be taken
on merit and will be confidential.
5.1.7.3.2 Criteria
The two main attributes required to make a successful trainer are integrity and the
ability to cooperate with others in an operational flight training organisation. The ability
to instruct and, generally speaking, be of a gregarious nature with an essentially friendly
disposition are also desirable attributes. A genuine liking of people and the ability to
communicate are equally important.
5.1.7.3.3 Qualification
a) Holds the airman licences and ratings required to serve as Commander;
b) Has satisfactorily completed the appropriate training phases for the aeroplane, including
recurrent training and differences training that are required to serve as Commander;
c) Has satisfactorily completed the appropriate proficiency, competency and recency of

experience checks that are required to serve as Commander;
d) Has satisfactorily completed the applicable initial or transitional training requirements with a
formal observation program that permits supervised practical instruction and observation of
experienced instructors administering the course and syllabus lessons. and that NCAA
observed or approved in flight competency check;
e) Holds the appropriate medical certificate to service as a required crewmember;
f) Has at least 500 flight hours on the specific type. This may be reduced if candidate has
1000 hours on a type in the same category;
g) Has been with PRIVATE AIRLINES SERVICES LTD for a minimum of 6 months.

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5.1.8 Co-pilots Limitations for Take-off and Landing
Co-pilots shall not perform take-offs and landings when conditions are as described below:
a) X-wind more than 20kts dry or wet (Reduced to 10kts when RWY width is less that 45m but
not less than 30m;
b) Visibility less than 550m;
c) Contaminated RWY.
Note: Line Training Captains (LTC's) and Check Airmen can deviate from the above
restrictions at their discretion taking into account the prevailing weather conditions, Co-
pilot's experience and other factors.
5.1.9 Pilot Flying Under Supervision - Line Training
Line flying under supervision provides the opportunity for a flight crewmember to put into
practice the procedures and techniques he has been made familiar with during the ground
and simulator flying training and is carried out in accordance with the Operations Manual
Part D.
The line qualification programme ensures that flight crewmembers are qualified to operate
in areas, on routes or route segments and into all aerodromes of use pertinent to the
operation. Additional qualification requirements for operations in areas and on routes or
route segments over difficult terrain and/or into special aerodromes that require special
skills or knowledge are described in Operations Manual Part C and Operations Manual Part
D where applicable.
The period of validity of the route and aerodrome competence qualification shall be 12
calendar months in addition to the remainder of:
a) The month of qualification, or
b) The month of the latest operation on the route or to the aerodrome.
Route and Aerodrome competence qualification shall be revalidated by operating on the

route or to the aerodrome within the period of validity described above.
If revalidated within the final 3 months of validity of previous route and aerodrome
competence qualification, the period of validly shall extend from the date of revalidation
until 12 calendar months from the expiry date of that previous route and aerodrome
competence qualification.
A LTC or Check Airman occupies one of the two pilot seats as appropriate. The pilot flying
under supervision follows either:
a) The aeroplane type rating endorsement of the pilot's license after a conversion;
b) The simulator and base training during a command upgrade course;

c) The employment of an already type rated pilot joining PRIVATE AIRLINES SERVICES LTD
from another company.
The minimum amount of pilot flying under supervision of all cases above is specified in the

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5.1.9.1 Aircraft Handling by Co-Pilots
A co-pilot shall not be assigned to operate the flight control during take-off and landing
unless, that co-pilot has operated the flight control on the same type of aircraft within the
preceding 90days, as pilot-in-command or as co-pilot, during three take-offs and landing or
has shown competence to act as co-pilot on a flight simulator approved for the purpose. Co-
Pilots are to seek the assistance of the Captains with whom they fly to ensure they receive
adequate handling practice to maintain the minimum experience on a continuous basis.
Regular role reversal promotes experience and more effective crew integration and
monitoring, and should be practised whenever possible.
Note: When the First Officer is flying the aircraft, the Commander will maintain his feet in a
normal position on the rudder pedals and closely monitor all controls during the critical
stages of takeoff, climb, approach and landing.
5.1.9.2 Co- Pilots’s Role Reversal and Pilot Flying in Command Under Supervision
At the Captain's sole discretion and subject to promulgated limitations, the entire
allocation of duties should normally be reversed except that the Co-pilot continues
to occupy the right-hand seat and the Captain signs the Aircraft Maintenance
Log and Loading Documents.
Sectors so flown may be recorded in the Co-pilot's personal logbook as

PI/US only if the Captain is satisfied that the Co-pilot has:
a. carried out all of the duties and functions of PIC, complying with normal
role reversal procedures;
b. made all flight planning; and fuel decisions;
c. verified the Aircraft Maintenance Log and Loadsheet completion;
d. flown the take-off and landing, and resolved unaided all issues arising
during the flight, to a satisfactory standard.
Pre-Command PICUS training for Co-pilots is to be rostered with selected

Captains only and flown from the right-hand seat. Command PICUS sectors,
rostered as part of a command course, are to be operated under the supervision
of a Training Captain with the Captain under training occupying the left-hand seat.
5.1.9.3 Operating Policy
Normally both pilots’ shall occupy their seats during all phases of flight. The captain
occupies the left-hand (LH) seat and the F/O the right-hand (RH) seat. When
the captain leaves his seat, he shall clearly delegate command authority and

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flight functions.
A captain who has received RH seat training may occupy the RH seat during
all phases of light, if he is RH seat qualified. A captain occupying the RH seat
will perform all duties of the F/O as stated in this manual. The decision making
of the course of action(s) will remain with the left hand seated Captain.
At captain’s discretion a F/O may act as PF. The assignment of the various flight
duties for the pilots should be laid down by the PIC in the earliest possible stage of
the flight. Should the captain wish to take-over during any stage of the operation, he
will clearly state “MY CONTROLS”, whereupon the transfer of control will take
place. If the PF observes a malfunction, which makes it necessary to transfer
control, he will transfer control to the other pilot by stating
“YOUR CONTROLS”. This transfer of control shall be acknowledged.
5.1.9.4 Limits
The First Officer’s dilemma “how far may a deviation develop before, as
“PM”, I say or do something?”
So that all pilots from the most experienced and senior Commander to the least
experienced and junior Second Officer, may know where they stand, the following
SOP, in conjunction with the table apply:
i. If a deviation occurs, “PF” is expected to correct it

ii. If the deviation develops to an applicable Warning Limit in the Table,
“PM” must make the appropriate Call
iii. “PF” must acknowledge any Warning Limit Call and either correct the
deviation or justify it by amending the affected datum, if that is appropriate.
iv. Any maintenance or development of a deviation beyond a Warning Limit
Call en-route, i.e a deviation neither corrected nor justified by amendment,
presumably could only occur as a result of some from of incapacitation
of “PF”.
v. However, during a critical phase of flight, following a Warning Limit Call,
if the relevant Action Limit is exceeded other than momentarily during
corrective action. “PM” must exercise his airmanship.
On no account is it acceptable for “PM” to be triggered into an assumption of control

unless the safety of the aircraft is in jeopardy; by the same token, the aircraft must not
be permitted to deviate to such an extent that “PM”, on assuming control, might be
precluded from effecting a safe recovery.
The Action Limits may only be varied in very exceptional circumstances and then
only with the Commander acting as “PF” and briefing the crew thoroughly as to the
conditions expected. Otherwise, following a Warning Limit Call of a deviation that
remains uncorrected and unjustified, the Action Limits in the Table are the deviations
beyond which, unless he takes IMMEDIATE recovery action himself, “PF” must expect

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“PM” to assume control. The ultimate function of the “PM” is to save the aircraft.
5.1.9.4.1 Warning / Action Limits / Calls
Indication Warning Limit Call Action Limit

Airspeed - ASI +15 to -5 knots SPEED +20 to -10 knots
Vertical Speed - VSI From 2000ft to 1000ft SINK 2500ft/min
@200ft/min From 1000ft 1500ft/min
down @ 1000ft min
ROLL Greater than 30 degrees BANK Absence of
immediate response
HEIGHT ± 150 feet HEIGHT ± 250 feet
HEADING or ± 5 degrees HEADING(or) TRACK ± 15 degrees
TRACK(if/as applicable)
ILS LOC and/or ½ scale deflection FLY LEFT (or) FLY Full scale deflection
ILS G/S RIGHT GLIDESLOPE
VISUAL APPROACH Low indication e.g. PAPI’s - FLY UP Very low indication
slope guidance 3 reds. PAPI’s - 4 reds
VISUAL APPROACH ‘PM’ must monitor the approach path of the aircraft and inform
NO slope guidance ‘PF’ of any deviation - High or Low - from the correct path.
5.1.9.4.2 Control Handover
In all Cases where control of the aircraft passes from one pilot to another, the
challenge and response calls “I have control / You have control”, in
appropriate sequence will occur.
A Pilot in either pilot’s seat is authorised to take control of the aircraft from
another pilot:
a) by mutual consent,
b) by ACTION LIMIT trigger following a Warning Limit Call or
c) in event of the incapacitation of “PF”.
Additionally, the Commander, when not acting as “PF”, has complete discretion
to take control of the aircraft at any time he deems it necessary.
5.1.9.4.3 Crew Briefing
5.1.9.4.3.1 Take-Off Briefing
A take-off briefing should be completed if possible prior to “Before Start”

checklist, preferably when the ATIS & ATC enroute clearance has been
received and aircraft take-off weight and configuration is known and should
cover at least the following items:
(Remember the letters A,N,W,B for briefing sequence)

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A stands for Aircraft serviceability/status, Items affecting flight ops must be

mentioned eg APU u/s requiring air starter at stand/gate.
N stands for Notams. Factors affecting your flight must be briefed.
W is the abbreviation for Weather. The latest airport weather/ATIS must be briefed
for conditions like icing and wind component limits and other factors that may
have an impact on your flight.
B is for the Briefing itself and the following must be brought forward:
• Aircraft ramp position
• Engine Start procedure eg during push back (F/O starts engines) or at
stand/gate. (APU/airstart)
• Expected taxi routing to runway in use
• Actual take-off weight and configuration Flaps setting, Full Rated or
De-rated Thrust Departure routing according SIDS with limiting Alt/
Flight levels and speeds during turns
• Min safe and transition altitudes in a logical order
• Nav radios/FMS
• For EFIS Aircrafts: EFIS selections: PF MAP, PM ARC/ROSE. Non-
EFIS: PF RADIO. PM VOR/LOC
• Emergency briefing for failures before 100 kts and take-off abort for
engine failure before V1. For engine failures after V1 standard
procedure (1000 ft) or the Special Procedure including turns and
acceleration altitudes as specified by the Route Analysis Manual.
Additionally deviations from SOPs must be mentioned and are SCD
For the first flight of the day, the PF must give a standard Emergency Brief in full, this
must include reference by touch drill to those controls which would be operated during a
rejected take-off e.g. throttles, spoilers, brakes; for the following sectors the phrase
“Standard Emergencies brief” will suffice for the first section of the Take-Off briefing. For
all subsequent T/O`s, the Take-Off Briefing will include relevant items from the Take-Off
Specific list above.
5.1.9.4.3.2 Standard Takeoff Briefing
The following Standard Emergencies Briefs are examples that cover the salient
points. They should not be read word for word, rather “PF” should say the same
things in his own words and as is suitable.
A brief should be an interesting rehearsal aloud of your intentions, not a formal

recital that sends the rest of the crew to sleep.
5.1.9.4.3.3 Left hand seat Take-Off
We can stop for any malfunction below 80kts. Between 80kts and V1
however we will only STOP FOR ENGINE FAILURE (consider a REVERSE
UNLOCK LIGHT as an engine failure), ENGINE FIRE, SMOKE, STRUCTURAL
DAMAGE OR BLOCKED RUNWAY.

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Any other Malfunction inform me and I will either call “STOP” or “GO”. If I call
“STOP” ensure that I have selected Reversers to the interlock -stop, Ground
Spoilers deployment I will apply Max Braking) and Call “STOPPING”. If I call
“GO” or the failure occurs after V1 we will continue the Take-Off and carry out
the appropriate drills after reaching acceleration altitude (normally 1000 HAA
unless otherwise stated in the performance data). There will be No actions
taken below 400 feet HAA except raising of the gear and silencing nuisance
warnings (vocal & lights) above 400 HAA, depending on the severity I may
call for memory actions for engine fire, severe engine damage or separation.
Any Questions?
5.1.9.4.3.4 Right Hand Seat Take-Off
In the event of a malfunction below 80kts, I will call “STOP”. Between 80kts
and V1 we will only stop for ENGINE FAILURE (consider a REVERSE
UNLOCK LIGHT as an engine failure), ENGINE FIRE, SMOKE, STRUCTURAL
DAMAGE OR BLOCKED RUNWAY, on your command.
I will advise you of any other malfunction I see and/or, at your discretion,
you will call “STOP or “GO”.
If the call is “STOP”, you will take control and stop the aircraft.
If the call is “GO” or there is a malfunction after V1, I will continue the Take-
Off and carry out the appropriate drills after reaching acceleration altitude
(normally 1000 feet HAA unless otherwise stated), you advise me of
the failure. There will be No actions below 400 HAA except raising of the
gear and silencing nuisance warnings (vocal & lights) above 400 HAA,
depending on the severity I may call for memory actions for engine fire,
severe damage or separation.
Any Questions?
NOTE: The term “STANDARD TAKE-OFF” will be used if no deviation is

considered necessary from:
• Standard take-off and climb procedure
• Standard rejection procedure
• Standard auto-flight usage (Autothrottle and Autopilot
If circumstances demand deviation from the standard procedures, they

should be clearly stated.
5.1.9.5 Approach Initiation
The approach checklist should be performed when descending through 10,000ft

HAA or 30 NM from the airfield (whichever comes first).
At 10,000ft HAA bank limit must be selected to 25º.
Slat / Flap extension should take place at speeds 10 kts or more below the

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placard speeds, to reduce maintenance cost.
5.1.9.5.1 Crew Briefing Before Approach And Landing
The PF shall give the arrival crew briefing preferably before starting the descent.
It shall be completed or confirmed in response to the applicable item on the
descent checklist
5.1.9.5.2 Division of duties
During every approach and landing, monitoring of instruments is essential. At

the same time, in a see to land operation, looking out is necessary.
None of the following instructions relieves the crew of the duty to scan for
conflicting traffic, weather conditions permitting.
Regarding the division of duties, there is a further refinement to the general

definitions of the Automatic and Manual operation of the FGS as described
5.1.9.6 Approach Policy
5.1.9.6.1 Crew co-ordination and monitoring
Two types of crew co-ordination procedures for approaches are distinguished:
5.1.9.6.2 Automatic crew co-ordination procedure:
Conditions: The Flight Guidance System is in the Automatic Flight Mode of

operation, AP & AT ( refer to section use of the DFGS)
5.1.9.6.3 Manual crew co-ordination procedure:
Conditions: One or more of the criteria as mentioned in “Automatic crew

co-ordination” cannot be complied with.
When during an automatic approach one or more of the criteria(s) are not
met, the Manual crew co-ordination procedure must be used.
NOTE: For the standard call outs and the division of duties refer to the
description of the applicable approaches in this chapter.
5.1.9.7 Crew coordination Procedure for an Auto-Pilot Coupled Approach,

followed by a Manual Landing
Monitoring Duties:
• The PF is primarily head-down(scanning inside) during the approach

until outside visual reference is announced by the PM. The PF must
verify these visual cues and call “LANDING” if appropriate.
The PM monitors the Flight path and checks for visual references and will

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state clearly any of the following when sighted:
- approach light system
- threshold
- threshold markings
- threshold lights
- touchdown zone or touchdown markings
- touchdown zone lights
• After the call “LANDING” the PF must monitor the flight path by reference
to flight instruments and outside visual cue
• From the “FIVE HUNDRED” call the PM will include the outside view into
his scan.
5.1.9.8 Crew Co-ordination Procedure for a Manual Approach / No AP with or

without AT, followed by a Manual Landing
Monitoring Duties:
The PF is primarily head-down(scanning inside) during the approach until

outside visual reference is announced by the PM.The PF must verify these
visual cues and call “LANDING” if appropriate. This call indicates that from
that moment on the PF will be mainly head-up(looking outside).
The PM monitors the Flight path and checks for visual references and will
state clearly any of the following when sighted:
- approach light system
- threshold
- threshold markings
- threshold lights
- touchdown zone or touchdown markings
- touchdown zone lights
After the call “LANDING” the PF must monitor the flight path by reference to flight
instruments and outside visual cues.

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5.2 LOG BOOKS - Nig.CARs 8.4.1.8(a)(b)
a) Each pilot shall maintain a personal logbook, in a form acceptable to the Authority, for
recording the aeronautical training and experience used to meet the requirements for
a license or rating, or recency of experience;
b) Each Commander shall carry his logbook on all international flights;
c) Each flight crewmember shall make entries into their logbook in ink or indelible pencil.
5.3 FLIGHT CREW PROFICIENCY
Specific information on pilot recurrent training and checking, and associated syllabi and
procedures can be found in the Operations Manual Part D.
5.3.1 The Operator Proficiency Check (OPC)
The period of validity of an OPC shall be 6 calendar months in addition to the remainder
of the month of issue. If issued within the final 3 calendar months of validity of the
previous OPC, the period of validity shall extend from the date of issue, until 6 calendar
months from the expiry date of the previous OPC.
5.3.2 Line Proficiency Check (LPC)
The period of validity of an LPC shall be 12 calendar months, in addition to the

remainder of the month of issue. If issued within the final 3 calendar months of validity
of a previous LPC the period of validity shall extend from the date of issue, until 12
calendar months from the expiry date of that previous LPC. The LPC must be
conducted on an aeroplane.
5.3.3 Annual Emergency and Safety Equipment Check
The period of validity of an Annual Emergency and Safety Equipment Procedures

Check shall be 12 months in addition to the remainder of the month of issue. If issued
within the final 3 calendar months of validity of a previous check, the period of validity
shall extend from the date of issue until 12 calendar months from the expiry date of that
previous Annual Emergency and Safety Equipment Procedures Check.
5.3.4 Triennial Emergency and Safety Equipment Procedures
The period of validity of a Triennial Emergency and Safety Equipment Procedures

check shall be 3 years from the date of the last check.
The training programme will include:

Actual operation of all types of exits
 Demonstration of the method used to operate a slide, where fitted
 Actual fire-fighting using equipment representative of that carried in the aeroplane on an
actual or simulated fire, except that, instead of Halon extinguishers, an alternative
method acceptable to the Authority may be used
 The effects of smoke in an enclosed area and actual use of all relevant equip0ment in a
simulated smoke environment
 Actual handling of pyrotechnics, real or simulated, where fitted, and
 Demonstration in the use of life-raft(s), where fitted.

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5.3.5 Crew Resource Management (CRM) Nig.CARs IS: 8.10.1.12

PRIVATE AIRLINES SERVICES LTD is committed to CRM training and its application
throughout the Company for all crew, operations control personnel and maintenance
personnel. All flight crewmembers shall complete the major elements of the full length
CRM course over a 3 year recurrent training cycle and during simulator and/or
aeroplane training as applicable.
Flight crew receive annual Line Oriented Flight Training (LOFT) in the simulator,
approved by the Authority that includes an uninterrupted planned scenario in real time
in a line environmental setting with specific technical and CRM objectives, where such
skills are observed and debriefed upon completion.
Flight crew members participate in joint annual training exercises with FOO, FOM and
OCC personnel to address issues of their mutual concern for the purposes of
enhancing coordination, ensuring a mutual understanding of the human factors involved
in joint operational control and achieving common learning objectives as set out by the
appropriate flight operations and operational control management personnel.
Further additional information regarding CRM principles, requirement and syllabus can
be found in Operation Manual Part D (OMD 8.4 and OMD 5.4)
5.3.5.1 Initial Crew Resource Management - Nig.CARs 8.10.1.12

a) Private Airlines Services Ltd shall ensure no person may serve nor be used as a
flight dispatcher or crewmember unless that person has completed the initial CRM
curriculum approved by the Authority.
b) Course curriculum topics shall be as contained in IS: 8.10.1.12.
c) PAS flight crew member shall complete an initial and, subsequently during
recurrent training a CREW RESOURCE MANAGEMENT ground course , and
annually skills training as part of simulator, aircraft and/or line training,
5.3.6 Ground and Refresher Training
Each flight crewmember shall undergo ground and refresher training described in
Operation Manual Part D every 12 months.
5.3.7 Pilot Qualification to Operate in Either Pilot's Seat
A pilot assigned to operate in either pilot's seat shall be checked on the practice of drills
and procedures from both seats concurrent with the OPC detailed in Chapter 5.3.1. The
additional training and checking is described in the Operations Manual Part D.
5.3.8 Route / Role / Area Competence Training
Private Airlines Services Ltd shall not use a person as a pilot unless, within the
preceding 12 calendar months, that person has passed a route check in which he or she
satisfactorily performed his or her assigned duties in one of the types of aircraft that he
or she is to fly. No person shall perform PIC duties over a designated special operational
area that requires a special navigation system or procedures unless their competency
with the system and procedures has been demonstrated to the airline within the past 12
calendar months. Each Private Airlines Services Ltd PIC shall demonstrate special
operational competency by navigation over the route or area as PIC under the

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supervision of a check pilot and, on a continuing basis, by flights performing PIC duties.
Prior to being assigned as pilot-in-command on a route, in a role or an area, the pilot shall
receive training in the special skills to ensure that he has obtained adequate knowledge of
the route to be flown and of the aerodromes (including alternates), facilities and rocedures
to be used. Such training shall address routes and/or airports that are over or in areas:
- with mountainous terrain, including high terrain, rapidly rising terrain

or terrain with steep gradients;
- with terrain that contributes to the existence of mountain waves,
turbulence, high surface winds, sudden wind changes and/or other
atmospheric phenomena that may affect the performance of the aircraft;
- containing topographical variations such as ridgelines, valleys, ravines,
fjords or other areas where downdrafts on the leeward or downwind
side can make traversing the area or accomplishing a crosswind
landing hazardous;
- where the airport, runway and/or approach environment is difficult to
identify at night due to surrounding lights;
- where featureless or expansive terrain may contribute to optical
illusions during the day or at night;
- that are devoid of lighting where airport, runway and/or approach area
identification is difficult at night due to lack of visible landmarks;
- that are devoid of lighting and sole reference to external or visual cues
is insufficient for the maintenance of proper aircraft attitude control;
- that require the application of any other specific skills or knowledge,
as determined by the State.
Area and Route Competency is to be established on the basis of the Pilot’s previous
experience and knowledge and certified accordingly. Private Airlines Services Ltd shall
not use any person to serve as a pilot unless, within the preceding 12 calendar-months,
that person has passed a route checkin which he or she satisfactorily performed his or
her assigned dutiesin one of the types of aeroplanes he or she is to fly.
Route competence training will include knowledge of:
(a) terrain and minimum safe altitudes;
(b) seasonal meteorological conditions;
(c) meteorological, commun on and air traffic facilities, services and

procedures;
(d) search and rescue procedures;
(e) navigational facilities associated with the route along which the flight is
to take place; and
(f) obstructions, physical layout, lighting, approach aids and arrival,

departure, holding and instrument approach procedures and applicable
operating minima.

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(g) Procedures applicable to Flight paths over heavily populated areas or

high air traffic density ;
(i) Notices to airman.
5.3.8.1 Route & Aerodrome Qualifications
PRIVATE AIRLINES SERVICES LTD shall ensure each Commander is suitably

qualified for operations into aerodromes of intended landing and in areas and/or on
routes or route segments to be flown.For aerodromes requiring an instrument approach
where the Commander has not previously made such an approach, the Commander
shall be accompanied by a flight crewmember or pilot observer qualified for that
aerodrome unless either:
a) The approach to the aerodrome is not over difficult terrain and the instrument approach
procedures and aids available are similar to those with which the pilot is familiar, and the
normal operating minima are adjusted by a process that adds a margin of safety that is in
accordance with the Nig.CARs, or there is reasonable certainty that the approach and
landing can be made in visual meteorological conditions; or
b) Descent from the initial approach altitude to landing at the aerodrome can be made by
day in VMC; or
c) PRIVATE AIRLINES SERVICES LTD qualifies the Commander to land at the aerodrome
by means of a visual representation in accordance with the Nig.CARs (to include
instrument approach plates and aerodrome briefing contained in Operations Manual Part
C); or
d) The aerodrome is adjacent to another aerodrome at which the Commander is currently

qualified to land.
The period of validity of the route and aerodrome competence qualification shall be 12
calendar months in addition to the remainder of:
a) The month of qualification; or
b) The month of the latest operation on the route or to the aerodrome.
Route and aerodrome competence qualification shall be revalidated by operating on the

route or to the aerodrome within the period of validity described above. If revalidated within
the final 3 calendar months of validity of a previous route and aerodrome competence
qualification, the period of validity shall extend from the date of revalidation until 12 calendar
months from the expiry date of that previous route and aerodrome competence qualification.
A Commander shall not operate within areas that require the application of special skills or
knowledge, on routes over difficult terrain and/or into special airports designated by the
NCAA or in Operations Manual Part C unless within the preceding 12 months, that pilot has
either:
a) Made at least one trip as a pilot flight crew member, Line Check Airman or observer on the
Flight Deck on a route in close proximity and over similar terrain within the specified area(s),
on the specified route and/or into the special airport, as applicable; or

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b) Fulfilled special line qualification requirements in accordance with Operations Manual Part
D.
Special aerodrome and/or route/area re-qualification (where applicable) may take the form
of a pictorial review, simulator training, Line Check Airman briefing or operation into the
aerodrome, accompanied by a Line Check Airman.
For the purposes of route, area and airport qualification, the Commander shall have a level
of knowledge of terrain, minimum safe altitudes, seasonal meteorological conditions,
communication and air traffic facilities, services and procedures, search and rescue
procedures and navigational facilities and procedures, including any Long-Range Navigation
procedures, required for safe operations.
The Designated special aerodrome rule shall not hold if the conditions below exists for such
an Aerodrome
- During daylight hours ;
- When the visibility is at least 5 km (3 miles) ; and
- When the ceiling at that aerodrome is at least 300m (1000 ft) above the lowest initial
approach altitude prescribed for an instrument approach procedure.
See Operations Manual Part D for information regarding training syllabus and evaluation
requirements.
5.3.9 RVSM Qualification
Qualification to operate in defined airspace with Reduced Vertical Separation Minima

(RVSM) is achieved during a conversion course. A pilot's knowledge and ability to
perform the tasks associated with that particular operation is checked in conjunction
with the normal recurrent training or line check.
5.3.10 Pilot Relieving the Commander
The Commander may be relieved in flight of his duties at the controls by another
suitable qualified crewmember (see Chapter 4.1.6 of this manual).
a) The Commander may delegate conduct of the flight to another suitably qualified
Commander;
b) For operations only above FL200, a Co-pilot holding a valid ATPL, having
conversion training and check (including type rating), recurrent training and check
and route competence as described in Operations Manual Part D, may relieve the
Commander.
5.3.11 Pilot under Supervision
5.3.11.1 Flights under Supervision
Operating a service under supervision is part of the normal training process; the flight
crewmember under supervision will perform all normal duties, subject only to any
overriding orders of the supervising flight crewmember.

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A Commander under supervision for the purpose of INITIAL QUALIFICATION for his
Operations Certificate must occupy the left-hand seat and carry out all the normal
duties of the Commander.
Provided conditions are suitable, and there shall be no interpretation of subjugating the
primary duties and responsibilities of the Commander, Commanders are encouraged to
alternate roles with the second-in-command for experience and development purposes.
Line Training for the second-in-command shall include an amount of PM and PF duties
sufficient to develop and demonstrate proficiency in such duties. The ratio of 60% as PF
and 40% as PM should be observed for any flight under supervision. See OMD 5.8.1 for
more informations.
5.3.12 Operating More Than One Variant
5.3.12.1 General Requirements
PRIVATE AIRLINES SERVICES LTD flight crew do not operate more than two
aeroplane types or variants for which a separate licence endorsement is required.
5.3.12.2 Flight Crew Operating more than one Variant
When a flight crewmember operates more than one variant, as listed in Flight Crew
Licensing, with a single license endorsement the conditions set out in Chapter 4.5 of
this manual shall be complied with.
5.3.12.3 Training
PRIVATE AIRLINES SERVICES LTD flight crew member shall complete training in
normal and non-normal procedures and Maneuvers during initial training and
subsequently during recurrent training either once every 12 months or, if applicable, in
Accordance with the continuing qualification schedule as defined in the PASL Operation
Manual part D.
Such training shall address, as a minimum:
(i) Pilot Monitoring (PM), Pilot Flying (PF) and other flight crew division of duties (task
sharing) See OM-A 2.4.4.1
(ii) Positive transfer of aircraft control; See OM-B 3.1.1 Last paragraph
(iii) Consistent checklist philosophy; See OM-A 2.4.4.2,OMA 2.4.4.3,OM-A 2.4.4.4
(iv) Emphasis on a prioritization of tasks (e.g. "aviate, navigate, communicate"); See
OM-A 2.4.4.1
(v) Proper use of all levels of flight automation. See OM-B 3.2
a) Initial Difference Training:
Initial Difference training between the variants will be conducted in accordance to

b) Recurrent Training:
Differences in Systems, Performance and Limitations between variants will be

emphasised and covered during the respective recurrent training.

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5.3.12.4 Recency
Private Airlines Services Ltd shall not use any pilot to act as PIC or co-pilot on Private
Airlines Services Ltd aircraft unless, within the preceding 90 days that pilot has :-
a) Made 3 takeoffs and landings as the sole manipulator of the flight controls in
an aircraft of the same category and class and if a type rating is required, of the
same type or in a flight simulation training device approved by the Authority
(Ncaa) for this purpose.
Each Landing shall be to a full stop and shall also for night operations, made
the 3 takeoffs and landings required.
Private Airlines Services Ltd shall ensure any pilot who has not met the recency
of
experience for takeoffs and landings shall satisfactorily complete a
requalification curriculum acceptable to the Authority.
b) The period in (a) above may be extended up to maximum of 120 days by

line flying under the supervision of an instructor or Line Check Commander
5.3.12.5 Scheduling
Flight crew scheduling shall ensure flight crewmembers that are concurrently qualified
to operate aeroplanes of different variants meet the requirements described in item
5.1.7 of this Chapter, and all other authority’s (state) requirements.
5.3.12.6 Checking
a) LPC & OPC Checks:
Knowledge of the differences in Systems, Performance and Limitations between

variants will be checked during the oral part of the Licence and OPC.
b) Line Check:
The required yearly line checks shall emphasise the difference between variants of a
common aeroplane type.

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5.4 CABIN CREW PROFICIENCY
5.4.1 Minimum Requirements
A cabin crewmember must meet the following requirements in order to be accepted for
employment:
a) Be at least 18 years of age;
b) Meet a minimum educational standard as determined by the Company;
c) Hold a valid class 2 medical certificate and found medically fit to discharge the
specified cabin crew duties;
d) Be able to speak, read, write and understand the English Language;
e) Has successfully completed the required training courses including, as specified in

the Operations Manual Part D, and hold an attestation of safety training;
f) The applicant shall undergo a skill test on practical training requirement within six
months of passing the theoretical knowledge examination;
g) An applicant for the issue of a Cabin Crew Licence shall demonstrate to the
Authority the ability to perform as cabin crewmember of an aeroplane the procedure
as prescribed by the Authority with a degree of competency appropriate to the
privileges granted to the holder of a Cabin Crew Licence;
h) A Cabin Crew Licence shall remain valid provided that the holder is physically and
mentally fit and that the privileges of such licence shall not be exercised by the
holder unless he/she is the holder of Class Two Medical Certificate and within 12
months period:
i) He/she undergoes recurrent training;
ii) He/she maintains competency by complying with the minimum requirements;
i) The holder of a valid Cabin Crew Licence shall be entitled to act as a cabin
crewmember for the type of aeroplane in respect of which the holder received his/her
training and which is specified on such licence.
5.4.2 Senior Cabin Crewmembers (SCCM)
In order to qualify as a SCCM, the following criteria shall be met in addition to the
criteria listed above for cabin crewmembers:
a) Satisfy all personal qualification requirements;
b) Have at least 1 year of experience as an operating cabin crewmember;
c) Represent the Company genuinely towards passengers;

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d) Be aware of high level of exposure towards the passengers and therefore display
the highest possible degree of customer oriented behaviour and knowledge;
e) Show communication skills in order to sustain professional communication with
flight crew, cabin crew and superiors;
f) Accept the responsibility of being head of cabin crew;
g) Handle the specific duties, which may arise during all phases of a flight;
a) Train all categories of cabin crewmembers and give them fullest benefit of their
knowledge and experiences;
i) Coach, train and qualify all categories of cabin crewmembers;
j) Know and apply all procedures and regulations for normal and abnormal (emergency
situations) in-flight operations;
k) Completed an upgrade to SCCM CRM course. Nomination as SCCM is subject to

approval by the CSM liasing with the DFO.
5.4.3 Required Cabin Crewmembers
Whenever more than one cabin crewmember is required for the flight, one must be
nominated as SCCM.
5.4.3.1 Additional Cabin Crewmembers Assigned to Specialist Duties
Additional cabin crewmember solely assigned to specialist duties (e.g. child/minor

escorts and interpreters) do not have to comply with any emergency training
requirements.
The moment he/she appear in uniform and can be recognised as cabin crewmember,
they must be qualified on the aeroplane concerned and are no longer "additional
crewmember", but a regular cabin crewmember.
5.4.3.2 Cabin Crewmember during Familiarisation Flights
Cabin crewmembers during familiarisation must:
a) After initial training, successfully complete training and pass a test approved by the
Authority;
b) After an absence of more than 6 months, complete refresher training;
c) After an absence of less than 6 months, operate 2 re-familiarisation sectors under

supervision.
5.4.4 Operation on More Than One Type or Variant
5.4.4.1 Cabin Crew Aeroplane Type Training

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Cabin crew aeroplane type training, shall be completed by cabin crewmembers as part
of the process to qualify and remain qualified to perform cabin crew duties on each type
of aeroplane to he/she may be assigned.
As a minimum, subjects covered under aeroplane type training shall include:
a) Aeroplane systems;
b) Exit locations and operations;
c) Emergency equipment locations and operation;
d) Emergency assignments;
e) Unique features in the aeroplane cabin (as applicable to variants of a common

aeroplane).
A cabin crewmember who has been absent from all flying duties for more than 6
months and still remains within the period of validity of the previous check must
complete refresher training.
5.4.4.2 Absence from Flying Duties
When a cabin crewmember has not been absent from all flying duties, but has not,
during the preceding 6 months, undertaken duties on a type or variant of aeroplane as a
cabin crewmember required, he/she must, before undertaking such duties on that type
and variant, either:
a) Complete refresher training on the type and variant;
b) Operate two re-familiarisation flights.

5.4.4.3
(a) The PASL pilot shall not be permitted to act as PIC or as co-pilot of an aircraft
unless the he has received the applicable ratings, authorisations and/or
endorsements as follows:
(1) The appropriate aircraft category rating.
(2) The appropriate class rating.
(3) A type rating as required.
(4) An authorization as required.
(5) An endorsement as required.
(b) The applicant shall meet the appropriate requirements for the aircraft rating,
authorisation or endorsement sought.
(c) When the flight crew demonstrates skill and knowledge for the initial issue or re-
issue of a pilot licence, the category and ratings appropriate to the class or type of
aircraft used in the demonstration shall be entered on the licence.

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5.5 TRAINING AND QUALIFICATION
5.5.1 Flight Crew
Refer to Operations Manual Part D
5.5.2 Cabin Crew
Refer to the Cabin Crew Training Manual.
5.5.3 Crew Responsibility for Licence Revalidation & Renewal
PRIVATE AIRLINES SERVICES LTD and the licence holder are responsible for
maintaining the validity of Crew Licences. In addition, all crew have a personal
responsibility for ensuring that their Passports, Visas, Immunisation Certificates and
Identity Cards are kept valid.
Flight crew must ensure that the validity of licences and personal documents will not
expire during any planned tour of duty. For renewal or reissue crew must meet the
requirements of Nig. CARs 2.3.1.2.
Any flight crew shown with invalid or lapsed documents will not be permitted to fly until
such documents are valid and up-to-date.
Should a crewmember allow required documents and/or licenses to intentionally lapse

which may affect the planned service or operation, disciplinary action may be taken.
5.5.4 Replacement Licences
Should a flight crewmember have a replacement licence issued for any reason he must,
before operating using the replacement, contact the TM to ensure that the necessary
signatures for the License Proficiency Check are added. Copies of the replacement
licence must be submitted to the TM for retention of records.
5.5.5 Other Operations Personnel
All other Operations personnel are required to be physically and mentally fit and
maintain competence on the basis of continued education and training, and continue to
satisfy technical competency requirements. All Operations Control staff shall not be less
than 21 years of age.
Operations positions within PRIVATE AIRLINES SERVICES LTD relevant to the

operational control of flights shall be filled by personnel on the basis of knowledge,
skills, training and experience appropriate for the position.
All Flight Operations Officers/Flight Dispatchers shall not be assigned duties unless
they have completed 2 familiarization flights of 5 hours total from the Flight Deck of an
aeroplane over any route segment where responsibility for operational control will be
exercised at intervals not exceeding 12 consecutive months.

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Dispatchers shall have demonstrated the ability to analyse weather, create accurate
flight plans and provide assistance to flights.
In addition, a Flight Operations Officer/Flight Dispatcher shall have:
a) Prior to being assigned operational control duties all Flight Operations

Officers/Flight As a minimum, one year of experience as an assistant in Flight
Operations Control at PRIVATE AIRLINES SERVICES LTD or an equivalent
operator; and either:
b) Satisfactorily completed a formal training course as a Flight Operations

Officer/Flight Dispatcher; or
c) As a minimum, a total of 2 years service in any one combination of the following:
i) Flight crewmember in an air transport organisation holding a CPL;
ii) Qualified Meteorologist in an organisation dispatching aeroplanes;
iii) Qualified Air Traffic Controller;
iv) Technical Supervisor or Flight Operations Officer/Flight Dispatcher.
5.5.5.2 Knowledge Required by Flight Operations Officers/Flight Dispatchers
The Flight Operations Officers/Flight Dispatchers shall demonstrate a sufficient level of

knowledge in at least the following areas:
a) The contents of the Operations Manual relevant to the operational control of flights;
b) Knowledge of Air Traffic Services (ATS) practices and procedures;
c) Knowledge of the aeroplane limitations and capabilities operated by PRIVATE
AIRLINES SERVICES LTD;
d) Mass and balance, and control;
e) Operational Flight Plan (OFP): fuel calculation; alternate aerodrome selections; ATC
and OFP preparation;
f) Base aeronautical meteorology principles and weather phenomena that can affect
any phase of flight including seasonal variations, hazards and sources of
meteorological information;
g) Basic principles of navigation and route planning - use of new documents;
h) Operational procedures for the carriage of cargo and dangerous goods regulations;
i) Regulations and procedures relating to emergency situations, unlawful interference

and sabotage;
j) Radio equipment in the aeroplane being operated and effects of meteorological

conditions on radio reception on the aeroplane being used;

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k) Aviation indoctrination;
l) Navigation equipment in the aeroplane being operated, including peculiarities and

limitations of that equipment;
m) Navigation including special navigation;

n) Human performance relevant to operations;
o) Special aerodromes;
p) Communication;
q) De-icing/anti-icing procedures;
r) Fuel supply (aeroplane and fuel type requirements);
s) Civil air law and regulations;
t) Aeroplane systems and MEL/CDL;
u) Flight monitoring;
v) Air traffic management;
w) Security procedures (emergency and abnormal situations).
A Flight Operations Officer/Flight Dispatcher must have completed the PRIVATE AIRLINES
SERVICES LTD Flight Operations Officer/Flight Dispatcher's course and any other relevant
course(s) for acquiring the necessary technical knowledge in relation to the aeroplane they
support.
Flight Operations Officers/Flight Dispatchers must have completed the PRIVATE

AIRLINES SERVICES LTD Flight Operations course for acquiring the necessary
technical knowledge in relation to their specific duties and responsibilities.
5.5.5.4 Operations Personnel
Other Operations personnel must have received adequate training to acquire necessary
knowledge appropriate to their specific duties and responsibilities.
5.6 COMPLEX AEROPLANE AND HIGH PERFORMANCE AEROPLANE

ENDORSEMENTS
Private Airlines Services Ltd shall not allow any person to act as pilot in command of:
a. a high performance aeroplane unless the person has
i. received and logged ground and flight training from an authorised

instructor in a high performance aeroplane or flight simulation

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training device that is representative of a high performance

aeroplane and has been found proficient in the operation and
systems of the aeroplane; and
ii. Received a one-time endorsement in the pilot’s logbook from an

authorised instructor who certifies that person is proficient to operate
a complex aeroplane.
b. No person shall act as pilot in command of a pressurised aircraft capable

of operating at high altitudes (an aircraft that has a service ceiling or
maximum operating altitude, whichever is lower, above 25,000 MSL)
unless the person has Received and logged ground training from an
authorised instructor and received an endorsement in the logbook from
the instructor certifying the person has satisfactorily accomplished ground
training and flight training in an aircraft or in a flight simulation training
device that is representative of a pressurised aircraft
c. High Altitude Aircraft Endorsement

No person shall act as pilot in command of a pressurised aircraft capable of operating
at high altitudes (an aircraft that has a service ceiling or maximum operating altitude,
whichever is lower, above 25,000 MSL) unless the person has :
1. Received and logged ground training from an authorised instructor and received an
endorsement in the logbook from the instructor certifying the person has
satisfactorily accomplished ground training in at least the following subjects :
(i) High-altitude aerodynamics and meteorology

(ii) Respiration
(iii) Effects, symptoms, and causes of hypoxia and any other high-
altitude sickness ;
(iv) Duration of consciousness without supplemental oxygen
(v) Effects of prolonged usage of supplemental oxygen
(vi) Causes and effects of gas expansion and gas bubble formation
(vii) Physical phenomena and incidents of decompression; and any other
physiological aspects of high-altitude flight.
2. Received and logged flight training from an authorised instructor and

received an endorsement in the logbook from the instructor certifying the
person has satisfactorily accomplished flight training in an aircraft or in a
flight simulation training device that is representative of a pressurised
aircraft, in at least the following subjects :

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(i) Normal cruise flight operations while operating above 25,000 feet MSL ;
(ii) Proper emergency procedures for simulated rapid decompression

without actually depressurising the aircraft ; and
(ii) Emergency descent procedures.
5.7 PIC Aeronautical Experience: Small Aeroplanes
Private Airlines Services Ltd shall not allow a pilot to act as PIC of its aeroplane in
commercial air transport during:
b) IFR operations unless he or she meets the minimum aeronautical

experience requirements necessary to qualify for the ATP licence, or
iv) VFR operations unless he or she has logged a minimum of 500 hours
of time as a pilot, including at least 100 hours of cross country flight
time, at least 25 hours of which were at night.
5.8 Instrument Rating Requirements – General
Private Airlines Services Ltd shall ensure compliance with Instrument rating general
requirements for all pilots in its employment.
i. Minimum Age : 17years

ii. Medical Fitness: As required by Nig NCARs. 2.3.7.1.b
iii. Knowledge: As required by Nig CARs 2.3.7.1.c
iv. Knowledge Testing: As required by Nig CARs. 2.3.7.1.d
v. Experience & Flight Instruction:As required by Nig. CARs. 2.3.7.1.e
vi. Priviledges: As required by Nig CARs. 2.3.7.1.f
vii. Validity: Subject to the requirement of Part 2 of Nig.CARs.
I/R validity is 1 year
viii. Renewal: As required by Nig. CARs 2.3.7.1.h
ix. Experience: As required by Nig CARs. 2.3.7.2.a
x. Flight Instruction: As required by Nig CARs. 2.3.7.2.b.
xi. Skill: As required by Nig. CARs 2.3.7.2.c
xii. Skill Test and Proficiency: Check for the Instrument rating shall be done as
required by IS 2.3.7.3

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5.9 CALLS DURING TAKE OFF AND LANDING
FLIGHT
PILOT MONITORING PILOT FLYING
STATUS/PHASE
TAKE OFF
To initiate start of T/O PM adjusts lever to desired PF announce ''TAKE OFF" and
power setting and responds moves Thrust Lever slowly to full
"THRUST
with T/O position then calls "SET
SET" THRUST"
With positive indication PM calls "SPEED ALIVE" PF checks his indicator and
of speed on ASI responds
When IAS passes 80Kts PM calls "80" "CHECK"
PF checks his indicator
responding with "CHECKED"
When the air speed PM will call "V1" then At VI, PF will lift hand from the
reaches VI and Vr "ROTATE" "Thrust lever" then rotate to the
T/O attitude commanded by the
Flight Director
After getting Air borne PM announce "POSITIVE PF commands "GEAR UP"
and with climb indicated RATE"
on VSI/ Altimeter
LANDING
During approach and PM sets flap as directed,
landing monitors flap and slat PF calls for "FLAP ________”
extension according to flap speed schedule
and announce
"_______FLAP”
Approaching glide path PM set the gear lever to down, PF calls for "GEAR DOWN"
verifies the green landing gear
indicator lights and announce
"DOWN GREEN LIGHTS"
At 800' AAL PM calls "800 ABOVE" PF response "CHECKED"
At 500' AAL PM calls "500 ABOVE" PF response "CHECKED"
Approaching Minima PM calls "100 ABOVE" PF response "CHECKED"
At MDA or DH PM calls "MINIMA-RWY or PF response "LANDING" if in
CONTACT" if visual contact contact and in
At MDA or DH or calls "MINIMA - NO
PM PF command "GO AROUND-
slot
CONTACT" FLAPS"

PART A 6 11-09-2019
PRIVATE AIRLINE
SERVICES LTD Crew Health Precautions ISSUE 1 Page 1 of 42
CHAPTER 6 – CREW HEALTH PRECAUTIONS
TABLE OF CONTENTS
6.0 Crew Health Precautions……………………………………………… 3
6.1 General …………………………………………………………………… 3
6.2 Alcohol……………………………………………………………………… 3
6.3 Use of Psychoactive Substances……………………………………….. 6
6.4 Sleeping Tablets & other Pharmaceutical Preparations………………. 7
6.5 Immunization……………………………………………………………….. 9
6.6 Deep Sea Diving & underwater swimming………………………………. 10
6.7 Blood Donation……………………………………………………………… 10
6.8 Meals…………………………………………………………………………. 10
6.9 Introduction to Body Weight………………………………………………... 12
6.10 Sleep & Rest………………………………………………………………… 16
6.11 Surgical Operation / Analectic……………………………………………. 17
6.12 Fitness………………………………………………………………………. 17
6.13 Wearing of Spectacles ……………………………………………………. 17
6.14 Injury or illness ……………………………………………………………… 19
6.15 Hypoxia ( Lack of adequate oxygen) in flight …………………………… 25
6.16 Medical Aspect and First Aid Training …………………………………. 27
6.17 Cosmic Radiation …………………………………………………………. 29
6.18 Tropical Medicine …………………………………………………………. 34

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PART A 6 11-09-2019
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6.0 CREW HEALTH PRECAUTIONS
6.1 GENERAL
A crewmember’s sickness/illness, his/her feeling unwell/indisposed or the impairment

of his/her senses and reflexes by narcotics, drugs and pharmaceutical
preparations/medications have quite often contributed to incidents and accidents.
Therefore, PRIVATE AIRLINES SERVICES LTD crewmember’s health is of the

highest importance and has direct impact on flight safety. This is reflected in the very
stringent requirements for regular medical examinations and medical certificates. It
hardly needs to be mentioned that living health-consciously is in the self-interest of
every PRIVATE AIRLINES SERVICES LTD Crewmember.
No PRIVATE AIRLINES SERVICES LTD crewmember shall perform duties on an

aircraft, if he/she is in any doubt of being able to accomplish his/her assigned duties
or knows or suspects that he/she is suffering from fatigue or feels unfit to the extent
that the flight may be endangered.
Special attention has to be paid to the following:
6.2 ALCOHOL - Nig.CARs 1.2.1.8; 8.5.1.5
Although alcohol consumption may be socially acceptable, it has a detrimental effect

on human skills and efficiency that is particularly noted in relation to flying duties. The
effects of alcohol are primarily related to levels in the blood, which vary individually
according to the quantity and rate of consumption and may be significant long after
the last alcoholic intake.
a) Crewmembers shall not consume alcohol for a minimum period of 8 hours before
standby or reporting for duty;
a) Crewmembers shall not consume alcohol while on standby or during the flight duty
period;
c) Crewmembers must not commence a flight duty period with a blood alcohol
concentration level of 0.02 or greater in a blood or breath specimen. Alcohol
concentration means grams of alcohol per decilitre of blood or grams of alcohol
per 210 litres of breath;
d) If there is any doubt that a person may not be in compliance, upon request of the
Company, law enforcement officer or the NCAA, they must submit to a test to
indicate the presence of alcohol or other psychoactive substances in the blood.
Any test results provided to the Authority may be used as evidence in any legal
proceedings;
e) A crewmember shall, up to 8 hours before or immediately after acting or

attempting to act as a crewmember, on the request of a law enforcement officer or
the Authority, submit to a test to indicate the presence of alcohol in the blood.
NOTE: Since the metabolism of alcohol in the blood is very slow, it is highly
recommended that PRIVATE AIRLINES SERVICES LTD crewmembers stop the
consumption of alcohol 16 hours before the expected commencement of flight duty or
standby.

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PRIVATE AIRLINE
As a matter of Company Policy, PRIVATE AIRLINES SERVICES LTD crewmembers

in uniform (e.g. after termination of flight duty; deadheading crewmembers) will not
consume alcoholic beverages where they can be observed by third parties, i.e. “the
public”.
6.2.1 Random Check on Flight Crew, Mechanics and Engineers
PRIVATE AIRLINES SERVICES LTD safety section shall conduct routine random
alcohol and substance abuse checks on both the cockpit and cabin personnel about to
commence flight duties or immediately after flight duties prior to leaving the aircraft.
This routine, random alcohol and substance abuse checks shall also be performed on
company’s mechanic, engineers and other company personnel while on duty. These
tests shall be conducted through the use of breathalyzer testing device (Breathalyzer:
a device used to test the alcohol content in the blood through crystals which changes
colour if the alcohol level is too high)
6.2.1.1 PRIVATE AIRLINES SERVICES LTD Breathalyzer Tolerance Level
Any PRIVATE AIRLINES SERVICES LTD Flight Crewmember, mechanic, engineer

and other Company personnel that the routine random breathalyzer shows to have an
alcoholic content of greater than 0.20 mg/dl shall be disembarked from continuing
his/her duty assignment and shall proceed to the designated medical centre for
mandatory blood test analysis as required by PRIVATE AIRLINES SERVICES LTD
based on the initial breathalyzer content level of 0.2mg/dl.
A content level of 0.5mg/dl on a routine check will necessitate that the individual
PRIVATE AIRLINES SERVICES LTD personnel apart from being stopped from
continuing duty, shall also be required to undergo a blood test at the company’s
designated medical centre to determine the level of the substance above.
6.2.1.2 Termination of Duty/Employment
A content level of 0.50mg/dl confirmed by the Company’s designated medical centre

shall necessitate the immediate termination of the individual from the Company’s
employment.

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6.2.2 Table 1 - Consequences of Alcohol Abuse or Dependence
TABLE 1
Consequences of Alcohol Abuse or Dependence
System/Category Early Consequences Late Consequences
Liver disease Elevated liver enzyme levels Fatty liver, alcoholic hepatitis,
cirrhosis
Pancreatic disease Acute pancreatitis, chronic

pancreatitis
Cardiovascular disease Hypertension Cardiomyopathy, arrhythmias,

stroke
Gastrointestinal Gastritis, gastroesophageal Esophageal varices, Mallory-

problems reflux disease, diarrhea, Weiss tears
peptic ulcer disease
Neurologic disorders Headaches, blackouts, Alcohol withdrawal syndrome,

peripheral neuropathy seizures, Wernicke's
encephalopathy, dementia,
cerebral atrophy, peripheral
neuropathy, cognitive deficits,
impaired motor functioning
Reproductive system Fetal alcohol effects, fetal Sexual dysfunction,

disorders alcohol syndrome amenorrhea, anovulation, early
menopause, spontaneous
abortion
Cancers Neoplasm of the liver,

neoplasm of the head and
neck, neoplasm of the
pancreas, neoplasm of the
esophagus
Psychiatric comorbidities Depression, anxiety Affective disorders, anxiety

disorders, antisocial
personality
Legal problems Traffic violations, driving Motor vehicle accidents, violent

while intoxicated, public offenses, fires
intoxication
Employment problems Tardiness, sick days, inability Accidents, injury, job loss,
to concentrate, decreased chronic unemployment
competence

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Family problems Family conflict, erratic child Divorce, spouse abuse, child
discipline, neglect of abuse or neglect, loss of child
responsibilities, social custody
isolation
Effects on children Over-responsibility, acting Learning disorders, behavior
out, withdrawal, inability to problems, emotional
concentrate, school disturbance
problems, social isolation
6.3 USE OF PSYCHOACTIVE SUBSTANCES, INCLUDING NARCOTICS, DRUGS
Nig.CARs 1.2.1.8; IS 1.2.1.8; 8.5.1.5
The use of narcotics which have not been prescribed by a medical practitioner is
expressly forbidden at any time.
PRIVATE AIRLINES SERVICES LTD prohibits the exercise of duties while under the
influence of psychoactive substances and prohibits the problematic use of
psychoactive substances. All personnel who are identified as engaging in any kind of
problematic use of psychoactive substances shall be removed from safety-critical
functions.
In the event that a crewmember is convicted in any jurisdiction for a drugs offence.
This will be regarded by PRIVATE AIRLINES SERVICES LTD as gross misconduct
and shall result in dismissal without notice or prior warnings.
A crewmember shall, up to 8 hours before or immediately after acting or attempting to

act as a crewmember, on the request of a law enforcement officer or the Authority,
submit to a test to indicate the presence of narcotic drugs in the blood.
Crewmembers shall be liable to disciplinary action if involved in the import, export,

manufacture, supply or possession of controlled drugs or if drugs are taken, even
though not convicted of a criminal offence. For example, if a crewmember is found in
possession of unlawful drugs when going through Customs but is not prosecuted
disciplinary action by the Company may be initiated.

PART A 6 11-09-2019
PRIVATE AIRLINE
6.4 SLEEPING TABLETS AND OTHER PHARMACEUTICAL PREPARATIONS

(MEDICATION)
6.4.1 Introduction
Many medications may have adverse effects on the nervous system, which may be
more marked in flight than on the ground. As a general rule, if a crewmember finds it
necessary to take, or has been prescribed some form of medication, his fitness to fly
must be suspect and he shall seek aero-medical advice before commencing or
continuing with flying duties.
The following are some of the more widely used medicines, which are normally
considered incompatible with flying.
6.4.1.1 Hypnotic (Sleeping Tablets)
Use of hypnotic must be discouraged. They may dull the senses, cause confusion
and slow reaction times. The duration of effect is variable from person to person and
may be unduly prolonged. The only hypnotic currently recommended is temazepam.
It may be used on an occasional basis only to assist sleep pattern during transient
insomnia due to extraneous factors such as shift work or jet lag. It should be ground
tested first (by taking it on a day when not scheduled to operate the following day) to
ensure no adverse side effects are experienced. The dose should be kept to
minimum. Ideally 10mg is used although 20mg is allowed in exceptional
circumstances. The drug should not be combined with alcohol and at least 12 hours
should elapse from ingestion of the drug to commencement of duty.
6.4.1.2 Antibiotics
Antibiotics such as Penicillin's, Tetracycline's and others may have short term or
delayed side effects, which can affect a crewmember's performance. More
significantly, however, their use usually indicates that a severe infection is present
and thus the effects of this infection will almost always mean that a crewmember is
not fit to fly.
6.4.1.3 Tranquillisers, Anti-depressants and Sedatives
Inability to react due to the use of this group of medicines has been a contributory
cause to fatal aeroplane accidents. As with antibiotics, the underlying condition for
which these medications have been prescribed will almost certainly mean that a
crewmembers' mental state is not compatible with flying duties.
6.4.1.4 Stimulants, Amphetamines, etc
This group of drugs (often called 'pep' pills), used to maintain wakefulness or
suppress appetite, are often habit forming. Susceptibility to these types of drug varies
from one individual to another but all of them may cause dangerous over-confidence.
Over dosage causes headaches, dizziness and mental disturbance. The use of 'pep'
pills while flying is not permitted. Coffee is also used to promote wakefulness but it
should be remembered that excessive coffee drinking has harmful effects including
disturbance of the heart's rhythm.

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6.4.1.5 Anti-Histamines
In a number of fatal accidents in recent years, traces of antihistamines and other

'over the counter' medications have been found during the post-mortem of the pilot.
Whilst it is rarely possible for the pathologist to categorically state that the cause of
the accident was altered judgement caused by such drugs, this possibility remains,
especially when a known side effect is drowsiness or dizziness. All drugs have side
effects i.e. effects other than the one which is desired. Some individuals are affected
more than others: some say they experience no effect, others a marked change.
However, even when individuals report no effect, when tested scientifically an
adverse change in variables such as reaction time and judgement can often be found.
Over the counter drugs are available for a wide range of conditions such as pain
relief, coughs and colds/influenza and diarrhoea. Many have undesirable effects in
crewmembers. Extra care should be taken with herbal medications since the active
ingredients may not be documented (or even known). When medication is taken by
flight crew that can affect judgement e.g. those with drowsiness or dizziness listed as
potential side effects, a suitable period should elapse after the last dose to enable
any effects to dissipate.
6.4.1.6 Melatonin
Melatonin has been marketed as an aid to ease adaptation to time zone changes and
to assist sleep when using on-board rest facilities. Although no clinical trials have
been carried out in the USA upon the use of melatonin, it is known that inappropriate
timing of taking this compound can cause disturbed sleep and undesirable shifts in
circadian rhythms. Because melatonin will cause sleepiness and impair performance
immediately after ingestion, and because the after-effects could be detrimental to
operational efficiency, PRIVATE AIRLINES SERVICES LTD forbids its use less than
12 hours before the start of a flying duty period and during the duty period.
6.4.1.7 Hypertension
Certain drugs for the control of high blood pressure can cause a change in the normal
cardiovascular reflexes and may impair intellectual performance, both of which could
be disastrous when flying. If the level of blood pressure is such that drug therapy is
required, the crewmember must be temporarily grounded and monitored for any side
effects. Any treatment instituted should be discussed with an expert in aviation
medicine.
6.4.1.8 Analgesics
The more potent analgesics may produce a significant impairment of human

performance. If such potent analgesics are required, the pain for which they are
being taken generally indicates a condition which precludes flying.

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6.5 IMMUNISATION
6.5.1 Validity
Inoculations remain valid as follows:
a) Hepatitis A 1 dose - 1 year, 2 doses - 10 years;
a) Yellow Fever 10 years from date of inoculation (but not for first 10 days), or 10
years from date of re-inoculation;
b) Polio 10 years from inoculation;
c) Tetanus 10 years from inoculation;
d) Typhoid 3 years from inoculation.
6.5.2 Precautions
No PRIVATE AIRLINES SERVICES LTD personnel will normally fly as an operating

crewmember within 24 hours of receiving an inoculation.
To minimise possible adverse effects, it is inadvisable to take alcohol within 24 hours

after an inoculation.
6.5.3 Immunisation Requirements
All crewmembers must maintain a valid International Certificate of Vaccination

against the diseases specified by the World Health Organisation, International Health
Regulations for the routes they are operating.
Crewmembers must arrange renewal dates to ensure that Certificates of Vaccination

do not expire during any planned flying duty, if necessary, renewing prior to the
expiry date.
Because of possible adverse effects, immunisations shall be obtained at least 24

hours before operating.
Flight crew are required to make their own renewal arrangements. Proof of all
immunisations must be carried at all times.
Crew should consult with their Medical Advisors with regard to malaria precautions

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6.6 DEEP SEA DIVING AND UNDERWATER SWIMMING
A doctor should be consulted before using aqua-lungs or similar equipment

underwater. Crews have become incapacitated in flight due to decompression
sickness after such activity, and all crew are warned of the dangers of mixing diving
and flying. Crewmembers must not undertake decompression diving less than 24
hours before rostered duty. For dives requiring decompression stops this must be
increased to 48 hours before rostered duty. Crew who have required treatment for
decompression sickness must not fly within 72 hours of recovery and only after
clearance by an aviation or diving physician.
6.7 BLOOD DONATION
PRIVATE AIRLINES SERVICES LTD crewmembers will not donate blood unless a
minimum period of at least four weeks seperates the blood donation and the next
flight duty. However, even then it will be ascertained by a doctor with aviation
knowledge that such blood donation does not cause loss of fitness for flight duty.
6.8 MEALS
6.8.1 Crew Meals in Flight
6.8.1.1 Meals in Flight
All crewmembers must take reasonable steps to minimise the risk of food poisoning.
The Character and severity of the symptoms depends on the nature and dose of
resistance of the patient. Onset may be sudden. Malaise, anorexia, nausea, vomiting,
abdominal cramps, intestinal gurgling, diarrhea, any varying degree of prostration
may be experienced. Severe cases shall be hospitalized. Treatment is mostly
symptomatic and all cases must be seen by a medical doctor.
The Commander must select a different choice of crew meal to other flight crew,
especially where the main course provides for a choice of meat or fish.
No fish, shell-fish or crustaceans shall be served or consumed by flight crew whilst on

duty.
Particular care must be taken to avoid the risk of more than one member of the flight
crew becoming incapacitated from the same source. This also applies when
positioning by air and/or 24 hours before an operating sector.

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6.8.1.2 Meals in the Passenger Cabin
Operating flight crew should normally eat their meals on the Flight Deck. Flight crew
on rest may eat in the passenger cabin using the designated rest seat, or any other
seat if none is provided. Flight crew must not disturb or interfere with the
passenger(s) enjoyment on board and remain discrete when entering the cabin.
6.8.1.3 After Flight

All crew members are advised to take one substantial meal, including an adequate
amount of protein, after flight.
6.8.1.4 Everyday Diet

All crewmembers should know that in hot countries the food shall be less rich in
calories than in cold or temperature zones. They are also advised to consume high
levels of fluid preferably drink plenty of water three to four litres a day in order to
maintain a good hydromineral balance and a sufficient dieresis. To avoid dehydration,
sodium chloride shall be taken (three to five grams per day and up to ten grams in
particular hot and dry countries) unless there is a sodium restriction imposed by the
appropriate authority.
The everyday diet must not be too rich in calories to avoid obesity. Three thousand
calories per day is considered to be reasonable. The proportion between main
components of meals should be well balanced but, large individual variations should
be allowed, protein, carbohydrate, and fats will be approximated as follows:
Protein : 15 percent.
Carbohydrate: 60 per cent
Fat : 25 percent and preferably of vegetable origin.

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6.9 INTRODUCTION TO BODY WEIGHT

Many pilots are distressed when they notice that their own centre of gravity is moving
considerably further forward than it was when they were just learning to fly. The
consequences of pilots reaching a weight they consider gross can be just as
hazardous as trying to fly an aircraft that exceeds its gross weight. When pilots can no
longer see their own “landing gear” because of the tire around their “fuselage”, they look
for medical maintenance personnel or decide to perform their own annual inspection
and maintenance. This guide is simplified manual on weight reduction and fat loss.
Following the manual may improve your airworthiness, add years to your service life,
and dramatically improve your performance.
6.9.1 Definitions
Although “overweight”, “obesity” and the politically correct “gravitationally challenged”
terms are often used interchangeably, medical professionals have separate definitions
for the first two terms. Obesity is a more severe form of overweight and morbid obesity
is the most severe form. Nutritionists point out that someone can be near their ideal
body amount, but have low lean muscle mass and high percentage body fat. Similarly,
a bodybuilder can be “overweight” by standard tables, but have a very low body fat
percentage, a high lean muscle mass and not be “overfat”. For this discussion, the
terms overweight, overfat and obese will refer to measures of ideal body weight and
body mass index. Many other methods of calculating body fat are available including
skin callipers, body circumferences, water immersion, bioelectric impedance and
nuclear imaging to name a few.
6.9.2 Ideal Body Weight
The definitions of obesity and overweight are changing. In the past, ideal body weight
(IBW) was calculated by a formula based on gender. (Some pilots feel, perhaps
correctly, that their ideal Body Weight listed on their pilot’s certificate.) A somewhat
more scientific approach uses a formula derived from insurance company research on
longevity. For men, the formula for IBW allowed 106 pounds for the first 5 feet of
height and 6 pounds per inch above five feet. A 6.2-inch male would have an IBW =
106 lb. (5’) + 84 lb. (14’) = 190 lb. Ten percent leeway on each side of IBW is
considered healthy. In the example, our 6.2’ male could weigh 171 – 209 and still be
considered healthy. The formula for women is 100 lb for the first 5 feet of height and 5
lb. per inch above that height. Individuals are considered “overweight” if they are
greater than 20% over IBW (similar to exceeding the Utility category weight). “Morbid
obesity” is defined as >200% of IBW. Obviously these formulae do not account for the
bodybuilder with 4% body fat or the anorectic young woman with 30% body fat.
6.9.2.1 Body Mass Index
Recently, the classification of obesity and overweight is moving toward the use of
Body Mass Index (BMI), for pilot, think of BMI as similar to C.G. limits on an aircraft
and IBW as Gross Weight limitations. A BMI of 25 – 29.9 is considered overweight
and some experts consider a BMI of 30 or greater obese. A National Institutes of
Health Consensus conference considers obesity to start at a BMI of 27. Morbid
obesity is defined as BMI > 40 kg/m2. The BMI is calculated by using the body weight

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in kilograms divided by the height in meters squared or BMI = kg/(m2). For weight in
kilograms, divide weight in pounds by 2.2. For height in meters, multiply height in
inches by 0.0254.
6.9.3 Health Consequences of Obesity
Obesity has recently been listed as a major independent risk factor for heart disease
and stroke. Previously, it was considered a minor risk factor associated with many of
its other attendant medical problems. Overfat individuals are at significantly increased
risk for diabetes, high blood pressure and elevated cholesterol. Cancers including
breast, colorectal, prostate and endometrial occur in higher rates of obese individuals.
Obesity increases the risk of gallstones and gall bladder disease. Obstructive sleep
apnoea with respiratory problems, daytime sleepiness, heart disease and reduced
mental function, is much higher in obese individuals than those near their ideal body
weight. The extra weight that obese individuals carry leads to increased osteoarthritis
and back pain. Gout and varicose veins are also complications.
Note: Find below PRIVATE AIRLINES SERVICES LTD weight chart for both women and
men, which company personnel should consider as a benchmark of fitness and
applicable weight for various heights.
6.9.4 Weight Chart for Women
Weight in pounds, based on ages 25-59 with the lowest mortality rate
(indoor clothing weighing 3 pounds and shoes with 1'' heels)
Height Small Frame Medium Frame Large Frame
4'10''
102-111 109-121 118-131
49.2
46.3 – 50.3 49.4 – 54.9 53.5 – 59.4
inches
4'11''
103-113 111-123 120-134
49.32
46.7 – 51.3 50.3 – 55.8 54.4 – 60.8
inches
5'0'' 104-115 113-126 122-137

60 inches 47.1 – 52.1 51.2 – 57.1 55.3 – 62.1
5'1''
106-118 115-129 125-140
61.2
48 – 53.5 52.2 – 58.5 56.7- 63.5
inches
5'2''
108-121 118-132 128-143
62.4
49 – 54.9 53.5 – 59.9 58 – 64.9
inches

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5'3''
111-124 121-135 131-147
63.6
50.3 – 56.2 54.9 – 61.2 59.4 – 66.7
inches
5'4''
114-127 124-138 134-151
64.8
51.8 – 57.6 56.2 – 62.6 60.8 – 68.5
inches
5'5'' 117-130 127-141 137-155

66 inches 53 – 59 57.6 – 64 62.1 – 70.3
5'6''
120-133 130-144 140-159
67.2
54.4 – 60.3 59 – 65.3 63.5 – 72.1
inches
5'7''
123-136 133-147 143-163
68.4
55.8 – 61.7 60.3 – 66.7 64.9 – 74
inches
5'8''
126-139 136-150 146-167
69.6
57.1 – 63 61.7 – 68 66.2 – 75.8
inches
5'9''
129-142 139-153 149-170
70.8
58.5 – 64.4 63 – 69.4 67.6 – 77.1
inches
5'10''
132-145 142-156 152-173
61.2
59.9 – 65.8 64.4 – 70.8 69 – 78.5
inches
5'11''
135-148 145-159 155-176
61.32
61.2 – 67.1 65.8 – 72.1 70.3 – 79.8
inches
6'0'' 138-151 148-162 158-179
72 inches 62.6 – 68.5 67.1 – 73.5 71.7 – 81.2
6.9.5 Weight Chart for Men

Weight in pounds, based on ages 25-59 with the lowest mortality rate
(indoor clothing weighing 5 pounds and shoes with 1'' heels).

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Height Small Frame Medium Frame Large Frame
5'2''
128-134 131-141 138-150
62.4
58 – 60.8 59.4 – 64 62.6 – 68
inches
5'3''
130-136 133-143 140-153
63.6
59 – 61.7 60.3 – 64.9 63.5 – 69.4
inches
5'4''
132-138 135-145 142-156
64.8
59.9 – 62.6 61.2 – 67.1 65.3 – 72.6
inches
5'5'' 134-140 137-148 144-160

66 inches 60.8 – 63.5 62.1 – 67.1 65.3 – 72.6
5'6''
136-142 139-151 146-164
67.2
61.7 – 64.4 63 – 68.5 66.2 – 74.4
inches
5'7''
138-145 142-154 149-168
68.4
62.6 – 65.8` 64.4 – 69.9 67.6 – 76.2
inches
5'8''
140-148 145-157 152-172
69.6
63.5 – 67.1 65.8 – 71.2 68.9 – 78
inches
5'9''
142-151 148-160 155-176
70.8
64.4 – 68.5 67.1 – 72.6 70.3 – 79.8
inches
5'10''
144-154 151-163 158-180
61.2
65.3 – 69.8 68.5 – 74 71.7 – 81.6
inches
5'11''
146-157 154-166 161-184
61.32
66.2 – 71.2 69.8 – 75.3 73 – 83.5
inches
6'0'' 149-160 157-170 164-188

72 inches 67.6 – 72.6 71.2 – 77.1 74.4 – 85.3

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6'1''
152-164 160-174 168-192
73.2
69 – 74.4 72.6 – 79 76.2 – 87
inches
6'2''
155-168 164-178 172-197
74.4
70.3 – 76.2 74.4 – 80.7 78 – 89.4
inches
6'3''
158-172 167-182 176-202
75.6
71.7 – 78 75.7 – 82.6 79.8 – 91.6
inches
6'4''
162-176 171-187 181-207
76.8
73.5 – 79.8 77.6 – 84.8 82.1 – 93.9
inches
6.10 SLEEP AND REST
Although the controls on Flight and Duty Periods are intended to ensure that
adequate opportunities are provided for crewmembers to obtain rest and sleep,
individuals should ensure that proper advantage is taken of such opportunities. A
crewmember shall not perform duties on an PRIVATE AIRLINES SERVICES LTD
aeroplane if he knows or suspects that he is suffering from fatigue, or feels unfit to
the extent that the flight may be endangered.
A crewmember with any doubt about his fitness to accomplish his assigned duties, or
who knows or suspects that he is suffering from fatigue, or feels unfit to the extent
that the flight might be endangered, for any reason, must seek advice from a doctor
and must not operate.
6.10.1 Rest, Sleep-Leisure Physical Activities
To an extent, most crewmembers lead a relatively unbalanced life in that their duty
hours of duty are not regular. It is essential that the flight crew make the necessary
adjustment. In connection to this, after travelling through several time zones the
problem of physiological or circadian rhythm may arise. For short stops abroad it is
advisable to follow, as much as possible, the domestic circadian rhythm. PRIVATE
AIRLINES SERVICES LTD recommends and will encourage that east and west bound
flights be altered in a convenient manner with regards to the duty schedules of the
crews. The majority of flying personnel have learned to make the proper adjustment in
their mode of living so that circadian rhythm does not bring about any serious
problem.
It is desirable to explain the above facts to crewmembers so that they can take the
necessary steps to adjust themselves to their jobs. The following procedures are
recommended:

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6.10.2 On Duty
A healthy and hygienic way of living is necessary with respect to meal hours and diet
as well as the general condition of life during lay-over – Night away from base
(housing, sleeping time), avoiding unnecessary entertainment or strain. In the event
that certain lay-over between flights involve a few hours stay and peaceful rest areas
where the crewmembers will be able to relax and recuperate and also perform some
form of physical exercise will be provided. In hot countries, air conditioned rooms are
advisable. Insecticides against mosquitoes and flies should be available in the crew
quarters.
6.10.3 At Home Station
On return to their home base it is necessary that the crews themselves adapt as
quickly and easily back into the routine of family and home life. For some it might be a
problem of having too many hours of leisure. However, idleness must be avoided.
Proper “off duty activities” are essential, which can take the form of hobbies or sports.
The maintenance of physical fitness through exercise is essential. Studies have
proved that physical fitness as the result of physical activity is conducive to longevity
and assist in guarding against coronary disease. Mental activity is also necessary.
Flight personnel must maintain a good psychological balance and avoid worries and
emotional strain.
6.11 SURGICAL OPERATIONS/ANAESTHETICS
Aero-medical advice should be sought prior to returning to flying duties following any
surgical procedure.
Following local and general dental and other anaesthetics, a period of time should
elapse before return to flying. The period will vary considerably from individual to
individual but a crewmember should not be scheduled to operate to fly for at least 24
hours after a local anaesthetic and for 72 hours after a general anaesthetic.
6.12 FITNESS
No individual shall act as a member of the flight crew of an PRIVATE AIRLINES

SERVICES LTD aeroplane if he/she knows or suspects that he/she is suffering from
fatigue, or feels unfit to the extent that the flight may be endangered, or if applicable
medical requirements are not fulfilled, or if he/she is in any doubt of being able to
accomplish his/her assigned duties.
6.13 WEARING OF SPECTACLES
Nig. CARs 2.11.2.6(42)
If worn, spectacles or contact lenses are required to meet visual standards. These
must be worn at all times when on operational duty and an extra pair must be carried
and readily available.
When using contact lenses as long as the lenses are monofocal and non-tinted, well
tolerated and another pair is made readily available when on duty.

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6.13.1 Near Vision Correction

Where the only correction necessary is for reading, pilots shall never use full lens
spectacles while flying – because the pilot’s task requires frequent changes from near
to distant vision and the latter is blurred by reading glasses. Half-moon spectacles or
lower segment lenses with a neutral upper segment should be used in these
circumstances.
6.13.1.1 Near and Distant Vision Correction
Where correction for both near and distant vision is required, bifocal lenses are
essential and pilots shall discuss with their medical examiner the shape and size most
suitable for each segment. Where triple correction is necessary for reading, the
instrument panel range and distant vision, then specialist advice is required.
6.13.2 Aviation Medical Examinations- Nig. CARs 2.11.1.4
(a) PASL pilot applying for licences or ratings for which medical fitness is
prescribed shall sign and furnish to the AAME a declaration stating whether they
have previously undergone such an examination and, if so, the date, place and
result of the last examination. They shall indicate to the AAME whether a
Medical Assessment has previously been refused, revoked or suspended and, if
so, the reason for such refusal, revocation or suspension.
(b) The crew applying for a medical certificate shall provide the AAME with a
personally certified statement of medical facts concerning personal, familial and
hereditary history.
(c) The crew applying for a medical certificate shall produce proof of identification.
(d) The crew applying shall be made aware of the necessity for giving a statement
that is as complete and accurate as the applicant’s knowledge permits, and any
false declaration to an AAME made by an applicant for a licence or rating shall
be reported to the Authority for such action as may be considered appropriate.
(e) The crew applying shall complete the appropriate application form.

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6.14 INJURY OR ILLNESS - Nig.CARs 2.11.1.6, 2.11.1.7
6.14.1 Flight Crew Compliance with Statutory Requirements
a) A person shall not be entitled and not be scheduled to operate to act as a member
of the flight crew of an aeroplane registered in Nigeria if they know or suspect that
their physical or mental condition renders them temporarily or permanently unfit to
perform such functions or act in such a capacity;
b) The above refers to every holder of a licence who:
i) Suffers any personal injury involving incapacity to undertake their functions as

a member of the flight crew;
ii) Suffers any illness involving incapacity to undertake those functions throughout
a period of 20 days or more and shall notify the NCAA at the end of the 20 day
period.
6.14.2 Pregnancy
A pregnant flight crewmember must notify the Flight Operations Department and
consult an authorised Aero Medical Examiner immediately upon becoming aware of
such pregnancy. Certification of "unfit to fly" shall be in writing from the attending
physician and shall indicate the expected date of delivery. Upon receipt of such
notice, the flight crewmember shall be removed from flying duties.
6.14.3 Extended Illness
A flight crewmember that has been ill for a period of more than seven days must be
certified fit by a Company approved doctor before resuming flying duties.
The DFO must be informed when any restrictive qualification is applied to the licence
or the license is declined for whatsoever reason.
6.14.4 Sick Leave
PRIVATE AIRLINES SERVICES LTD Crewmembers must personally notify

Operations Control when they become unfit for duty and also when they become fit
again. Notifying Operations Control of the end of sick leave must be done on the first
day that the individual becomes fit. Sickness records cannot be adjusted
retrospectively to show that the individual became fit on an earlier date, it is not
sufficient to wait until the day of the next rostered duty.
6.14.5 Injury or Illness Away From Base
All crewmembers operating away from their home base must advise Operations
Control in the event of injury or illness.
6.14.6 Injury or Illness to Crew On Board the Aeroplane
6.14.6.1 Recording of Illness and Injuries
After any accident or medical incident in flight, the following must be completed, if
applicable:
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a) Section on the General Declaration must be amended;
b) Incident Form giving all relevant details, including name (if passengers are
involved);
c) ASR;
d) If the medical kit has been used, an entry into the Technical Log must be made.
Every case of injury or illness shall be given all possible assistance immediately, and
medical assistance shall be called if necessary.
6.14.6.2 Medical Emergencies
A Medical Emergency is defined as any situation where the medical condition of a

passenger or crewmember is, or has the potential to be, life threatening and requires
immediate medical care.
First Aid is the immediate care given to a person who has been injured or suddenly
taken ill, before qualified medical help is available.
As part of the role of cabin crew, they may be called upon to deal with an actual or
potential life-threatening emergency, sometimes several kilometers away from
specialist medical help. It has been shown that effective immediate care can make a
great difference to the ill passenger's comfort or survival, however, despite
crewmember best efforts some casualties may not respond to treatment as certain
conditions can inevitably lead to demise even in the best medical hands.
Some immediate care situations can seem very unpleasant and the crewmember
may feel an inability to cope. This is a common and natural feeling. By following the
immediate care training it will enhance the crewmember confidence and help him/her
to deal with and control the situation. Specific duties and first aid information and
procedures are described in the CCSEP Manual.
6.14.6..2.1 Principles of Immediate Care
a) Assess the situation;
b) Do no further harm;
c) Stabilise airway breathing and circulation;
d) Give treatment within the scope of the crewmember skill level;
e) Refer to medical help.

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6.14.6.2.2 Roles and Responsibilities
The health & safety roles and responsibilities of cabin crew are continuously evolving,
as medical incidents on-board aircrafts are on the increase. If the crewmember
agrees to provide assistance to their colleagues or passengers, it is important that the
assistance provided is appropriate and safe. Cabin crew must understand their role
as an immediate care provider.
This includes:
a) Looking after their own and their colleagues' safety;
b) Providing basic casualty assessment and care;
c) Knowing and maintaining the contents of medical equipment and kits;
d) Liaising with medical experts;
e) Complete appropriate records and reports.
6.14.6.2.3 Professional Medical Assistance
When the assistance of professional medical help is sought during a flight, all
reasonable steps must be taken to verify the professional status of the volunteer
Having acquired professional help the overall responsibility still remains with the
crew, although by implication the volunteer accepts responsibility for their
professional actions. The Commander can overrule any decisions or suggestions
made by the volunteer.
Like the crew, the volunteer must not act or be expected to act outside the bounds of
their competence.
6.14.6.2.4 Medical Situation Decision Making
Whether professional medical advice is available one of the following decisions must
be reached:
a) The situation is satisfactorily resolved;
b) The situation is containable with available resources, but further medical

assistance will be required on the scheduled landing;
c) Professional help is required urgently and should be sought as quickly as possible.

A diversion and unscheduled landing is necessary.
It is the responsibility of the cabin crew to keep the Commander informed at all times.
The Commander will have to make a decision based on the information provided by
the cabin crew and any medical help obtained.

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6.14.6.2.5 Cabin crew Duties - Medical Drill
a) 1st CABIN CREW MEMBER
i) On finding a medical situation, starts to deal with it and call for assistance either
verbally or by pressing the call bell three times
b) 2nd CABIN CREW MEMBER
i) Get the assistance of the third crew member and inform them of the
nature/severity
and location of the incident
ii) Obtains appropriate medical equipment and returns to the scene to assist
c) 3rd CABIN CREW MEMBER
i) Informs the Commander of the incident as quickly as possible
ii) If necessary makes a Public Address for a Doctor, nurse or paramedic
If not already involved in one of the three roles, the SCCM must attend the scene,
check all necessary action is being taken, confirm a satisfactory outcome or decide
on further action as necessary the liaising with the Commander.

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6.14.6.2.6 Flight Crew Member Functions and Actions

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6.14.6.3 Medical Diversions
Operations Control must be pre-warned of a diversion for medical reasons to enable
them to:
a) Contact the planned arrival station;

b) Contact the intended diversion station, with reasons for diversion;
c) Request approval to off-load casualty and travelling companions with baggage;
d) Request approval for a 'fuel and go' (i.e. minimum customs and immigration
involvement);
e) Contact an appropriate GHA.
6.14.6.4 Medical Assistance Required on Landing
When medical assistance is required on arrival, declare a PAN giving ATC the
reason as medical emergency.
Immediately after issuing the PAN, the following details should be passed to the
GHA so that ground personnel and equipment may meet the aeroplane on arrival
and Customs, Immigration and the Port Health Authority is informed, if required:
a) Full name and status of the individual;
b) Symptoms and diagnosis if known;
c) If an ambulance is required;
d) Whether a stretcher or sitting case;
e) Any special requirements, e.g. oxygen.
The casualty will normally be conveyed to the nearest hospital.
Note 1: Declaring a medical emergency will ensure that medically qualified
personnel meet the aeroplane.
Note 2: A medical emergency can be downgraded if the casualty improves.
When an ambulance has been requested to attend an aeroplane, passengers

should be asked to remain seated until the ambulance crew have been able to
reach/attend the ill or injured person.

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6.15 HYPOXIA (LACK OF ADEQUATE OXYGEN) IN FLIGHT
Nig.CARs 2.3.2.8
6.15.1 High Altitude Aeroplane Endorsement
All Commanders of PRIVATE AIRLINES SERVICES LTD aeroplanes shall:
a) Receive and log ground training from an authorised Instructor and have received
an endorsement in the logbook from the Instructor certifying the person has
satisfactorily accomplished ground training in:
i) High Altitude aerodynamics and meteorology;
ii) Respiration;
iii) Effect, symptoms, and causes of hypoxia and any other high altitude sickness;
iv) Causes and effects of gas expansion and gas bubble formation;
v) Physical phenomena and incidents of decompression, and any other

physiological aspects of high altitude flight.
b) Receive and log ground training from an authorised Instructor and have received
an endorsement in the logbook from the Instructor certifying the person has
satisfactorily accomplished flight training in an aeroplane or a representative flight
simulator in:
i) Normal cruise flight while operating above 25,000ft MSL;
ii) Proper emergency procedures for simulate rapid decompression without

actually depressurising the aeroplane;
iii) Emergency descent procedures.
6.15.2 Breathing Air at Altitude

The intensity of the hypoxia induced while breathing air varies with the altitude, the
duration of the exposure and the rate of ascent. The other major factor affecting the
intensity of hypoxia at altitude is the degree of physical exercise as exercise
markedly intensifies the effects of a given degree of hypoxia. Finally, there is
considerable individual variability in the symptoms and effects of hypoxia. Generally,
the higher the altitude, the more marked the symptoms. Rapid rates of ascent,
however, allow higher altitudes to be reached before severe symptoms occur. In
these circumstances, unconsciousness may occur before any or many of the
symptoms of hypoxia appear.

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6.15.3 Effects of Slow Ascent to Altitude
a)Flight Levels up to FL100:
Seated individuals (unless carrying out heavy exercise) have few symptoms,
apart from some loss of night vision. Their ability to perform most complex tasks
will be unimpaired. However, the speed with which they can react to novel
conditions can be shown in the laboratory to be impaired at an altitude of only
8000ft. The marginal impairment of performance produced in normal healthy
individuals, by breathing air at altitudes up to 10,000ft, is considered acceptable.
b)Flight Levels between FL100 and FL150:

Resting individuals have little or nothing in the way of symptoms but their ability to
perform skilled tasks such as aeroplane control and navigation is impaired; the
impairment increasing with altitude above 10,000ft. Individuals are frequently
unaware of the hypoxia or of the impairment of performance which it produces.
Indeed, they may well believe that they are performing better than usual. Physical
exercise, particularly at altitudes above 12,000ft, frequently produces mild
symptoms, especially breathlessness. Exposure to these altitudes for longer than
10-20 minutes often induces a severe headache.
c) Flight Levels between FL150 and FL200:

Above 15,000ft, symptoms of hypoxia occur even in individuals at rest. There is
marked impairment of performance, even of simple tasks, together with a loss of
critical judgement and willpower. Thinking is slowed; there is an impairment of
muscular coordination and marked changes in the emotional state. Individuals
may become pugnacious or morose, or may become physically violent. Again,
they usually have no insight into their condition, an effect which makes hypoxia
such a potentially dangerous hazard in aviation. Individuals frequently feel light-
headed with a tingling in the lips and limbs. Physical exertion greatly increases
the severity of all the effects. It often causes unconsciousness.
d) Flight Levels above FL200:
Breathing air at altitudes above 20,000ft results in severe symptoms even in

individuals at rest. Mental performance and comprehension decline rapidly and
unconsciousness occurs with little warning. In individuals seated at rest, the time
between cessation of supplemental oxygen and serious impairment of
consciousness is 10-15 minutes at 20,000ft, 217-6 minutes at 25,000ft, 1% - 3
minutes at 30,000ft. Any exertion at altitudes above 20,000ft rapidly produces loss
of consciousness.
6.15.4 Effects of Rapid Decompression
The severity and rate of onset of hypoxia when it is induced by a sudden failure of the
cabin pressure of an aeroplane (i.e. if the time of decompression to above an altitude
of 20,000ft is less than 1.5 minutes) is considerably greater than if the hypoxia is
induced by cessation of supplemental oxygen at the same altitude. Thus serious
impairment of performance will occur within 1.5 minutes following a rapid
decompression whilst breathing air to 25,000ft. Oxygen breathing must be
commenced within a few seconds of the beginning of a rapid decompression at
altitudes between 15,000ft to 30,000ft if no impairment of performance due to hypoxia
is to occur. Rapid decompression to altitudes above 30,000ft will result in transient

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impairment of performance even if 100% oxygen is breathed as the decompression

commences.
6.15.5 Use of Oxygen
Hypoxia induced by breathing air (21% oxygen) at altitude is combated by increasing

the concentration of oxygen in the gas breathed. Breathing 42% oxygen at 18,000ft
(0.5 atmosphere) maintains the partial pressure of oxygen in the lung gas and the
oxygen supply to the tissues at the same levels as produced by breathing air at
ground level. The limit to the enrichment with oxygen comes when the gas is 100%
oxygen. Breathing 100% oxygen at 34,000ft is equivalent to breathing air at ground
level, whilst breathing 100% oxygen at 40,000ft is equivalent to breathing air at an
altitude of 8000 to 10,000ft. Some form of positive pressure breathing or a pressure
suit is required to prevent significant hypoxia above 40,000ft even when breathing
100% oxygen.
6.16 MEDICAL ASPECTS AND FIRST AID TRAINING

Nig. CARs 7.9.1.12; IS: 9.3.1.3
All PRIVATE AIRLINES SERVICES LTD aeroplanes are equipped with a First Aid
Kit. As a minimum, subjects within the scope of aviation medicine and first aid training
for cabin crew include:
a) Life-threatening medical emergencies, which include:
i) Asthma;
ii) Choking;
iii) Heart attacks;
iv) Stress reactions and allergic reactions;
v) Shock;
vi) Stroke;
vii)Epilepsy;
vi) Diabetes;
vi) Air sickness;
vii)Hyperventilation;
viii)Gastro-intestinal disturbances; and
ix) Emergency childbirth.
b) Cardiopulmonary resuscitation (CPR);

c) Treatment of injuries;

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d) Treatment of illnesses and diseases;

e) First-aid medical equipment and supplies;
f) Practical cardio-pulmonary resuscitation by each cabin crewmember (CPR) having
regard to the aeroplane environment and using a specifically designed dummy;
g) Basic first aid and survival training including care of:
i) The unconscious;
ii) Burns;
iii) Wounds; and
iv) Fractures and soft tissue injuries.
h) Travel health and hygiene including:
i) The risk of contact with infectious diseases especially when operating into
tropical and sub-tropical areas. Reporting of infectious diseases, protection
from infection and avoidance of water-borne and food-borne illness. Training
shall include the means to reduce such risks;
ii) Hygiene on board;
iii) Death on board;
iv) Handling of clinical waste;
v) Aeroplane disinfection; and
vi) Alertness management, physiological effects of fatigue, sleep physiology,
circadian rhythm and time zone changes.
The use of appropriate aeroplane equipment including first aid kits, emergency
medical kits, first aid oxygen and emergency medical equipment.

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6.17 COSMIC RADIATION

Crew Scheduling liaising with the FOM shall take account of the in-flight exposure to
cosmic radiation of all crewmembers while on duty (including positioning) and shall take the
following measures for those crew liable to be subjected to exposure of more than 1
millisievert (mSv) per year.
 Assess their exposure
 Take into account assessed exposure when organising working schedules with a view
to reducing the doses of highly exposed crewmembers.
 Inform the crewmembers concerned of the health risks their work involves.
 Ensure that the working schedules for female crewmembers, once they have notified
the company that they are pregnant, keep the equivalent dose to the foetus as low as
can reasonably be achieved and in any case shall ensure that the dose not exceed 1
mSv for the remainder of the pregnancy.
 Ensure that individual records are kept for those crewmembers who are liable to high
exposure. These exposures are to be notified to the individual on an annual basis, and
also upon leaving the company.
6.17.1 Assessment of Cosmic Radiation
Assessment of exposure level can be made by the method described below or other methods
acceptable to the Authority.
TABLE 6/1
Assessment of Exposure Level
Altitude (feet) Altitude (km) Hours at latitude Hours at equator

60oN
27,000 8.23 630 1330
30,000 9.14 440 980
33,000 10.06 320 750
36,000 10.97 250 600
39,000 11.89 200 490
42,000 12.80 160 420
45,000 13.72 140 380

48,000 14.63 120 350
 Table 1, published above for illustration purposes, is based on the CAR 1-3 computer
program; and may be superseded by updated versions, as approved by the Authority.

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The uncertainty on these estimates is about + 20%. A conservative conversion factor

of 0.8 has been used to convert ambient dose equivalent to effective dose.
Doses from cosmic radiation vary greatly with altitude and also with latitude and with
the phase of the solar cycle. Table 1 gives an estimate of the number of flying hours at
various altitudes in which a dose of 1 mSv would be accumulated for flights at 60oN and
at the equator. Cosmic radiation dose rates change reasonably slowly with time at
altitudes used by conventional jet aircraft. Table 1 can further be used to identify
circumstances in which it is unlikely that an annual dosage level of 1 mSv would be
exceeded. If flights are limited to heights of less than 8 km (27,000 ft), it is unlikely that
an annual dose will exceed 1 mSv. No further controls are necessary for crewmembers
whose annual dose can be shown to be less than 1 mSv.
 Computer program CAR 1-6 developed at the FAA Civil Aerospace Medical Institute
(CAMI) |11| can also be used to calculate the effective dose of galactic cosmic radiation
received by crewmembers flying an approximate great - circle route (the shortest
distance) between two airports. For a pregnant crewmember, the effective dose is a
reliable estimate of the equivalent dose received by the concepts. An interactive Web
Version of CAR 1-6 can be run, at no charge, at the Radiobiology Research Team Web
Site. http://www.cami.jccbi.gov/aam-600/610/600radio.html
Also, there are two versions of the CAR 1 program that can be downloaded from the same
site, CAR 1-6 and CAR 1-6M. The downloadable version of CAR 1-6 is more sophisticated
than the interactive Web version. Both assume a great-circle route between origin and
destination airports, but the downloadable version allows the user to enter, store, and
process multiple flight profiles, and to calculate dose rates at user-specified locations in the
atmosphere. CAR 1-6M allows the user to specify the flight path by entering the altitudes and
geographic co-ordinates of waypoints.
6.17.2 Working Schedules and Record Keeping
Where in-flight exposure of crewmembers to cosmic radiation is likely to exceed 1 mSv per
year, the FOM liaising with crew scheduling will arrange working schedules, where practicable,
to keep exposure below 6 mSv per year. For the purpose of this regulation crewmembers who
are likely to be exposed to more than 6 mSv per year are considered highly exposed and
individual records of exposure to cosmic radiation shall be kept for each crewmember
concerned.

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6.17.3 Explanatory Information

6.17.3.1 Introduction
The radiation crewmembers receive comes either from outer space (constant intensity) or from
the sun (intensity increasing with solar flare activity). In the first case it is produced when
primary photons and particles from outside the solar system interact with components of the
earth’s atmosphere. In the second place, we have the release of charged particles. The most
harmful are neutrons, protons and gamma radiation; white ultra violet (UV) radiation is
insignificant in this context. During the period of high sun activity, the likelihood of solar flares
is higher. These flares create an increased flux of charged particles radiation. This flux is
nevertheless compensated by the reduction of galactic radiation during this sun activity period,
so that the total intensity of cosmic radiation remains reasonably constant. Cosmic radiation
follows an 11- year cycle, with the intensity being inversely related to solar activity. The last
solar maximum was in 1991. Maximum variation is some 20%.
Natural protection from cosmic radiation is provided by the geomagnetic field and the
attenuating effects of the earth’s atmosphere. The level of cosmic radiation depends to some
extent on the geographical position, but essentially on the altitude above the ground level; the
maximum radiation level occurs at about 20,000m.
Polar Regions have greater radiation intensity and exposure is more important at higher
altitudes.
The biological effect evidently also depends upon the length of time of exposure. The effect on
biological tissue or body cells depends not only on the total dose but also on the components
of the radiation field.
The standard unit of radioactivity is the Becquerel, which is defined as the decay of one
nucleus per second. The practical interest is in the biological effect of radiation dose, and the
dose equivalent is measured in Sieverts (µSv) per hour or milliseverts (mSv) per year (1 mSv =
1000 µSv = 10-3 J/kg).
It is worth noting that natural radiation occurs also at ground level. For example, in parts of
Cornwall (UK) the natural radiation level is at about 6 mSv per year and in most of Finland 8
mSv per year. Similar levels are reached in Denver and other parts of Colorado (U.S.A.)
6.17.3.2 Exposure Levels Encountered During Flight
In the advisory circular No 120-52 |7|, the US Federal Aviation Administration (FAA) pub-lished
estimates of cosmic ray exposures for crewmembers on various subsonic flights. Doses in the
range of 0.2 mVs to 9.1 mSv per year were estimated with most of the higher dose on long
haul routes at altitudes up to 41,000 ft.
Airlines and independent research organisations have performed in-flight measurement of
cosmic radiation |3|.|6|.|9|. According to British Airways (1999) the results from all the
participating airlines and research bodies are consistent, showing average annual exposure
rates of about 4 to 5 mSv per year for long haul crew. It shall be noted that these results
include measurements taken on Concorde, whose received dose rate is higher than that of
subsonic aircraft because of his higher cruising altitude.

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6.17.3.3 Impact of Radiation on Health

The French DGAC and the IPSN (Institut de la Protection et de la Sûreté Nucleaire) state that
no study as of today showed any measurable effect of radiation levels on crew health
sustained in flight. Levels where radiation effects would start to be measurable are estimated
to be around 120-150 mSv per year. With regard to flight crew mortality independent analysis
and British Airways pension scheme data and of British Airways own data for the period
between 1950 and 1992 shows an increased life expectancy for pilots of between 3 and 5
years when compared to the general population. Death rates from heart disease, and all
cancers combined were considerably less than for the population of England and Wales.
Although rare, death from melanoma (which is directly associated with sun exposure) was the
only cause of cancer in excess. Cancers such as leukaemia, which may be linked to radiation
exposure, was lower within the British Airways pilot population.
As far as the risk of developing cancer induced by radiation exposure is concerned, it has been
calculated that an accumulated dose of 5 mSv per year for 20 years increases the risk of
developing cancer from 23% (in the general population) to 23.4% i.e. a 0.4% increase in risk
over 20 years. Compared with all the other risks encountered during working life, this is very
low |10|.
6.17.3.4 Requirements and Legal Issues
 International Commission on Radiological Protection (ICRP) |2|

In 1991 the ICRP recommended an occupational exposure limit of 20 mSv per year for
exposure of crew to cosmic radiation in jet aircraft.
 EURATOM COUNCIL Directive 96/29 |1|

Article 9 § 1 defines the dose limits of ionising radiation for exposed workers as follows:
“The limit on effective dose for exposed workers shall be 100 mSv in a consecutive
five-year period, subject to a maximum effective dose of 50 mSv in any single year.
Member States may decide an annual amount”.
Particular attention must be paid to Article 42, which specifically refers to the protection
of air crew. Article 42 stipulates:
“Protection of air crew:
Each member state shall make arrangements for undertakings operating aircraft to take
account of exposure to cosmic radiation of air crew who are liable to be subject to
exposure to more than I mSv per year. The undertakings shall take appropriate
measures, in particular:
 To assess the exposure of the crew concerned,
 To take into account the assessed exposure when organising working schedules with a
view to reducing the doses of highly exposed aircrew,
 To inform the workers concerned of the health risk their work involves,

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 To apply Article 10 (Art. 10 refers to special protection during pregnancy and

breastfeeding) to female aircrew”
 ICAO and Nig. NCARs – Nig NCARs 8.10.1.49

ICAO and JAR OPS rules require that aircraft intended to be operated above 49,000 ft
have to be equipped with an instrument to measure and indicate (visible for the flight crew)
continuously the radiation dose equipment.
Nig. NCARs also requires that operators take account of the in-flight exposure to cosmic
radiation of all crewmembers while on duty and take appropriate measures for those crew
liable to be subjected to exposure of more than 1 millisievert (mSv) per year.
6.17.3.5 Conclusions/Recommendation
Estimates and in-service measurements, which are the result of extensive scientific
studies and airline experience, show that during flight in commercial jet aircraft the level
of exposure to cosmic radiation for flight crews is well below the values specified in
existing legislation or guidelines. There are no specific airworthiness requirements
related to cosmic radiation that would apply to PASL aircraft.
The level of exposure being a function of flight routes and duty times, airlines may have
to consider specific measures to minimise the exposure level of their aircrew personnel,
considering the applicable legislation. Particular measures apply for airlines from the
member states of the European Union according to the EURATOM Council Directive
96/29, Art. 42. Recommendations for crewmember training and information on in-flight
radiation exposure have been published by the FAA in the Advisory Circular 120-61 |8|.
 References
1) Council Directive 96/29/Euratom of 13 May 1996 laying down safety standards for the
protection of the health of workers and the general public against the dangers arising
from ionising radiation. Official Journal No. L 159, 29/06/1996 P, 0001 - 0114. (Note:
The document can be consulted on the internet
http://www.europa.eu.int/eur/ex/enlif/dat/1996/en_396L0029.html).
2) International Commission on Radiological Protection, 1990 Recommendations of the
ICRP, ICRP Publication 60, Oxford: Pergamon Press, 1991.
3) G. Reitz, Radiation Environment in the stratosphere, in Proc. Of a Workshop on

Radiation Exposure of Civil Aircrew, Luxembourg, June 25-27, 1991.
4) ICAO annex 6 (paragraph 6.12)
5) JAR OPS 1.390 and 1.680
6) K.B. Show, Radiological Surveillance Considerations for Civil Aircraft, Radiation Protection
Dosimetry, Nuclear Technology Publishing, Vol. 48 No 1 pp 125-127, 1993.

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7) US Department of Transportation, Federal Administration Advisory Circular, Radiation

Exposure of Air Carrier Crew Members, AC No 120-52, Washington; FAA 1990;
8) US Department of Transportation, Federal Administration Advisory Circular, Crewmember
Training on in-flight Radiation Exposure, AC 120-61, Washington; FAA, 1994.
9) Strahlendbelastung bei Langstreckenflugen, Medicine World Wide, Aktiengeselschaft zur
Darstellung von Medizin und Gesundheit im internet, May, 2000 (published on the Internet
http://www.medicine-worldwide.de/strahlendmedizine/langfluege.html).
10) Flight Deck, issue 32, Autumn 1999, Cosmic Radiation effects by Dr. M. Bagshaw.
11) Civil Aerospace Medical Institute of FAA (Internet site http://www.cami.jccbi.gov).
6.17.3.6 Solar Radiation Alert Regions (Table 6/2)
SOLAR RADIATION ALERT REGIONS

(Alert regions in orange)
90
80
North
70
60
Geographic Latitude (degrees)
50
40
30
20
10
0
10
20
30
40
50
60
South
70
80
90
180 150 120 90 60 30 0 30 60 90 120 150 180
West East
Geographic Longitude (degrees)
6.18 TROPICAL MEDICINE

6.18.1 Tropical Climate
Two types of climate can be expected in the tropical zone:

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 The dry desert climate with high day temperatures and very cold nights.
 The humid hot climate with both day and night high temperatures and humidity around
90%.
These very hot and humid conditions can be very tiring and tend to reduce working
intensity. When the surrounding temperatures are higher than those of the body, the
defence mechanism of the body gives off heat in the form of perspiration. Heavy
perspiration shall be compensated with increase intake of liquid and salt intake.
It is important to protect oneself from:
 Ultraviolet radiation of the sun: This is the radiation that causes sunburn or snow
blindness. Protection against ultraviolet radiation is best achieved by limiting
sunbathing to short periods, by the use barrier creams and lotions and by the use of
reliable sunglasses.
 Infrared radiation: This is the radiation that causes “sun-stroke” and can be guarded
against by the use of light coloured headwear.
Crewmembers must be careful of alcoholic intake. Siesta during the hot hours of midday is
recommended.
6.18.2 Hygiene
Particular care can be taken regarding hygiene in hot countries.
 Drinking Water
Supply of pure drinking water is an exception in tropical and sub-tropical areas. Water from
the tap must be regarded as infected, even when it is merely used for brushing the teeth. A
guiding principle should be not to drink any water that is not purified by boiling, filtration or
by chemical disinfecting (chlorinating). The common infections dealing with water are
typhoid fever, paratyphoid fever, and dysentery.
 Milk
Unboiled milk can be a source of infection.
 Recommended Drinks
Boiled drinks and beverages in bottles or cans. Crewmembers are advised to ensure that
the bottles are opened in their presence.
 Ice
Ice is must often contaminated. Crewmembers are advised not to use ice in their drink.
 Fruit

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Crewmembers are to avoid fruit without peel. Fruits that are considered safe are: oranges,
bananas, mangoes, pineapples, etc. fruits must be washed before peeling and grapes
should be washed before eating.
.
 Salads and Raw Vegetables

Crewmembers eating salads or raw vegetables run the risk of worm infestation or of
contracting amoebic dysentery.
 Meats
Crewmembers should eat only fresh meat that has been freshly cooked. They are advised
to avoid raw or cold meats.
 Fish
Crewmembers should eat only fresh fish freshly cooked. They should avoid shellfish especially
oysters.
 Bathing
Crewmembers should use only purified pools or open sea. Fungus diseases are common
in hot humid climates. They are advised when bathing, to plug their ears with cotton wool
to prevent fungus infection of ear canal. They should also consider wearing shoes at
poolside to avoid fungus infection of their feet.
6.18.3 TROPICAL DISEASES
Tropical diseases are not confined entirely to the tropics, but can also occur almost
anywhere. However, their incidence and frequency are influenced by local factors.
Tropical diseases are mainly transmitted in the following ways:
 Through insect stings and bites.
 Through healthy skin by other parasites
 Through food and drink
 From the ground
 Person to person
The following insects transmit disease:
 Mosquitoes transmit Malaria, Yellow Fever, Dengue Fever and Sand fly Fever
 Tsetse Fly (Central Africa) transmit sleeping sickness
 Lice transmit Typhus, relapsing fever, spotted fever

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 Rat Fleas transmit Plague

Protective measure against insects:
Sleeping quarters should be free of insects. Mosquito net should be used over beds. The
Nets should be taut and should not come in contact with the body. The use of insecticide is
also recommended. The skin should be protected by using insect repellent.
The following diseases are contracted through the skin.
 Bilharzias: Aquatic snails act as intermediaries. The larvae of worms pass from such
snails into the water and on contact with the skin into the human body.
 Well’s Disease: The germs of this disease are excreted in rat’s urine. They can
penetrate the skin of bathers.
 Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters, in
shallow rivers and lakes and hardly ever in Seawater.
Protective measures to avoid contagion through the skin:
Avoid inland water. Bathe only in pools with purified water or in the sea. Use cotton wool
earplugs. Wear shoes when walking around the pool.
6.18.4 Main Tropical Diseases
(1) Amoebiasis (amoebic dysentery)
Causative Parasite
Amoebiasis is due to the ingestion of a unicellular parasite, the Entamoeba Histolytica.
This is followed by an infection of the intestinal tract.
Distribution
Although most prevalent as an endemic disease of tropical and sub-tropical countries,
insanitary disposal of excreta and primitive methods of water purification may result in its
introduction into temperate zones.
Source of Infection
Water polluted by infected faeces is the commonest source of infection, hence the
prophylactic importance of safe drinking water. Other sources of infection are: foods grown on
soils manured by infected excreta, flies and food handlers.
Clinical Features
Clinically the disease is characterised by an insidious onset, frequently febrile relapses and a
tendency to chronically. Diarrhoea is the outstanding symptom, but it may be absent. There is
abdominal pain with blood and mucus in the stools.
Complications
 Inflammation of the liver
 Liver abscesses
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 Inflammation of the gall bladder and the bile ducts

Treatment
Consists of rest, diet and a course of therapy, which varies with the type of case.
Prophylaxis
No vaccination or inoculation is available, nor is there any chemical prophylaxis such as is
used to prevent Malaria. General hygiene measures are highly required.
(2) Malaria
Transmission
Infection takes place through the bite of an infected anopheles mosquito and transmission of
the parasite into the human blood stream.
Geographical Distribution
Variable, there would be need to consult the approved hospital/doctor.
Incubation Period
The incubation period usually ranges from 10 to 35 days.
Morbidity
Malaria causes several million deaths each year.
Symptoms
An acute, sometimes chronic, often recurrent, febrile disease characterised by periodic
paroxysms of chills followed by high fever and sweating due to the presence of parasites in the
blood. The early stage of the illness can very easily be confused with many other infectious
diseases, the more so if this occurs after returning to a temperate region where the
crewmembers’ private doctor may not think immediately of the possibility of Malaria, as it may
appear as a typical tonsillitis.

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Prophylaxis
Preventive measures include use of insect repellent sprays to protect the skin, screens on
doors and windows, mosquito netting in bedrooms, sufficient clothing to cover as much as the
skin surface as possible against mosquito bites (this is important after sundown).
It is not possible to produce permanent immunity either chemically or by the use of vaccines.
Therefore chemical prophylactic drugs are only effective as long as they are taken regularly.
Treatment
Should be under medical supervision. Malaria can be fatal if treatment is delayed. Therefore,
after having been in a malaria area, if crewmembers feel unwell or have an unusual
temperature within four weeks of leaving such areas, the crewmembers should inform their
doctors and should not wait to be asked.
(3) Typhoid and Paratyphoid Fevers
They are ingestion diseases characterised by high fever and intestinal symptoms.
Transmission
Typhoid fever is conveyed by water contaminated by sewage; by articles of food grown in or
gathered from water, e.g. shellfish and watercress; or by dairy or cooking utensils washed in
such water. Paratyphoid fever is rarely water borne; recorded epidemics are few. The disease
is usually disseminated by foodstuffs contaminated by carriers.
Incubation Time
From seven (7) to twenty-one (21) days
Geographical Incidence
The disease is likely to occur wherever the water supply is impure. Generally speaking the
less satisfactory the sanitation and more prevalent is enteric fever. However, with the use of
adequate drugs, cases of death are now rare.
Symptoms
Vague symptoms of illness tending to increase in severity throughout the first week. Lassitude,
frontal headache, general aches and pains, disturbed sleep, anorexia and thirst, abdominal
discomfort, temperature rising to 400C, diarrhoea with or without bleeding.
Precautions
Strict hygiene of food and drink.
Prophylaxis
Is by inoculation. The inoculation is not an international requirement for entry into any country.
Inoculation is strongly recommended when travelling to regions of poor general hygiene.
Note: Aircrew should not fly within 48 hours after inoculation. Inoculation may be followed by

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a slight general feverish reaction.

(4) Cholera
Out breaks of the disease usually are explosive and limited. Cholera is endemic in many areas
of Asia and Africa.
Transmission
Cholera is spread by the ingestion of water and foods contaminated by the excrement of
patients.
Incubation Period
Is short, usually 1 to 6 days.
Symptoms
Sudden onset, initial symptoms are nausea, vomiting and diarrhoea, with variable degrees of
fever and abdominal pain.
If diarrhoea is severe the resultant dehydration may lead to intense thirst, muscle cramps and
weakness.
Prognosis
In many cases the outlook depends largely on early and adequate therapy.
Prophylaxis
Strict hygiene of food and drink. In many countries cholera has been controlled by the
purification of water supplies, proper disposal of human excrement.
(5) Dysentery
Definition
An acute infection of the bowel characterised by frequent passage of stools accompanied by
abdominal cramps, malaise and fever.
Incidence
Incidence is world-wide, but it is particularly common in hot climates.
Source of Infection
The source of infection is the excreta of infected individuals. Organisms are spread from
individual to individual by the direct faecal-oral route. Indirect spread by contaminated food
and inanimate objects is common, but water borne disease is rare. Flies serve as carriers.
Epidemics occur most frequently in overcrowded populations with inadequate sanitation. It is

particularly common in younger children living in endemic areas. Whereas adults of these
regions are relatively resistant to infection and usually have less severe disease.
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Incubation Period
Very short, some hours to a few days.
Symptoms
Depending on severity. May have painful colicky diarrhoea. Possible raised temperature and
vomiting. The disease usually shows great individual variation.
Prophylaxis
There is no effective inoculation. Strict hygiene of food and drink is highly recommended.
Treatment
There are many effective medicines available for disinfections of the gastro-intestinal tract. It is
advised to consult a doctor.
(6) Yellow Fever
Definition
An acute infectious virus disease occurring in tropical and subtropical zones.
Particularly in tropical Africa, South and Central America. Unknown in Asia.
Incubation Period
3 to 6 days.
Causative Organism
The virus that causes the disease is transmitted by the bite of a female mosquito, which
previously has become infected through feeding on the blood of a patient during the early
stages of an attack.
Symptoms
Characterised by sudden onset, fever with relatively slow pulse, the face is flushed, eyes
infected, gums congested, tongue red and pointed. Vomiting and constipation are common.
Jaundice appears after the third day.
Prophylaxis
By inoculation. Period of validity of vaccination is ten (10) years.

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PART A 7 11-09-2019
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SERVICES LTD Flight Time Limitations ISSUE 1 Page 1 of 18
CHAPTER 7 – Flight Time Limitations
TABLE OF CONTENTS
7.0 Flight Time Limitations ………………………………………..… 3
7.1 Introduction……………………………………………………….. 3
7.2 Definitions………………………………………………………… 4
7.3 Compliance with the flight Time……………………………….. 12
7.4 Duty Limitation with Respect to duty period………………….. 13
7.5 Rest Limitation……………………………………………………. 15
7.6 Reduction of Rest………………………………………………… 18

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7.0 FLIGHT TIME LIMITATIONS
7.1 Introduction Nig. CARs Section 8.11
Private Airlines Services Ltd established flight and duty time limitations and rest
scheme policies and procedures to ensure compliance with Nig. CARs 8.11 relating
to Flight Time Limitations, for the prevention of fatigue in flight and cabin
crewmembers.
Flights are planned to be completed within the allowable flight duty period taking into
account the time necessary for pre-flight duties the flight and the turn-around times
and nature of operation.
Duty rosters will be prepared and published in advance to ensure that all
crewmembers are duly informed in advance in sufficient time before duty or rest
commences.
Flight planning and crewing of the cockpit and cabin crewmembers shall be planned
in accordance with the limitations of this chapter. In the planning process, possible
scenarios at home base and out of base station will be taken into consideration. All
flight crewmembers shall have the current licences (not the copies of the licence) in
regard to their types of aircraft which must be available if/when requested.
In flight planning the following factors shall be considered:
1. Command and Control of flight
2. Accident prevention procedure
3. The usage of communication and navigation systems
4. Command and decision
Based on aero-medical evidence and operational experience, it is considered that the

concept of a general pattern of activity is the most appropriate framework for defining
measures designed to prevent fatigue. The prime objective is to ensure that the
crewmember is rested at the beginning of each flying duty period. In order to achieve
this objective it is necessary to pay due attention to the overall planning of duty, rest
and time off.
The following considerations are taken into account for the purposes of determining
required rest periods and calculating duty time limitations for each operating flight
crewmember:
a) Duration of the flight;
b) Pre-operating deadhead time;
c) Training periods prior to a flight;
d) Time zone difference
e) Crew composition

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f) Office time prior to a flight for management flight crewmembers.
g) Length and nature of breaks
h) The maximum amount of duty and/or flying over 7 days, 28 days and 90 days. The
minimum rest period taking into consideration the nature and length of next task/duty.
i) Private Airlines Services Ltd does not permit flight crewmembers to operate
commercial operations for other operators.
7.2 Definitions
a) Cabin crewmember - A crewmember who performs, in the interest of safety of

passengers, duties assigned by the operator or the PIC of the aeroplane, but who
shall not act as a flight crewmember;
b) Crewmember - A person assigned by an operator to duty on an aeroplane during

Flight Duty Period;
c) Cruise Relief Pilot - A flight crewmember who is assigned to perform pilot tasks
during cruise flight to allow the Commander or the Co-pilot to obtain planned rest;
d) Duty Period (DP) - A period which starts when the flight or cabin crew personnel
are required by the operator to commence a duty and ends when that person is
free from all duties. A duty period may be comprised either one, or by the
combination or the following duties:
i) Ground Duties (GNDD);
ii) Flight Duties (FLTD); and
iii) Deadhead travel (DHTR).
e) Flight crewmember - A licensed crewmember charged with duties essential to the

operation of an aeroplane;
f) Standard crew - Crew composition of 2 pilots plus minimum cabin crew for the
Type.
g) Split Duty:
In case FDP is interrupted by a break on ground (with the crew relieved for that
time) by at least 3 hours, this time does not contribute to the FDP but is
considered as working time. A quiet room with sleeping accommodation must be
provided near the airport. The above mentioned “break” starts 15 mins after being
on blocks or when all relevant tasks after the flight have been completed (paper
work, logs, securing the aircraft etc). The break ends, when the crew has to report
for check-in to continue the FDP.

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7.2.1 Flight Duty Period (FDP)
The total time from the moment a crewmember commences duty, immediately
subsequent to a rest period and prior to making a flight or a series of flights, to the
moment the crewmember is relieved from such duties having completed such fight or
series of flights.
a) In the case of short haul flights the FDP commences 1 hour before the scheduled
time of departure (STD), or the revised time of departure (RTD) in case there has
been foreseen delay, crewmembers have been informed accordingly, and the
commencement of their flight duties have been delayed.
b) In the case of long range flights the FDP commences 1 hour 30 minutes before the
STD, or the RTD in case there has been foreseen delay, the crewmembers have
been informed accordingly, and the commencement of their flight duties have been
delayed.
Note: If a crewmember has been involved in Ground Duty or Deadhead

Transportation, prior to the start his flying duties, the FDP shall commence
from the moment the crewmember reported for GNDD or DHTR.
c) The FDP for all flights will finish 30 minutes after the last time the aeroplane comes
to a halt on the final sector of a FDP.
c) The FDP can be limited by one of the following parameters:
i) TTL Duty period;
ii) Duty Aloft; and
iii) Flight Time.
Note 1: Scheduling a crewmember for flying duties the scheduling officer shall ensure
that none of the above limiting parameters will be exceeded during single
FDP.
Note 2: Undertaking flying duties, the ultimate responsibility, that none of the
limitations mentioned in Chapter 7.2.1 .dj of this manual will not be exceeded
during single FDP, rests with the individual crewmember.
7.2.1.1 Special Flight Duty Schemes - Nig.CARs 8.11.1.6Private Airlines Services Ltd
shall apply the flight crewmember flight duty and rest requirements to the cabin
crewmembers upon an approval for a special flight duty scheme for Private Airlines
Services Ltd by the Authority.

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7.2.1.2 Flight Time, Duty and Rest Period Records - Nig.CARs 8.11.1.7
Private Airlines Services Ltd shall maintain current records of each crewmember and
flight dispatchers and ensuring the documentation of their compliance with the
applicable flight time, duty and rest period limitations of this section.
7.2.2 Duty Aloft - Nig.CARs 8.11.1.3

a) Private Airlines Services Ltd shall consider all time spent on an aircraft as an
assigned flight crewmember or relief flight crewmember, whether resting or
performing tasks to be duty aloft.
b) Private Airlines Services Ltd will consider a flight crewmember to be on continuous

duty aloft unless the flight crewmember receives a rest period of 8 consecutive
hours on the ground.
c) Private Airlines Services Ltd shall provide adequate sleeping quarters, including a
berth on the aircraft whenever a flight crewmember is scheduled to be aloft for
more than 12 hours during any 24 consecutive hours.
7.2.2.1 Duty Aloft Flight Deck Duty

This is the time spent on an aeroplane as flight crewmember or relief flight
crewmember.
a) In the case of short haul flights the Duty Aloft commences 30 minutes before the
STD, or the RTD in case there has been foreseen delay and the flight crew have
been informed accordingly, and the commencement of their Flight Deck duties
have been delayed;
b) In the case of long range flights the Duty Aloft commences 1 hour before the STD,
or the RTD in case there has been foreseen delay and the flight crew have been
informed accordingly, and the commencement of their Flight Deck duties have
been delayed;
c) All time spent on an aeroplane as an assigned Cruise Relief Pilot, whether resting
or performing tasks is considered to be Duty Aloft;
d) A flight crewmember is to be on continuous duty aloft unless he/she receives a

rest period of 8 consecutive hours on the ground;
e) The Duty Aloft for all flights will finish 30 minutes after the last time the aeroplane
comes to a halt on the final sector of a FDP.

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7.2.3 Flight Time

The total time from the moment an aeroplane first moves under its own power for the
purpose of taking off, until the moment it comes to rest at the end of the flight. Flight
time as herein defined is synonymous with the term "chock-to-chock" time in general
usage, which is measured from the time an aeroplane moves from the loading point
until it stops at the unloading point. Flight time does not include time spent in an
aeroplane on deadhead transportation.
7.2.4 Rest Period

Any period of time on the ground during which a flight crewmember is relieved of all
duties by the Company.
7.2.5 Home Base
The crewmember's normal operating base.
7.2.6 Short Haul Flights
Any flight or series of flights with scheduled sector flight time of less than 8hrs and no
single sector of more than 6hrs, normally operated with 2 Flight Deck crewmembers.
7.2.7 Long Haul Flights
Any flight or series of flights with scheduled sector flight time of 8hrs or more and with
a single sector of more than 6hrs, operated with more than 2 Flight Deck
crewmembers.
7.2.8 Deadhead Transportation (DHTR)

Time spent in transportation/positioning at the behest of Private Airlines Services Ltd
shall count as duty. DHTR does not count as a sector when calculating the FDP.
7.2.9 Standby Duty
(1) Standby 1
05:00hrs TO 11:00hrs LT.
(2) Standby 2
(3) Standby 3

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The time of start, end, and nature of the standby duty will be defined and notified to
crewmembers. The time a standby duty starts determines the allowable Flight Duty
Period (FDP), except that when the actual FDP starts in a more limiting time band,
then that FDP limit will apply. However, when a standby duty is undertaken at home
or in suitable accommodation provided by the Company during the period 2200 to
0800hrs local time, and a crewmember is given 2hrs or less notice of a report time,
then the allowable FDP starts at the report time at the designated reporting place.
When a crewmember is on standby duty on immediate readiness at an aerodrome,

the allowable FDP is calculated using the start time of the standby duty. If a
crewmember is called out from standby, the standby duty will cease when the
crewmember reports at the designated reporting point. The following limits apply:
Table 7.1
Duty Maximum
Standby Duty (all cases) 6hrs
Standby followed by FDP As in case A and B below
(a) Case A
If a crewmember is called out from standby to conduct an FDP before completing

6hrs or more of standby duty then the total duty period allowed is the sum of the time
spent on standby and the FDP obtained from tables 7.1 above.
(b) Case B
If a crewmember is called out from standby to conduct an FDP after completing 6hrs
or more of standby duty then the total duty period allowed including time spent on
standby, is the FDP obtained from tables 7.1 above plus 6hrs.
Note: The reference to 'total duty period' applies only to the sum of standby time
achieved + the allowable FDP obtained from Chpt. 7.2.1 . On the day, for
cumulative totals and for minimum rest purposes, the 'total duty period' will be
the standby achieved + FDP achieved + post flight duties + any positioning.
(4) Days off
Whenever possible, and if required by the crew member, days off are to be allocated so that
they can be taken in the home environment.
a) A single day off is to include 2 local night, and be planned to cover at least 34 hours.
b) Two consecutive days off are to include 3 local nights and be planned to cover at least 54
hours (34 hours for the first day off and a minimum of a further 20 hours for the second).
Any additional consecutive day off is to include a further local night and cover at least
another 24 hours for each additional day off.
c) A planned rest period may be included as part of a day off.

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Periods available for leisure and relaxation free from all duties. A single day off is to include
two local nights. Consecutive days off are to include a further local night for each additional
consecutive day off. A rest may be included as part of day off.
(5) Duty
Any continuous period during which a crew member is required to carry out any task
associated with the business of the Company.
(6) Late Finish / Early Start
Any duty that is carried out within any part of the period 0100 to 0659 hours
local time, to which a crew member is acclimatized. However, when away
from base and when a crew member is in suitable accommodation provided
by the Company, which is within 15 minutes travelling time of the reporting
point, then 0659 will be changed to 0559 local time.
(7) Local Night
A period of 8 hours falling between 2200 hours and 0600 hours local time.
(8) Acclimatised
When a crew member has spent 3 consecutive local nights on the ground within a time
zone which is 2 hours wide, and is able to take uninterrupted nights sleep. The Crew
member remains acclimatised thereafter until a duty period finishes at a place where
local time offers by more than 2 hours from that at the point of departure.
(9) Positioning
The practice of transferring Crew from place to place as passengers in surface or air
transport at the behest of the Company.
(10) Reporting Time
The time at which a crew member is required by the Company to report for any duty.
(11) Rest Period
A period of time before starting a flying duty period which is designed to give Crew
members adequate opportunity to rest before a flight.

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(12) Rostered / Planned Duty

A duty period or series of duty periods, with stipulated start and finish times, notified by
the airline to Crew in advance.
(13) Rostering Period
4 consecutive weeks.
(14) Scheduled Duty
The allocation of a specific flight or flights or other duties within the pre-notified
rostered/planned series of duty periods.
(15) Sector
The time between an aircraft first moving under its own power until it next comes to rest
after landing, on the designated parking position.
(16) Split Duty
A flying period which consists of two or more sectors (one or which can be a positioning
journey counted as a sector) separated by less than a minimum rest period.
(17) Annual Leave

Private Airlines Services Ltd crew member shall have a leave of absence from all duties
(holidays) of at least 30 working days in one year. This leave shall be taken in at least 2
parts or as stated in individual contracts.
(18) Day
A 24 hours period commencing at 00:00 local time.
(19) Local Time
The time in a particular region or area expressed with reference to the meridian passing
through it.
7.2.10 COMMANDER’S DISCRETIONARY LIMITATIONS

(1) The Commander of a Private Airlines Services Ltd aircraft may fly himself, or
authorize any other
member of his crew to fly in the aircraft when such flying would otherwise contravene any
of the provisions in the foregoing paragraphs in relation to maximum flight duty periods or
minimum rest periods, provided that the following conditions are fulfilled when it appears
to him that:-
a) arrangements have been made for the flight to be made with such a crew so as
to begin and end at such times, that if the flight had been made in accordance

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with those requirements, each member of the crew would have observed the
limits and have had the minimum rest periods established by Private Airlines
Services Ltd and applicable to them in accordance with the above paragraphs,
and that since those arrangements were made the flight has been, or will be,
prevented from being made in accordance with those arrangements by reason
of exceptional
circumstances which were not foreseen as likely to prevent the flight from being
made; or
b) the flight is one which ought to be carried out in the interests of
safety or health of any person and
c) he is satisfied that the safety of neither the aircraft nor the persons therein will
be endangered if he, or any other member of the crew authorized by him,
makes the flight.
When a flight duty period has been extended by virtue of any discretion conferred upon
the Commander, the appropriate minimum Rest Period which immediately follows shall
not be subject to reduction.
(2) Crew members will:
a) not be on duty more than 6 consecutive days between days off, but may
be positioned to the usual operating base on the next day after which they
are to be given 2 consecutive days off;
b) have 2 consecutive days off in any consecutive 14 days following
the previous 2 consecutive days off;
c) have a minimum of 6 days off in any consecutive 4 weeks;
d) have an advantage of at least 8 days off in each consecutive 4 weeks
period, averaged over three such periods.
The above provisions do not apply to contracted pilots specified duty rotation
as the regulatory requirements pertaining to duty and rest periods have been
incorporated in the duty rotation schedule but no Private Airlines Services Ltd Pilot shall
be on duty more than 6 consecutive days between days off.
7.2.11 Summary of limitations
PASL will not schedule and no crewmember may accept an assignment for a flight in
commercial air transportation under the following conditions:

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(1) Flight time exceeding 8 hours in any 24 consecutive hours.

(2) More than 6 flights during any period of 18 consecutive hours which ever come first.
(3) If the flight crewmember’s total flight time will exceed 30 hours in any 7 day period.
(4) If the flight crewmember’s total flight time will exceed 100 hours in any 30 days period.
(5) If the flight crewmember’s total flight time, total flights, or duty aloft will exceed the
limitations prescribed by the Authority.
(6) If the flight crew member’s total flight time will exceed 1000 hours in any 12 calendar
months period.
7.3 COMPLIANCE WITH THE FLIGHT TIME LIMITATIONS SCHEME
It is the responsibility of the Crew Rostering section of Private Airlines Services Ltd to
prepare advance crew rosters that comply with the requirements of the Company FTL
scheme here-in this Chapter. The scheme is designed to ensure flight and cabin
crewmembers do not exceed maximum flight times, maximum flight duty periods or
minimum rest periods.
Rosters are prepared and disseminated sufficiently in advance to provide the

opportunity for crew to plan adequate pre-duty rest. Away from base, Private Airlines
Services Ltd shall provide for crewmembers the opportunity and facilities for adequate
pre-flight rest in suitable accommodation.
Responsibility for preventing the onset of fatigue cannot rest with Private Airlines
Services Ltd alone. It is the responsibility of individual crewmembers to ensure they are
in compliance with the Company approved FTL scheme. All crewmembers shall make
optimum use of the opportunities and facilities for rest provided, and plan and use their
rest periods properly. Before considering additional duties, all crewmembers must
recognise that the responsibility for being sufficiently rested before undertaking a flying
duty remains with the individual. Crewmembers are also reminded that they should not
act as a member of the crew of an aeroplane if they know or suspect that their physical
or mental condition renders them temporarily unfit to execute their duties.
In the event that a crewmember operates in exceedance of the limits given in the
Company FTL scheme, a report shall be made by the Commander on the Journey Log,
if applicable.
To ensure the day to day application of the FTL scheme complies with the requirements
laid out in this chapter it will be the responsibility of the SOCC, who is in-charge of Crew
Rostering and Control to review completed rosters and actual patterns of work
completed by crewmembers. Any instances of non-compliance with the Company FTL
scheme shall be reviewed by the CP for flight crewmembers and by the CSM liaising
with the CP for cabin crewmembers.
No crewmember shall be planned for flying duties beyond flight time limitations defined
in this Chapter.
Private Airlines Services Ltd and the Authority shall consider a person in compliance
with prescribed standards if he/ she exceeds the prescribed flight duty limitations only
when:
a) The flight is scheduled and normally terminates within the prescribed limitations; but

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b) Due to circumstances beyond the control of Private Airlines Services Ltd (such as
adverse weather conditions) is not expected at the time of departure to reach the
destination within the scheduled time.
Private Airlines Services Ltd and the Authority shall consider a person in compliance
with prescribed duty limitations, if he/she exceeds those limitations during an
emergency or adverse situation beyond the control of Private Airlines Services Ltd.
7.4 Duty Limitations With Respect to Duty Periods
Persons are considered to be on duty if they are performing any task on behalf of the
Company, whether scheduled, requested or self initiated.
When a crewmember engages in deadheading transportation as required by the

Company, this time shall be treated as duty time.
Standard crew shall not be scheduled for FDP exceeding 14 hours of total duty. See
Chpt. 7.4.1 Table 7.2 below.
No person may schedule any flight crewmember, and no flight crewmember may accept
an assignment as required crewmember for more than 7 flights in commercial air
transport during any 18 consecutive hours.

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7.4.1 Flight Duty Period Limitations
Table 7.2
FDP LIMITATIONS (Standard Crew)
Flight crewmembers (Standard crew Cabin crewmembers (Minimum

Limiting Parameter
- 2 pilots) cabin crew)
Duty Period (DP) 14hrs 14hrs
Duty Aloft 12hrs NA
Flight Time Hours 8hrs NA
FDP Limitations
(Augmented crew 1)
Cabin crewmembers (Minimum

Flight crewmembers (Standard crew
Limiting Parameter cabin crew + 1 additional cabin
- 2 pilots + 1 cruise relief pilot)
crew)
Duty Period (DP) 16hrs 16hrs
Duty Aloft 15hrs1 NA
Flight Time Hours 8hrs NA
Note: If the crew is Augmented the PIC cannot exercise discretion for the extension of the Duty Aloft.
FDP Limitations
(Augmented crew 2)
_____S£ ___________________________________________ I ________________________________________________________________________ I _____________________________________________________
Cabin crewmembers (Minimum

Note 1: If the crew is augmented the Commander
Flight crewmembers (Standard crewcannot exercise discretion
Limiting Parameter cabin crew + 2 additional cabin
for the extension- 2ofpilots
the +Duty Aloft.
2 cruise relief pilots)
crew)
Note
Duty 2: When
Period (DP) in-flight cruise
18hrs relief is utilised for flight crewmember
18hrs scheduled to be
aloft for more than 12 hours during any 24 consecutive hours operation,
that 1crewmember
Duty Aloftthere will be for 16hrs &2 resting, a comfortable
NA reclining seat, or
bunk, separated and screened from the Flight Deck and passengers, and
Flight Time Hours
free 8hrs
from disturbance. NA
7.4.2 Flight Time Hours Limitations

7.4.3 Flight Time Hours Limitations for Management Pilots
Table 7.3
MAXIMUM FLIGHT TIME HOURS LIMITATIONS
12 Calendar Consecutive 90 Consecutive 30 Consecutive 7 Consecutive

Months Days Days Days 24 Hours
Flight Crew 1000 NA 100 25 8
Cabin Crew 1200 NA 125 40 NA

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Management pilots acting as flight crew shall be planned for flying duties with the following
restriction, calculated as percentage from the maximum 12 calendar months, and 30
consecutive days maximum flight hours limitations.
Table 7.4
MANAGEMENT PILOT
Limitation DFO CP
% of Max limitation 65% 85%
Consecutive NA NA
24 hours
Consecutive NA NA
7 days
Consecutive 65 85
30 days/hours
12 Calendar 715 880
months/hours
Note:The Company FTL for management pilots can be increased to the limits
specified in Table 7.2, only with the prior consent and under the authority of the
DFO. If the DFO exercises his authority to increase the FTL for any of the
Company management pilots, he should keep the NCAA duly informed, stating
reasons and the time the management pilots FTL restrictions will be lifted for.
7.5 Rest Limitations
For all crews, the Company shall relieve the flight crewmember or cabin crew from all
duties for 24 consecutive hours during any 7 consecutive-day period. For crews on
long haul operations, this weekly rest period may be taken away from home base.
Time spent in transportation, not local in character, which is required by the Company
to position crewmembers to or from flights is not considered part of the rest period.
Time spent in transportation on an aeroplane (at the insistence of Private Airlines

Services Ltd) to/from crewmembers' home station is not considered part of a rest
period.
The Company shall not assign duties to any crewmember in commercial air
transport unless the person has had at least the minimum rest period applicable to
these duties as prescribed by Private Airlines Services Ltd FTL Scheme. No
crewmember shall accept an assignment to any duty with the Company during any
required rest period.
For flight crew on short haul flight operations the minimum normal rest periods
depend on the length of the preceding FDP (see Chapter 7.5.1, Table 7.5 below).

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For cabin crew on short haul flight operations, the minimum normal rest periods
depend on the length of the preceding DP (see Chpt 7.5.1, Table 7.5 below).
For long haul flight operations the minimum rest period, for all crewmembers, is
calculated on the length of the previous flight time multiplied by 2 (see Chpt7.5.2,
Table 7.6 below).
7.5.1 Minimum Rest Period Short Haul Flights
Table 7.5
MINIMUM REST PERIOD (SHORT HAUL FLIGHTS)
Flight Crew
Length of Flight Duty Period - FDP Minimum Normal Rest Period
Less than 8hrs 9hrs
Between 8hrs - 9hrs 10hrs
More than 9hrs 11hrs
Note: The length of the earned normal rest period may be reduced in accordance with Chpt 7.6 of
this manual
Cabin Crew
Length of Duty Period - DP Minimum Normal Rest Period
Standard Crew 14hrs 9hrs
Standard Crew
14hrs - 16hrs 12hrs
+1 CC
7.5.2 Minimum Rest Period Long Haul Flights - Table 7.6
Standard Crew
16hrs - 18hrs 12hrs
+2 CC
MINIMUM REST PERIOD (LONG HAUL FLIGHTS)

Note: The length of the earned normal rest period may be reduced in accordance with Ref Chpt 7.6
of this manual
Flight Crew/Cabin Crew
Flight Time x 2 = Min Normal Rest Period
For Long Haul flight operations the minimum rest period, for all crewmembers, is
calculated on the length of the previous flight time multiplied by 2.
Example
Flight time 10hrs 30min x 2 = Min normal rest period 21hrs
Note: The length of the earned normal rest period may be reduced in
accordance with Chapter 7.6 of this Manual.

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7.6 REDUCTION OF REST
Private Airlines Services Ltd may exercise the option to reduce the flight and cabin
crewmembers minimum normal rest period in accordance with following table. The
Commander has the final responsibility to take a decision for the reduction of rest. If
reduction of rest takes place this shall be reported in the Journey Log.
Table 7.7
REDUCTION OF REST PERIOD (SHORT HAUL FLIGHTS)
Flight Crew
Earned Minimum Normal Authorised Reduced Next Rest Period if

Rest Period Rest Period Reduction Taken
9hrs 8hrs 10hrs
10hrs 8hrs 11hrs
11hrs 9hrs 12hrs
Cabin Crew
Cabin Crew Earned Minimum Normal Authorized Reduced Rest Next Rest Period if
Configuration Rest Period Period Reduction Taken
Standard Crew 9hrs 8hrs 10hrs
Standard Crew
12hrs 10hrs 14hrs
+1 CC
Ref: Nig.CARs IS 8.12.1.3

Standard Crew
12hrs Table 7.8
10hrs 14hrs
+2 CC
REDUCTION OF REST PERIOD (LONG HAUL FLIGHTS)
Flight Crew/Cabin Crew
Earned Minimum Normal Authorised Reduction of the Min Next Rest Period Adjustment if
Rest Period Normal Rest Period Reduction Taken
Calculated Min Normal

Rest Period Ref: Chpt - 2hrs +2hrs
7.5.2 of this manual.

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7.7 Recording of Flight Time.

Each Flight Crew shall document and record the following time in a manner acceptable
to the Authority.
(1) Training and experience used to meet the requirements for a licence, rating and
authorization.
(2) Record showing recent flight experience.
7.8 Managing Fatigue-Related Safety Risks

For the purpose of managing fatigue-related safety risks, PASL shall establish either:
(1) Flight time, flight duty period, duty period and rest period limitations that are within
the prescriptive fatigue management regulations
(2) A Fatigue Risk Management System (FRMS).

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SERVICES LTD Operating Procedures ISSUE 1 Page 1 of 392
CHAPTER 8 – OPERATING PROCEDURES
TABLE OF CONTENTS
8.0 Operating Procedures ……………………………………………… 3
8.1 Mass & Balance Data Control System…………………………….. 5
8.2 Ground Handling Operations……………………………………….. 132
8.3 Flight Procedures……………………………………………………. 214
8.4 Catergory II or III operation Authorization………………………… 355
8.5 Extended Twin Engine Operations (ETOPs)…………………….. 369
8.6 MEL & Configuration Deviation List (CDL)…………………………369
8.7 Non Revenue Flights Procedure & Limitation…………………….. 372
8.8 Oxygen Requirements …………………………………………… 376
8.9 Safety Precaution During Aircraft Oxygen bottle change
/ Handling……………………………………………………………. 388
8.10 Other Emergency Equipment……………………………………… 388
8.11 Runway Incursion Avoidance Procedures……………………….. 389
8.12 Laser Illumination and Aircrew Mitigation Procedure…………… 390

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8.0 OPERATING PROCEDURES
All policies, programs process and procedures as well as all check-list (see OM-A 2.4.4
through 2.4.4.4 for Cockpit Check Procedure), developed in the operations manuals (OM)
should be observed and carried along during all phases of operations.
All safety policies including human factor (see OM-A 2.3.5) shall be considered during
operation.
The normal standard process used to develop manuals shall be applicable to develop and
establish any new procedures and check-lists for a means to be used by the flight crew.
8.0.1 Flight Preparation Instructions
Nig.CARs 8.6.2.1; 8.6.2.2; 8.6.2.3; 8.6.2.13; 8.6.2.16; 8.6.2.17; 8.6.2.19
Private Airlines Services Ltd (PASL) Commander is responsible for ensuring that the flight is
planned to meet all safety, legal, economic and Company requirements. The Commander has
the authority to reject an aeroplane prior to the departure of a flight if dissatisfied with any
aspect of the airworthiness and/or maintenance status of the aeroplane.
Route selection during flight preparation shall be based upon approved routes or route
segments. All segments of the route shall be planned so that in the event of a critical engine
failure, a suitable en-route alternate can always be reached within the distance achieved by
flying for 1 hour at the single engine cruise speed, taking into account diversion routes to avoid
high terrain.
Deviation from a standard routing for the purpose of sightseeing is not permitted. Normal
routings are prepared in accordance with official and Private Airlines Services Ltd regulations
and are issued by the Operations Control Centre (OCC). For routings that are not covered
therein, but are required temporarily due to Airspace restrictions, the OCC will prepare a
special routing on the Operational Flight Plan (OFP).
The Commander's Flight Brief must be prepared and passed to the Commander (see Chapter.
2.1.5 of this manual). PRIVATE AIRLINES SERVICES LTD shall have a description of the Air
Traffic Services (ATS) Flight Plan and guidance for its use that is accessible to the flight crew
during the flight preparation process.
8.0.2 Adequacy of Operating Facilities
Private Airlines Services Ltd shall not commence a flight unless it has been determined by
every reasonable means available that the ground and/or water areas and facilities available
and directly required for such flight and for the safe operation of the aircraft, are adequate,
including communication facilities and navigation aids. “Reasonable means” as used here
denotes the use, at the point of departure, of information available to the PIC either through
official information published by the aeronautical information services or readily obtainable in
other sources.

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8.0.3 Weather Reports and Forecasts

The PIC shall include, during preparation for a flight away from the vicinity of the place of
departure, and for every flight under the instrument flight rules. The PIC shall be familiar with all
available meteorological information appropriate to the intended flight after a study of available
current weather reports and forecasts and planning for an alternative course of action to
provide for the eventuality that the flight cannot be completed as planned, because of weather
conditions.
8.0.4 Weather Reporting Sources - Nig.CARs 9.3.1.21.
Private Airlines Services Ltd shall use sources approved by the Authority for the weather
reports and forecasts used for decisions regarding flight preparation, routing and terminal
operations.
PASL shall have an approved system for obtaining forecasts and reports of adverse weather
phenomena that may affect safety of flight on each route to be flown and (Cont.) airport to be
used.
8.0.5 Operations Control

A flight shall not commence unless a qualified person authorised by the airline to perform
operational control functions has issued a flight release for that specific operation or series
of operations. The Flight Operations Control Centre is responsible for the control and co-ordination of
all aircraft movement activity in co-operation with the Handling Agent at individual airports.
The Captain is to consult with the Handling Agent on any decisions which might affect punctuality
(e.g those arising from late passengers or cargo connecting flights) and is to take account of:
i) any plan or directive received from the Flight Operations Control
Centre, which normally to be considered over-riding unless
exceptional circumstances prevail;
ii) the type of flight and frequency of service;
iii) the effects on passengers already accepted and their
connections at destination;
iv) operational and technical factors (e.g weather, serviceability,
crew duty hours, and the possibility of making up lost time).

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8.1 MASS AND BALANCE DATA CONTROL SYSTEM - Nig.CARs 9.3.1.16.

PASL shall have a system approved by the Authority for obtaining, maintaining and distributing
to appropriate personnel current information regarding the mass and balance of each aircraft
operated.
During pre-flight preparation, a Commander shall evaluate the latest available information
regarding the route to be flown, the departure, destination and alternative aerodromes, whether
cargo or ‘ special loads’ such as dangerous/ hazardous goods or heavy cargo are loaded
properly and relevant safety and handling precautious have been taken and complied with
weather reports, whether de-icing and anti-icing precautions are required (if necessary) and
complied with and aeroplane serviceability.
The Commander shall not commence a flight unless he/she is satisfied that:
a) The appropriate pre-departure inspection has been carried out by a member of the flight
crew or delegated to a licensed engineer. If delegated, the flight crew shall be informed
prior to flight that the inspection has been completed;
b) The aeroplane is airworthy and the configuration is in accordance with the MEL and CDL
restrictions; as approved by NCAA. The flight crew shall have direct access to the printed
MEL before and throughout the flight
c) The instruments and equipment required for the flight to be conducted are available, which
includes:
i) Instrumentation and/or avionics, readily visible to the intended flight crewmember,

necessary to conduct operations and meet applicable flight parameters, manoeuvres
and limitations;
ii) Equipment necessary to satisfy applicable operational communication requirements,

including emergency communication;
iii) Avionics, equipment and/or components necessary to satisfy applicable navigation

requirements and provide necessary redundancy;
iv) Avionics, instrumentation and/or radio equipment necessary to satisfy applicable

approach and landing requirements;
v) Other components and/or equipment necessary to conduct operations under applicable

flight conditions, including instrument meteorological conditions.
d) Instruments and equipment are in operable condition except as provided in the MEL;
e) Parts of the Operations Manual which are required for the conduct of the flight are available
and located in a manner that provides unobstructed access by the cabin crew;
f) He/she has completed and signed the following flight documentation:
i) An OFP, including NOTAM's and weather pertinent to the flight planning decisions
regarding minimum fuel supply, en route performance, and destination and alternate
aerodromes;

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ii) A load manifest, showing the distribution of the load, centre of gravity, take-off and
landing mass and compliance with maximum operating mass limitations, and
performance analysis;
Note: If Last Minute Change (LMC) is required it shall not exceed the amount of 5
passengers or 500kg of cargo or luggage. LMC due to change of the departure fuel
quantity will not be encouraged.
iii) An applicable Technical Log page (Ref: Chapter. 14 Appendix D).
Note: Completed flight preparation documents shall be kept by the PRIVATE AIRLINES
SERVICES LTD holder for a period of three months.
g) All documents, additional information and forms required to be available as per Chapter.
8.1.12 of this manual are available;
h) Current maps, charts, forms and associated documents or equivalent data are available to
cover the intended operation of the aeroplane including any diversion which may
reasonably be expected;
i) Non-normal and normal approach considerations have been reviewed;
j) Ground facilities and services required for the planned flight are available and adequate;
k) The provisions specified in the Operations Manual in respect of minimum safe altitudes
(MSA's), aerodrome operating minima and availability of alternate aerodromes, where
required, can be complied with for the planned flight;
l) The provisions specified in the Operations Manual for fuel, oil, and oxygen can be complied
with to ensure the safe completion of the flight, including any reserves to be carried for
contingencies, such as:
i. Expected winds or other meteorological conditions;
ii. Possible variations in ATC routings;
iii. Anticipated traffic delays;
iv. A complete instrument approach procedure and possible missed approach at

destination;
v. Loss of pressurisation en route;

vi. Any other conditions that may delay landing of the aeroplane.
m) The load is properly distributed and safely secured;
n) The mass of the aeroplane, at the commencement of the take-off roll, will be such that the
flight can be conducted in compliance with Chapter. 8.1.8 and as applicable in Operations
Manual Part B;
o) Any operational limitation in addition to those covered above will be complied with;
p) The take-off and climb requirements are fulfilled;
q) Landing performance requirements are fulfilled for destination and destination alternates,
and landing field length required are factored for all commercial operations;
r) Metrological conditions are fulfilled according to Chapter. 8.3.1.1 ;
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s) A flight release has been issued by a qualified dispatcher Authorized by the PASL
LIMITED.
t) There no inoperative instruments installed except as authorised by NCAA.
PASL flight operations shall be conducted only within controlled airspace or, if not practical,
within airspace provided with traffic advisory or similar service.
Within the constraints of route requirements, the flight routing selected shall be such that will
result in a minimum cost operation consistent with ATC restrictions, weather conditions and
passenger comfort.
Every flight shall be planned in such a way that it will proceed at or above MOCA/MORA (i.e.
service ceiling equal to or higher than MOCA/MORA) of the planned route in case of one
engine failing. This can be achieved by either using driftdown procedures as published in the
respective FCOM or limiting the take-off gross weight to meet the MOCA/MORA requirements
along the planned route.
PASL flights are operated in accordance with Instrument Flight Rules (IFR) only, unless the SM
gives special permission which considers minimum altitudes and weather criteria. Such special
permission shall be in written form and signed by the DFO or his nominated deputy.
8.1.1 Maximum Allowable Mass to be Considered on all Load Manifests
Captain's Responsibilities
The Captain is legally responsible for ensuring the aircraft load is correctly and safely stowed,
distributed and secured. The Captain shall ensure that the maximum allowable mass for a flight
does not exceed the maximum allowable takeoff mass for the specific runway and
conditions existing at the takeoff time and considering anticipated fuel and oil consumption that
allows compliance with applicable en route performance, landing mass, and landing distance
limitations for destination and alternate aerodromes. Prior to departure the Captain is
to sign the aircraft loadsheet having first checked:
i) that the official responsible for its preparation has signed it:
ii) the Basic mass/Dry, Operating mass and Basic Index/Dry
Operating Index (as appropriate) corresponds with the
aircraft's registration, type, and configuration for flight as
specified in the Operations Manual:
iii) the correct flight number and date are shown;
iv) the number of Crew is correct;
v) the limiting weights are correct, and specifically adjusted
where these are non-standard due to performance,
operational, or configuration considerations:
vi) the take-off and trip fuel figures correspond with the fuel
plan, including last minute changes;
vii) the actual take-off mass, including last minute changes,
corresponds with that previously estimated for a gross error check;
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viii) the passenger and cargo load reflects the actual aircraft loading;
ix) the Balance Chart on a manually raised load sheet has been
correctly completed.
8.1.1.1. Minimum Flight Altitudes - Nig.CARs 8.8.1.5; 8.8.1.6
General
When an aeroplane is operated for the purpose of commercial air transport, the minimum
altitude/flight level at which it is permitted to fly may be governed by national regulations, air
traffic control requirements, or by the need to maintain a safe height margin above any
significant terrain or obstacle enroute. Whichever of these requirements produces the highest
altitude/flight level for a particular route will determine the minimum flight altitude for that route.
In general, an aircraft shall not operate below the following altitudes:
a) Anywhere.- An altitude allowing, if a power unit fails, continuation
of flight or an emergency landing without undue hazard to persons

or property on the surface.
b) Over congested areas.- Over any congested area of a city, town,
or settlement, or over any open-air assembly of persons, an

altitude of 1,000 ft above the highest obstacle within a horizontal
radius of 600m of the aircraft.
c) Over areas other than congested areas.- An altitude of 500 ft
above the surface, except over open water or sparsely populated

areas where the aircraft may not be operated closer than 500 ft to
any person, vessel, vehicle or structure.
The procedures outlined in the following paragraphs are to be followed
when calculating the minimum altitude for the safe avoidance of en-route
terrain and obstacles.
8.1.1.1.1. As a general principle PASL does not allow VFR operations for
revenue flights. If VFR operations is required for a specific flight or part(s) of a
flight, the commander of the aircraft shall seek the authorization and approval of
the Flight Operation Manager (FOM) in the dispatch release.
Except for take-off and landing, no flight shall be operated below the MSA’s as
Described below:

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a) Over any congested area of a city, town or settlement, or over any open-air assembly of
persons, an altitude of 1000ft (300m) above the highest obstacle/terrain within a horizontal
radius of 600m (2000ft) from the aeroplane;
b) Over areas other than congested areas, an altitude of 500ft (150m) above the highest
obstacle/terrain;
a) On VFR Flights:
i) For day flights, an altitude where the flight path clears all obstacles or any terrain by at
least 1000ft (300m) vertically;
ii) For night flights, an altitude where the flight path clears all obstacles or any terrain
within a horizontal distance of 5nm from the centre of the intended course by at least
1000ft (300m), or in designated mountainous areas, at least 2000ft (600m).
b) Minimum Altitudes for IFR Operations- Nig.CARs 8.8.4.5
1. Except when necessary for takeoff or landing, a PASL aircraft under IFR shall not be
operated below the applicable minimum altitudes prescribed by the authorities having
jurisdiction over the airspace being overflown or if no applicable minimum altitude is
prescribed by the authorities, over high terrain or in mountainous areas, at a level which
is at least 2,000 ft above the highest obstacle located within 5 nm of the estimated
position of the aircraft; and elsewhere, at a level which is at least I,000 ft above the
highest obstacle located within 5 nm of the estimated position of the aircraft. If an MEA
and a MOCA are prescribed for a particular route or route segment, PASL aircraft shall
not be operated below the MEA down to, but not below, the MOCA, when within 22
nautical miles of the VOR concerned.
2. During climb for obstacle clearance, if unable to communicate with ATC, each
PASL pilot shall climb to a higher minimum IFR altitude immediately after
passing the point beyond which that minimum altitude applies and if ground
obstructions intervene, each pilot shall climb to a point beyond which that higher
minimum altitude applies, at or above the applicable MOCA.
8.1.1.2 Minimum Altitude Terminology
Jeppesen Route Manual publish minimum altitudes for IFR operations on aeronautical charts
for airway routes and for standard instrument approach procedures, as follows:
8.1.1.2.1 Minimum En-Route IFR Altitude (MEA)
The lowest published altitude between radio fixes that meets obstacle clearance requirements
between those fixes and in many countries assures acceptable navigational and radio signal
coverage.
The published MEA's provide a terrain clearance of at least 1000ft (over high terrain exceeding
5000ft this becomes 2000ft) over the highest obstacle within the normal airway width (5nm
each side of the airway centreline).
8.1.1.2.2 Minimum Off-Route Altitude (MORA)

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The route MORA provides reference point clearance within 10nm (18.5km) of the route
centreline (regardless of the route width and end fixes).
MORA is calculated for an area bounded by every Lat/Long square on the Radio Facility
Chart/Topographical Aeronautical Map, and for each square is the sum of:
a) The maximum terrain or obstacle elevation, whichever is the higher; plus
b) 1000ft for elevations up to and including 5000ft; or
c) 2000ft for elevations above 5000ft.
MORA values clear all reference points by 1000ft in areas where the highest reference points
are 5000ft MSL or lower, and by 2000ft in areas where the reference points exceed
5000ft.
On the charts, the MORA is identified by 'a'. When a MORA is shown as 'unknown' along a
route or 'unsurveyed' within a grid it is due to incomplete or insufficient information.
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.
Note: PRIVATE AIRLINES SERVICES LTD policy is that MEA shall be used for execution as
the minimum altitude.
8.1.1.2.3 Minimum Obstacle Clearance Altitude (MOCA)
The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes,
or route segments, which meets the obstacle clearance requirements for the entire route
segment and which provides acceptable navigational signal coverage only within 22 miles of a
VOR.
MOCA is the sum of:
a) The maximum terrain or obstacle elevation, whichever is the higher, plus:
b) 1000ft for elevations up to and including 5000ft; or

c) 2000ft for elevations exceeding 5000ft, rounded up to the next 100ft. The
lowest MOCA shall not be less than 2000ft.
A MOCA is shown on the Jeppesen charts followed by a capital 'T'.
8.1.1.2.4 VOR Corridor MOCA
In relation to a VOR station, the corridor width within which terrain/obstacles must be
considered is defined as:
a) Starting 5nm either side of the VOR, diverging 4° from the centreline until a total width of
20nm is reached at 70nm out;
b) A constant width of 20nm from 70nm out until 140nm out;

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c) Diverging 4° from 140nm out until a width of 40nm is reached at 280nm out, then remaining
constant at 40nm.
8.1.1.2.5 Minimum Safe Altitude (MSA)
The guidance, data and procedures below enable operations maintenance personnel to
determine the MSA for all phases of flight. Operating minima for each aerodrome of intended
use is set out in the Jeppesen charts guides and Operations Manual Part C.
The MSA is the minimum altitude which gives the vertical clearance approved by PRIVATE
AIRLINES SERVICES LTD over all terrain and known obstacles within the specified area.
When analysing the relevant operational factors prior to operating over any new route or into
any new aerodrome, such analysis shall take into account obstacle clearance for all phases of
flight (MSA's).
Altitude depicted on instrument approach, SID or STAR charts and identified as the minimum
safe altitude which provides a 1000ft (300m) obstacle clearance within a 25nm (46km), or
(other values as stated) radius from the navigational facility upon which the MSA is predicated.
This altitude is for minimum obstacle clearance purposes only and does not necessarily
guarantee acceptable navigational signal reception.
Terminal MSA's are shown in a circle from the navigational facility or aerodrome.
When sectors have different MSA altitudes, with each sector a different altitude, the altitudes
are referred to as "Minimum Sector Altitude' and the dividing lines are clearly shown as
magnetic bearing towards the facility, with MSA figures in each segment. The facility is always
identified outside of and to the right of the circle. OFP MSA's are determined 20nm either side
of planned track.
The OFP shall provided MSA's such that in the event of the most critical engine on a two-
engine aeroplane becomes inoperative at any point along the planned route, the flight can
continue to an aerodrome and land safely without flying below the MSA at any point along the
route.
8.1.1.2.6 General Mass and Obstruction Clearance Limitations
No PASL PIC shall takeoff an aircraft without ensuring that the maximum allowable mass for a
flight does not exceed the maximum allowable takeoff or landing mass, or any applicable en
route performance or landing distance limitations considering the Condition of the takeoff and
landing areas to be used ,Pressure altitude, Ambient temperature, Current and forecast winds
and any known conditions which may adversely affect aircraft performance, or compliance with
noise certification standards if required. No Private Airlines Services Ltd PIC shall takeoff an

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aircraft at a mass that, assuming normal engine operation, cannot safely clear all obstacles
during all phases of flight, including all points along the intended en route path or any planned
diversions.
8.1.1.2.7 Restriction or Suspension of Operations
Private Airlines Services Ltd when aware of conditions, including aerodrome and runway conditions,
that are a hazard to safe operations, will restrict or suspend all commercial air transport
operations to such aerodromes and runways as necessary until those conditions are
corrected. No PIC shall allow a flight to continue toward any aerodrome of intended landing
where commercial air transport operations have been restricted or suspended, unless there is
no safer alternative.
8.1.1.3 Establishment of Minimum Flight Altitudes
The minimum altitude/flight level (FL) at which it is permitted to fly is governed by national
regulations, ATC requirements, or by the need to maintain a safe height margin above any
significant terrain or obstacle en-route.
Whichever of these requirements produces the highest altitude/FL for a particular route will
determine the minimum flight altitude for that route, and the Commander shall not fly below this
minimum altitude except when necessary for take-off and landing.
During flight preparation, the en-route minimum altitudes must be established for all the route
segments. If necessary, diversion procedures must be established for critical cases (engine(s)
failure, depressurisation), taking into account the topography along the route.
En-route IFR flight levels or altitudes should be higher than the published Minimum En-route
IFR Altitude (MEA) indicated on en-route Jeppesen charts. The minimum safe en-route altitude
should be the higher of the Minimum Off-Route Altitude (MORA) or the published Minimum
Obstruction Clearance Altitude (MOCA). Both minimum altitudes are indicated on en-route
Jeppesen charts.
When vectoring an aeroplane within the radar vectoring area, a Radar Controller has a
responsibility for ensuring terrain clearance for an approach. This should be considered as a
dual responsibility with the Commander who is required to maintain an orientation and
awareness of his position while being vectored.
The procedures outlined in the following subparagraphs are to be followed when calculating
the MSA for the avoidance of en-route terrain and obstacles.
8.1.1.3.1 Criteria
The following factors shall be taken into account when establishing MSA's for IFR flights:
a) The availability and accuracy of track guidance facilities;
b) The availability of radar control;

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a) The characteristics of the terrain (e.g. sudden changes in the elevation) along the route or in
the areas where operations are to be conducted;
b) The probability of encountering unfavourable meteorological conditions (e.g. severe

turbulence and descending air currents); and
c) Possible inaccuracies in aeronautical charts;
f) Any notified local regulations (see appropriate AIP and NOTAMs and Supplement to
Navtech Flight Guides).
8.1.1.3.2 Calculations
a) For general application the MSA shall be:
i) 1000ft above the highest terrain or obstruction within 20nm of track where the elevation
of the terrain or obstruction is up to 5000ft amsl; or
ii) 2000ft above the highest terrain or obstruction located within 8km of the estimated
position of the aircraft;
iii) In case of incomplete safety altitude information or lack of it, obstacles and reference
points have to be located on operational navigation charts (ONC) or topographic maps,
in order to ensure that the minimum altitude clears all reference points within 20nm of
the route centreline (regardless of route width) by 1000ft if the reference point is not
higher than 5000ft amsl, or 2000ft if reference point is higher than 5000ft amsl.
b) For flight in controlled airspace, where the track is well defined by two or more separate
navigation aids, the MSA shall be:
i) 1000ft above the highest terrain or obstruction within 10nm of track where the elevation
of the terrain or obstruction is up to 5000ft amsl; or
ii) 2000ft above the highest terrain or obstruction within 10nm where the elevation of the
terrain or obstruction is greater than 5000ft amsl.
c) When the sector length between navigational aids which define turning points is such that
the aeroplane could be more than 5nm from the centreline, due to inherent errors in the
systems used to define an airway, the limit of protection must be increased to 20nm either
side of the track;
d) For radar-controlled flight in controlled airspace, within 25nm of departure or destination

aerodrome, the MSA is 1000ft above the highest terrain or obstacle within 5nm of intended
track;
Note: Commanders are reminded that they are responsible for terrain clearance at all times
and should monitor all ATC or radar instructions by reference to other aids and must
maintain the prescribed clearance above high ground and obstacles.
e) In all cases when calculating MSA, the altitude obtained is to be rounded up to the next

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100ft;
f) MSA's within 25nm of aerodromes are referred to as Sector Safe Altitudes (SSA's) and are
displayed for each quadrant on instrument approach charts;
g) On Radio Navigation charts a safe clearance altitude to the same vertical criteria as defined
in a) and b) above is provided within degrees of latitude and longitude in hundreds of feet.
8.1.1.4 Corrections to Minimum Flight Altitude
The minimum standards specified above, for calculating MSA's and SSA's are not necessarily
the safe minima in all meteorological conditions. For example very low air temperatures cause
an altimeter to over-read and mountainous terrain can generate abnormal turbulence and lee
waves, particularly in strong winds. Pressure reductions over mountainous areas cause
altimeters to over-read. To determine the geometrical altitude of the aircraft and thus ensure
adequate obstacle clearance, corrections have to be applied when Outside Air Temperature
(OAT) and /or pressure differ from standard atmosphere
8.1.1.5 Temperature Correction
The calculated minimum safe altitude/ heights must be corrected when the OAT is much lower
than that predicted by the standard atmosphere. The correction will be applied on the height
above the elevation of the altimeter setting source. The altimeter setting source is generally the
atmosphere pressure at an airport, and the correction on the height above the airport has to be
applied on the indicated altitude. The same correction value is applied when flying at either
QFE or at QNH.
8.1.1.5.1 Low Altitude Temperature Corrections
The temperature error is approximately 4% of height per 10 degree C drop below ISA of the
height above the elevation of the altimeter setting source therefore increase aircraft indicated
altitude by 4% per 10°c below ISA of the height above elevation of the altimeter setting source.
For example:
a) Indicated altitude: 10,000ft;
b) OAT (of layer beneath): ISA minus 30°;
c) Altimeter over reads by 1200ft.
Note: This method as generally used to adjust.
- Tabulated Corrections
For colder temperatures, a more accurate correction shall be obtained from the follo-wing table
calculated for a sea level aerodrome. It is conservative when applied at higher aerodrome.
Values to be added by the pilot to minimum promulgated heights/altitudes (ft)

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Aerodrome Height above the elevation of the altimeter setting source (ft)
Temperature 200 300 400 500 1000 2000 3000 4000 5000
0oC 20 20 30 30 60 120 170 230 290
-10oC 20 30 40 50 100 200 290 390 490
-20oC 30 50 60 70 140 280 430 570 710
-30oC 40 60 80 100 190 380 570 760 950
-40oC 50 80 100 120 240 480 720 970 1210
-50oC 60 90 120 150 300 600 890 1190 1500
Note: This method is generally used to adjust minimum safe altitudes and may be applied for
all altimeter setting source altitudes for temperature above -15°c.
8.1.1.5.2 High Altitude Temperature Corrections
When the surface ambient temperature en-route is well below the ISA value, MSA’s must be
corrected as follows
Surface Temperature Correction to MSA
ISA - 16°C to ISA - 30°C MSA plus 10%
ISA - 31°C to ISA - 50°C MSA plus 20%
ISA -51°C or below MSA plus 25%
8.1.1.5.3 Minimum Altitudes for use of an Autopilot – Nig.CARs 8.8.4.6
a) For en route operations
An autopilot must not be used at an altitude above the terrain that

is less than 500 feet. If the maximum altitude loss specified in the
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AFM for a malfunction under cruise conditions when multiplied

by two is more than 500 feet, then it becomes the controlling
minimum altitude for use of the autopilot.
b) For instrument approach operations
An autopilot must not be used at an altitude above the terrain that

is less than 50 feet below the MDA or DH. If the maximum
altitude loss specified in the AFM for a malfunction under
approach conditions when multiplied by two is more than 50 feet,
then it becomes the controlling minimum altitude for use of the
autopilot.
8.1.1.6 Strong Wind Adjustment
The MOA must be increased to ensure that the relevant MSA or SSA is not infringed when
strong winds, moderate or severe turbulence or mountain wave conditions are forecast,
reported or experienced.
When the wind speed at the relevant MSA or SSA exceeds 50kts, the MOA must be increased
by at least 2000ft. When flying over mountainous terrain in mountain wave conditions a vertical
clearance over the highest ridge at least equal to the height of the ridge above the surrounding
terrain should be selected.
Terrain Wind Speed in Knots
Elevation 0 - 30 31 – 50 51 - 70 more than 70
2000 - 8000ft +500ft +1000ft +1500ft +2000ft
more than +1000ft +1500ft +2000ft +2500ft

8000ft
8.1.1.7 Pressure Correction
When flying at levels with the altimeter set to 1013 hPa, the minimum safe altitude must be
corrected for deviations in pressure when the pressure is lower than standard atmosphere
(1013hPa).
An appropriate correction is 28ft per hPa below 1013hPa
The following table gives more accurate data. The following correction is to be applied to the
indicated altitude (reference 1013hPa) to determine the geometrical aircraft altitude.

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QNH Correction
QNH of nearest QNH of nearest

Correction Correction
Station Station
1013 - 0 ft
1050 + 1000 ft
1045 + 860 ft 1010 - 80 ft
1040 + 720 ft 1005 - 220 ft
1035 + 590 ft 1000 - 380 ft
1030 + 460 ft 995 - 510 ft
1025 + 320 ft 990 - 630 ft
1020 + 180 ft 985 - 780 ft
1015 + 50 ft 980 - 920 ft
1013 + 0 ft 975 - 1080 ft
Example: Given Indicated Altitude = 20 000 ft, ISA, local QNH = 995 hPa
Find: Geometrical (true) altitude = 20 000 ft – 510 = 19 490 ft
If MEA would be 20,000ft, the minimum required obstacle clearance would not be assured,
then the next higher flight level must be used.
8.1.1.8 Obstacle Clearance Standards
Irrespective of any Radar or ATC clearances, the Commander remains responsible for
maintaining adequate obstacle clearance.
8.1.1.9 Vertical Clearances

In order to establish a SSA or MSA, the following vertical clearances are observed:
Elevation of Obstacle Vertical Clearance
Up to and including 5000ft 1000ft
Above 5000ft 2000ft

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8.1.1.10 MSA's at "MSA Critical Points"

The band width and vertical clearance used for calculating MSA's at "MSA Critical Points",
which take into account of drift-down in the event of engine failure, are based on the
aeroplane's ability to continue flight from the cruising altitude to the nominated diversion
airfield. The flight path shall clear by at least 2000ft terrain and obstructions along the route
within 10nm on either side of the intended track. Should a turn be required that exceeds 10nm
the greater distance shall be assumed.
To comply with a Required Navigation Performance (RNP) of less than 5nm, aeroplanes are
required to clear terrain by at least 2000ft along a route within 5nm either side of the intended
track.
DIAGRAM 1: Temperature Correction
Example 1 Indicated FL = 190
QNH =1013 hPa Temp = -28° C OAT -28° C OAT = ISA -5°
For ISA -5 a correction of 350 ft/minus will apply - thus the true altitude is only approx 18650 ft.
Example 2 given: QNH = 975 hPa/Temp= ISA-10/MEA = 14000 It
find: Min FL
1st step QNH correction = +1.080 ft
2nd step temp correction = =+520 ft

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- Note, that corrections must be added when deriving the min. FL!
Solution: +1.080 ft + (+) 520 ft = 1600 ft

MEA 14000 ft + 1600 ft = (rounded up) 16000 ft
8.1.1.11.a. Aircraft Performance Considerations & Calculation

Aircraft Flight Manual approved by the Authority, specific to each aircraft type
and variant is provided for use when calculating performance and operating
limitations for the aircraft. The flight crew shall consider all relevant factors
affecting aircraft performance including the following:
i) aircraft weight (mass);
ii) operating procedures;
iii) pressure altitude;
iv) temperature;
v) wind;
vi) runway gradient;
vii) runway contaminant/braking action;
viii) obstacle data;
ix) NOTAMs (including airport NOTAMs);
x) MEL information, as applicable;
xi) aircraft configuration (wing flap setting);
xii) anti-ice usage and, when applicable, ice accretion;
xiii) runway length used for aircraft alignment prior to takeoff, as applicable;
xiv) fuel freeze considerations during extended operations, as applicable.
the calculation shall, for all engines operating and for inoperative engines,
accurately account for:
a) In all phases of flight:
i) the effect of fuel and oil consumption on aircraft mass;
ii) the effect of fuel consumption on fuel reserves resulting from
changes in flight paths, winds, and aircraft configuration;

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iii) the effect of fuel jettisoning on aircraft mass and fuel reserves, if
applicable and approved;
iv) the effect of any ice protection system, if applicable and weather
conditions require its use;
v) ambient temperatures and winds along intended route and any
planned diversion;
vi) flight paths and minimum altitudes required to remain clear of
obstacles.
b) During takeoff and landing:
i) the condition of the takeoff runway or area to be used,
including any contaminants (e.g., water, slush, snow, ice);
ii) the gradient of runway to be used;
iii) the runway length including clearways and stopways, if
applicable;
iv) pressure altitudes at takeoff and landing sites;
v) current ambient temperatures and winds at takeoff;
vi) forecast ambient temperatures and winds at each
destination and planned alternate landing site;
vii) the ground handling characteristics (e.g., braking action)
of the type of aircraft; and
viii) landing aids and terrain that may affect the takeoff path,
landing path, and landing roll.
The Operations Control Center is responsible for obtaining, maintaining and
distributing to appropriate personnel current performance data for each
aircraft, route and airport that it uses. The system also provides current
obstacle data for departure and arrival performance calculations.
8.1.1.11.b. PERFORMANCE DATA CONTROL SYSTEM- Nig.CARs 9.3.1.14.
a) Private Airlines Services Ltd shall have a system approved by the Authority for
obtaining, maintaining and distributing to appropriate personnel current performance
data for each aircraft, route and airport that it uses.
b) The PASL’s system approved by the Authority shall provide current obstacle data for
departure and arrival performance calculations.

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8.1.1.11.1 General Mass and Obstruction Clearance Limitations
a) The Commander shall not take-off without ensuring that the maximum allowable mass for a
flight does not exceed the maximum allowable take-off or landing mass, or any applicable
en-route performance or landing distance limitations considering the:
i) Takeoff run shall not be greater than length of runway.
ii) Takeoff distance shall not exceed runway length plus clear way length (of no greater
than ½ of runway length).
iii) Accelerate stop distance shall not exceed runway length plus length of stop way at any
time during takeoff until reaching V1.
iv) Condition of the take-off and landing areas to be used;
v) Gradient and available length of the runway to be used;
vi) Pressure altitude, Ambient temperature, Current and forecast winds.
vii) Any known conditions (e.g. atmospheric and aeroplane configuration) which may
adversely affect performance.
b) The Commander, in conjunction with the Flight Operations Officer/Flight Dispatcher, shall
ensure the automated performance and flight planning system accounts for minimum take-
off and departure climb performance;
c) Assuming normal engine operation, the Commander shall ensure aeroplanes take-off at a
mass so as to safely clear all obstacles during all phases of flight, including all points along
the intended en-route path or any planned diversions;
d) The Commander shall monitor and adjust the vertical speed to maintain minimum climb
gradient;
e) The Commander shall ensure the specific thrust and/or flight control configuration settings
exceed the minimum climb gradient performance at aerodromes requiring different climb
performance due to terrain, traffic or other considerations;
8.1.1.11.2 One Engine Inoperative En-Route Net Flight Path - Nig.CARs 8.7.2.6 (a) (2)
Where an engine of an aeroplane fails or is shut down to prevent possible damage, the
Commander shall land the aeroplane at the nearest suitable aerodrome at which a safe landing
can be made.
The gradient of the net flight path must be positive at least 1500ft above the aerodrome of
intended landing after the engine failure, and the gradient of the net flight path must be positive
at least 1000ft above all terrain and obstructions along the route within 5nm (9.3km) on either
side of the intended track, or the net flight path must permit the aeroplane to continue flight
from the cruising altitude, clearing vertically by at least 2000ft all-terrain and obstacles along
the route within 5nm (9.3km) on either side of the intended track, to an aerodrome where a
landing can be made.
The effect of the operation of air conditioning or ice protection systems on the net flight path
must be taken into account if and when relevant.
If the navigational accuracy does not meet 95% containment level, the obstacle width margin
must be increased to 10nm (18.5km) each side of track.
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Points of no return (PNR) must be determined and the appropriate procedures established
(drift-down on course or turn-back depending on the aeroplane position), when required. When
obstacle-limited, the pilot should be reminded of correct drift-down procedure.
Note: Procedures are specified in the appropriate aeroplane FCOM.

8.1.1.11.3 Aircraft used in Commercial Air Transport - Nig.CARs 8.7.2.2
Private Airlines Services Ltd shall not operate a multiengine aircraft used for revenue passengers
carrying operations that is unable to comply with the required performance limitations unless that
aircraft is continually operated:
i) In daylight;
ii) In VFR, excluding over the top operations; and
iii) at a mass that will allow it to climb, with the critical engine inoperative, at
least 50 feet per minute when operating at the MEAs of the intended route
or any planned diversion, or at 5,000 feet MSL, whichever is higher.
8.1.1.11.4 Landing Limitations
An aircraft shall not be allowed to take-off unless its mass on arrival at either the intended
destination aerodrome or any planned alternate aerodrome would allow a full stop landing from
a point 50 feet above the intersection of the obstruction clearance plane and the runway, and
within 60 percent of the effective length of each runway for turbine engine powered aeroplanes,
or 70 percent of the effective length of each runway for reciprocating engine powered aeroplanes,
a) The planned Landing Weight for the flight is not to exceed the Private Airlines Services Ltd
Maximum Landing Weight’ and is to be based on the type of approach planned in
the weather conditions forecast, and is the lowest of;
i) the weight governed by WAT curve considerations;
ii) the weight on the runway for landing in still air conditions;
iii) the weight on the runway that may be required for landing because of the
forecast wind conditions;
i) the maximum structural landing weight quoted in the Aircraft Flight Manual.
b). Each PASL personnel responsible in determining the allowable Landing Limit
at the destination aerodrome shall ensure that:-
i. The aeroplane is landed on the most favourable runway and in the most favourable
direction, in still air; or
ii. The aeroplane is landed on the most suitable runway considering the probable wind
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velocity and direction, runway conditions, the ground handling characteristics of the
aeroplane, and considering other conditions such as landing aids and terrain.
iii. For turbine-powered aeroplanes that would be prohibited from taking off because it
could not meet the requirement of the 60 percent of the effective length of each
runway may take off if an alternate aerodrome is specified that meets all the
requirements of paragraph 1 of 8.3.2.3.
iv. if Runway at destination is reported or forecast to be wet or slippery, landing distance
available shall be at least 115% of required landing distance available unless a
shorter landing distance is approved in the AFM.
a) Overweight Landings
The maximum structural landing weight is an Aircraft Flight Manual limitation which is to be observed
unless a delay to jettison or burn off fuel would expose the aircraft and/or its occupants to additional
hazard. Overweight landings for commercial reasons are not permitted. When an overweight landing is
to be made, landing performance is to be calculated for the actual weather conditions and runway at
the anticipated landing weight. Details of the overweight landing are to be recorded in the aircraft log
and a PASL Safety Report raised.
8.1.2 Criteria for Determining the Usability of Aerodromes
8.1.2.1 General
All aerodromes which are selected as destinations or alternates must be adequate and suitable
after it has been determined by every reasonable means available that the ground and /or
water areas and facilities available and directly required for such flight and for the safe
operation of the aircraft, are adequate, including communication facilities and navigation aids in
all respects for Company aeroplanes.
For new aerodromes, a RAA - Request for Aerodrome Approval Form (see Chapter. 14 of this
manual, Appendix F) shall be forwarded to the SOCC. If the review by the SOCC does not
result in the aerodrome meeting automatic approval criteria, then it should be forwarded to the
FLM for further action.
In approving an existing or new aerodrome for Company operations, the following aspects
must be evaluated:
Obstacle clearance for all phases of flight (MSA's) and other applicable performance
requirements;
Runway (width, length and pavement loading);
Navigation aids and lighting;
Weather reporting and considerations;
Emergency services;
Fuel burn calculations;
As applicable, fuel freeze considerations;
As applicable, ETOPS/EDTO requirements;
Air Traffic Services;
Critical engine inoperative operations
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Depressurization over critical areas

(Special) airport classification.
PASL shall not normally operate outside of controlled airspace and/or aerodromes. Any such
operations may only be approved by the DFO and only if, as a minimum, aeroplane radio
broadcast procedures, VFR weather requirements and receipt of ATC clearances within
specified time/distance from the departure aerodrome are satisfied and in effect.
All flights shall operate solely within airspace where the rules and procedures conform to and
meet ICAO standards and recommendations, which includes Nigerian airspace.
8.1.2.2 Adequate Aerodrome
An adequate aerodrome infers that:
a) The runway dimensions are such that the performance requirements for Company
aeroplane will invariably be met;
b) Rescue services and fire fighting aerodrome category is compatible with the aeroplane
(refer to ICAO Doc 9137 - AN/898 Part 1, "Airport Services Manual - Rescue and Fire
Fighting") or derogation is obtained from an aerodrome authority;
c) The pavement strength (PCN - Pavement Classification Number) is compatible with

aeroplane weight (Refer to ICAO Annex 14, Attachment B, "Aerodrome Design and
Operations" and ICAO Doc 9157 - AN/901 Part 3, "Aerodrome Design Manual -Pavement")
or derogation is obtained from an aerodrome authority.
8.1.2.2.1 Maximum Distance from an Adequate Aerodrome for Twin-Engined
All aerodromes which are selected as destinations or alternates must be adequate and suitable
after it has been determined by every reasonable means available that the ground and /or
water areas and facilities available and directly required for such flight and for the safe
operation of the aircraft, are adequate, including communication facilities and navigation aids in
all respects for Company aeroplanes.
Unless specifically approved by the Authority (ETOPS Approval), Private Airlines Services Ltd
shall not operate a two-engined aeroplane over a route which contains a point further from an
adequate aerodrome than, in the case of:—
(1) Large, turbine-powered aeroplanes the distance flown in 60 minutes at the one-engine-
inoperative cruise speed determined in accordance with paragraph (b) with either :
(i) A maximum approved passenger seating configuration of 20 or more ; or
(ii) A maximum take-off mass of 45,360 kg or more,
(b) Private Airlines Services Ltdshall determine a speed for the calculation of the maximum
distance to an adequate aerodrome for each two-engined aeroplane type or variant operated,
not exceeding Vmo based upon the true airspeed that the aeroplane can maintain with one-
engine-inoperative under the following conditions:
(1) International Standard Atmosphere ;
(2) Level flight :
(i) For turbine-powered aeroplanes at :

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(a) FL 170 ; or
(b) At the maximum flight level to which the aeroplane, with one engine inoperative, can
climb, and maintain, using the gross rate of climb specified in the AFM, whichever is less.
(3) Maximum continuous thrust or power on the remaining operating engine ;

(4) An aeroplane mass not less than that resulting from :
(i) Take-off at sea-level at maximum take-off mass until the time elapsed since take-off is equal
to the applicable threshold prescribed in paragraph (a) ;
(ii) All engines climb to the optimum long range cruise altitude until the time elapsed since take-
off is equal to the applicable threshold prescribed in subparagraph (a) ; and
(iii) All engines cruise at the long range cruise speed at this altitude until the time elapsed since
take-off is equal to the applicable threshold prescribed in paragraph (a).
(c) Private Airlines Services Ltdshall ensure that the following data, specific to each type or
variant, is included in the Operations Manual :
(1) The one-engine-inoperative cruise speed determined in accordance with paragraph (b) ;
and
(2) The maximum distance from an adequate aerodrome determined in accordance with
paragraphs (a) and (b).
8.1.2.3 Aerodrome Rescue and Fire Fighting Services (ARFF)
ICAO-Annex 14 (Chapter. 9) specifies the aerodrome requirements for rescue and fire fighting.
Different aerodrome categories are laid down, depending upon:
a) The aeroplane's overall length;
b) The maximum fuselage width; and
c) The number of movements of individual aeroplane types.
Category for Aerodrome Rescue and Fire Fighting (ARFF)

Aerodrome Category Maximum Fuselage
(RFF) Aeroplane Overall Length Width
1 up to but not including 9m 2m
2 9m up to but not including 12m 2m

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Note: B737-300 is Cat 6

It is PRIVATE AIRLINES SERVICES LTD policy to request the fire fighting category number to
be equal to or higher than that corresponding to the aeroplane type before operating into an
aerodrome, unless as an exception, clearance to operate into the aerodrome is given by the
NCAA.
Operational considerations include operational effects arising from political instability or armed
conflict and apply retrospectively to routes already operated.
During approach, landing, taxi, take-off and departure of an aeroplane, boarding and de-
boarding of passengers as well as at all times passengers are on board, the RFFS of an
aerodrome must comply with minimum the category as defined below:
Aerodrome Aerodrome Category
Departure and Destination Aerodrome Min Cat 6

Take off Alternate Min Cat 6
Destination Alternate and Adequate En- Min Cat 6 (for en route alternates DFO
route Alternate Aerodromes may approve a lower categorisation)
The fire fighting and rescue services may be downgraded temporarily for given operating
hours. The DFO may approve a lower required category for special types of operation
8.1.2.4 Approach Procedure and Charts
For operations under IFR, an approved approach procedure must be available for each
destination and alternate aerodrome, with up-to-date copies of the approach plates available to
each pilot. Specific aerodrome operating minima are similarly to be made available to the Flight
Deck crew.
These are contained in the Company's standard Jeppesen Route Manuals on the Flight Deck.
When "one-off' aerodromes is not included in the Company's Jeppesen Manuals on the Flight
Deck are required, these will be included in the flight documents envelope as part of the
Commander's flight brief.
8.1.2.5 Route and Aerodrome Competence Qualification

Aerodrome are categorized in ascending order of difficulty from Category A to C
The DFO shall, prior to the flight, determine the category of each aerodrome to which a new
route/flight is planned according to the following criteria:
a) Category A
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An aerodrome which satisfies all of the following requirements:

i) An approved instrument approach procedure;
ii) At least one runway with no performance limited procedure for take-off and/or landing;
iii) Published circling minima not higher than 1000ft AAL(above aerodrome level); and
iv) Night operations capability.
b) Category B
An aerodrome which does not satisfy the Category A requirements or which requires extra
considerations such as:
i. Non – standard approach aids and/or approach patterns; or
ii. Unusual local weather conditions; or
iii. Unusual characteristics or performance limitations; or
iv. Any other relevant considerations including obstructions, physical layout, lighting, etc.
Prior to operating to a Category B aerodrome for the first time, the Commander should be
briefed, or self-briefed by means of programmed instruction, on the Category B aerodrome(s)
concerned and should certify that he has carried out these instructions, by signing the Journey
Log.
c) Category C
An aerodrome that requires additional considerations to a Category B aerodrome.
Prior to operating to a Category C aerodrome for the first time, the Commander should be
briefed and visit the aerodrome as an observer and/or be familiarised in a flight simulator
approved by the Authority for that purpose. The Commander should certify that he has carried
out these instructions, by signing the Journey Log.
8.1.2.6 Period of Validity
The period of validity of the aerodrome competence qualification will be 12 calendar months or
as specified by the State if less, in addition to the remainder of:
a) The month of qualification; or
b) The month of the latest operation to that aerodrome.

If revalidated within the final 3 calendar months of validity of previous aerodrome competence
qualification, the period of validity will be effective until 12 calendar months from the expiry date
of that previous qualification.
The CP liaising with the DFO will specify the required recurrence training or observation flight
required for the aerodrome(s) concern. However such retraining shall be conducted every 12
calender months, unless at least 3 IFR approaches are made into the aerodrome(s)

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8.1.2.7 Alternate definitions

Alternates are defined thus:
a) Fuel Alternate
The designated alternate for which fuel is planned provided that forecast conditions at
destination (e.g. weather, ATC delays, etc.) are such that diversion is considered
unlikely. Shown, subject to availability, as the first alternate on the Company
Navigation Log.
b) Commercial Alternate
The designated alternate to which a diversion would be planned at the flight planning
stage, or in fIight should diversion be likely. It is designated taking into account such
factors as ability to handle and disperse passengers and the availability of PASL
Limited staff or representatives.
c) Technical Alternate
A designated alternate which, although suitable for a safe diversion should the need arise, for
reasons of lack of ground handling facilities would not normally be nominated in any capacity
if a diversion seems likely. At the flight planning stage, a Technical Alternate may be
nominated as a Fuel Alternate, subject to the Captain's discretion, when both the Destination
and Technical Alternate are forecast at or above CAT 1 minima, and other forecast
conditions are such that diversion is unlikely.
8.1.3. Methods for the Determination of Aerodrome Operating Minima Nig.CARs 8.8.1.7
8.1.3.1 General
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.
However, at the Commander’s discretion, if other factors indicate that the operation cannot be
conducted with the required standard of safety, the selected minima can be raised higher than
the allowed minima. NOTAM could also affect minima.
The term "minima" refers to the aerodrome weather conditions and defines the minimum
visibility (horizontal and vertical) prescribed for taking off or landing a civil aeroplane.
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The method for determining aerodrome/airfield operating minima is set out in Jeppesen Manual.
Aeroplane capability given in the AFM defines the lowest minima for which the aeroplane has
been certified.
PRIVATE AIRLINES SERVICES LTD minima are approved by the NCAA. They are the lowest
minima that PRIVATE AIRLINES SERVICES LTD is allowed to use on a specified aerodrome.
They cannot be lower than the aeroplane capability or the minima published on the aerodrome
JEPPESEN 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 (IS
APPROVED BY THE Applicable National Authority of the operator. They are the lowest minima
that the operator is allowed to use on a specific aerodrome, which cannot be lower than the
aircraft capability and the minima published on the aerodrome chart except when specifically
approved by the Applicable National Authority of the aerodrome). Crew minima are the
minimum conditions that the Flight Deck crew are authorised to operate in. They are based on
the qualifications of the Flight Deck crew. Meteorological reports (METAR's) and forecasts
(TAF's) produced by Aviation Meteorological Offices together with RVR's reported on the ATIS
or by ATC are to be used to decide the meteorological conditions which meet the criteria for
operating minima. RVR's may be measured by transmissometer or human observation. As
applicable in certain cases, pilot assessment can be used to replace the reported RVR. Visibility
reports can be converted to an equivalent RVR as described in the method below.
The approach-related duties of the PF and PM are described in Operations Manual Part B.
Note: PRIVATE AIRLINES SERVICES LTD flight crewmember shall adhere strictly to all
applicable aerodrome operating minima.
8.1.3.2 Aeroplane Categories
For minima purposes, aeroplane are classified into five approach categories, based on their
normal threshold speeds. These are defined as 1.3 times the stalling speed in the landing
configuration or 1.23 times VsIG for EU 25 certified aeroplanes, at maximum certified landing
The aeroplane categories are defined in the following table:

Category Threshold INITIAL FINAL Max speeds for Max speeds for
APPROACH APPROACH Circling (kts) MISSED
Speed (kts) speeds (kts) speeds (kts) APPROACH (kts)
A Under 91 90 to 150 (110*) 70 to 100 100 100 110
B 91 to 120 120 to 180 85 to 130 135 130 150

(140*)
C 121 to 140 160 to 240 115 to 160 180 160 240
D 141 to 165 185 to 250 130 to 185 205 165 265
E 166 to 210
* Maximum speed for reversal and racetrack procedures.
The 737-500 aeroplane designated speed is Category C.
8.1.3.3 Planning Requirements

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8.1.3.3.1 Take-off Alternates
Nig. CARs 8.6.2.9
The operational flight plan will specify a take-off alternate if meteorological and /or performance
considerations preclude return to the departure aerodrome. This take-off alternate shall be located,
for a two-engined aeroplanes, within one hour still air flight time at the AFM one-engine-inoperative
cruising speed in ISA calculated on the actual take-off mass.
a) Requirements
A take-off alternate shall be specified and noted on the OFP in the event that it would not be
possible to return to the aerodrome of departure for meteorological or performance reasons
based on weather conditions at the time of departure. Normal operating minima apply and
engine failure limitations must be considered. From the definition above, the take-off alternate
to which the planning minima and time windows apply is not the aerodrome of departure.
The Commander will check the requirement for a take-off alternate in accordance with the
above and select a take-off alternate when necessary. The selected take-off alternate will be
the one that conforms with the take off alternate requirements for the aeroplane type.
alternates for the departure aerodrome and the specific aeroplane type.
The Commander is responsible for ensuring for two engine aeroplane the take-off alternate is
located within one hour flight time at single-engine cruise speed;
b) Planning
For selection as a take-off alternate an aerodrome must satisfy the following conditions:
i) Meteorological reports and/or forecasts must indicate that the weather at the aerodrome
will be at or above the applicable landing minima for ± 2 hours of the aeroplane's estimated
time of arrival (ETA);
ii) If only non-precision and/or circling approaches are available ceiling must be taken into
account;
iii) Any one-engine-inoperative limitations, such as loss of CAT II or III capability, must be
taken into account;
iv) The alternate aerodrome is located no more than 330nm;
v) The alternative aerodrome is suitable based on the engine out approach, landing and
overshoot case;
vi) The terrain and weather conditions en-route to the take-off alternate do not affect the safety
of-engine-out flight;
vii) All traffic at the aerodromes is under the control of ATC;
viii) The runway is marked in such a way that enables the visual reference during the takeoff;
ix) Any one-engine inoperative limitations must be taken into account e.g. loss of CAT II or
CAT III capability.
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8.1.3.3.2 Destination Aerodrome
Nig. CARs 8.6.2.5
For selection as a destination aerodrome meteorological reports and/or forecasts must indicate
that the weather at the aerodrome will be at or above the applicable planning minima as
specified below, for ± 2 hours of the aeroplane's ETA as follows:
Planning Minima for Destination Aerodromes (and for Take-off Alternates)

Type of approach Planning Minima
Precision approach RVR as for operative minima
RVR as for operative minima and ceiling
Non-precision approach at or above MDH
Circling Circling

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8.1.3.3.3 Destination Alternate and En-Route Alternate Aerodromes

Nig. CARs 8.6.2.6; 8.6.2.7; 8.6.2.13(d)
IFR Destination Alternate Requirement
1. Private Airlines Services Ltd shall not commence an IFR flight in an aeroplane without at
least one destination alternate aerodrome listed in the flight plan unless there is a standard
instrument approach procedure prescribed for the aerodrome of intended landing; and
available current meteorological information indicates that the following meteorological
conditions will exist from two hours before to two hours after the estimated time of arrival:
i) A cloud base of at least 1000 ft above the minimum

associated with the instrument approach procedure; and
ii) Visibility of at least 6km or 4 km more than the minimum associated with
the procedure.
2. IFR Alternate Aerodrome Selection Criteria Nig.CARs - 8.6.2.7
If alternate minima are published, an aerodrome shall not be designated as an alternate
in an IFR flight plan unless the current available forecast indicates that the meteorological
conditions at that alternate at the ETA will be at or above those published alternate minima.
If alternate minima are not published, and if there is no prohibition against using the
aerodrome as an IFR planning alternate, the meteorological conditions at that alternate at
the ETA will be at or above:
i) for a precision approach procedure, a ceiling of at least
600 feet and visibility of not less than 3 kilometres; or
ii) for a non-precision approach procedure, a ceiling of at
least 800 feet and visibility of not less than 5 kilometres.
3. At least one destination alternate must be selected for each IFR flight if the forecast for the
destination aerodrome is at or above the expected operating minima for ETA +/- 1 hour.
a) At least one destination alternate must be selected, unless:
i) Both:
A) The planned duration of the flight from take-off to landing does not exceed 6
hours;
B) Two separate runways are available at the destination aerodrome and the
meteorological forecast for the period from 1 hour before and after the estimated
time of arrival will support a VMC approach and landing from the minimum
sector altitude.
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Or
4. The destination aerodrome is isolated.

Runways at the same aerodrome are considered to be separate runways when they are
separate landing surfaces which may overlay or cross such that if one of the runways is
blocked it will not prevent the planned operation on the other runway and each of the landing
surfaces has a separate approach procedure based on a separate aid.
No Commander may commence a flight to an aerodrome where no suitable alternate

aerodrome is available because the destination aerodrome is isolated, without enough reserve
fuel for two (2) additional hours’ flight at normal cruise consumption, at 1,500ft above the
aerodrome. The Authority may grant specific approval to isolated aerodromes without regard to
consumption requirement, if the Authority determines that fuel in addition to any other
requirements. It is necessary on a particular route or flight operation in the interest of safety,
the additional fuel in the interest of safety shall be included in the minimum fuel supply for the
route.
b) Two destination alternates must be selected when the appropriate weather reports or/and
forecasts at the destination or destination alternate show that:
i) The weather conditions will be below the applicable minima for ETA +/- 2 hours; or
ii) When no meteorological information is available.
For selection as a destination alternate or en-route alternate an aerodrome must satisfy the
following criteria:
Meteorological reports and/or forecasts must indicate that the weather at the aerodrome will be
at or above the planning minima specified in the table below for ± 2 hours of the aeroplane's
expected time of arrival.
8.1.3.3.3.1 Continuation of IFR Flight toward a Destination- Nig.CARs 8.8.4.11

Private Airlines Services Ltdpilots shall not continue an IFR flight toward an aerodrome
of intended landing, unless the latest available meteorological information indicates that the
conditions at the aerodrome, or at least one destination alternate aerodrome will, at the
expected time of arrival, be at above the specified instrument approach minima
8.1.3.3.4 Conversion of Reported Meteorological Visibility to RVR
This table is for use when the RVR is not reported and meterological visibility is not available
with the exceptions detailed in the notes below.
Conversion of visibility to RVR

RVR=Reported Meteorological
Lighting elements in operation
Visibility x Day Night

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High intensity approach and runway lighting 1,5 2,0
Any type of lighting installation other than 1,0 1,5

above
No lighting 1,0 Not applicable
Note 2: The ceiling must be at or above the MDH
Note 3: Non-precision minima refers to the next-higher minimum that is available in the
prevailing wind and serviceability conditions. "Localiser-only" approaches, if published, are
considered to be non-precision. Unserviceabilities must be fully taken into account.
8.1.3.4 Operating Minima
Unless authorised by the NCAA for operations to CAT II and/or CAT Ill minima on landing, and
for "low visibility" departures, Company aeroplanes will be restricted to CAT I operations as
outlined below.
Specific minima for particular combinations of approach aid, runway and lighting will normally
be as contained in the Jeppesen Manual for the aerodrome concerned.
Departure minima for a given aerodrome shall be not less than those for landing at the same
aerodrome unless a take-off alternate aerodrome is available which meets all the relevant
landing minima and performance requirements for the aeroplane type.
Minima must be high enough to ensure that there is sufficient guidance to enable the
aeroplane to be controlled in the event of both a take-off in adverse circumstances and a
continued take-off after failure of the critical power unit.
When the reported meteorological visibility is below that required for take-off or is not available
and RVR is not reported, or when neither RVR nor meteorological visibility is available the
Commander shall not commence take-off unless he/she can determine that the actual
conditions satisfy the applicable take-off minima.
Type of Approach Planning Minima Notes
CAT II and CAT III CAT I (1)
CAT I Non-Precision (1 & 2)
Non-Precision Non-Precision plus 200ft/1000m (1 & 2)
Circling Circling -

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8.1.3.5 Take-off Minima

Note 1: The higher values shall apply to Category D aeroplanes.
Note 2: For night operations, at least runway edge and runway end lights are required and
must be ON.
Take-off RVR/Visibility minima for take-off are as defined in the table below.
RVR/VISIBILITY FOR TAKE-OFF

RVR/Visibility in
FACILITIES Metres
(Note: 3)
Nil (Day Only) 500m
Runway Edge Lighting and/or Centreline Marking 250/300m (Notes 1 &

2)
Runway Edge and Centreline Lighting 200/250m

(Note 1)
Runway Edge, Centreline Lighting and Multiple RVR info 150/200m (Notes 1 &
4)
Runway edge and 15m centreline lighting, multiple RVR 125/150m (Notes 1 &
information, and LVPs in force, when specifically authorised in the 4)
Note 3: TheManual
Performance reported RVR/Visibility representative of the initial part of the take-off run may be
replaced by pilot assessment.
Note 4: The required RVR value must be achieved for all of the relevant RVR reporting points
except as stated in Note 3 above.
8.1.3.6 Low Visibility Take-off
A low visibility take-off (LVTO) is a take-off in meteorological conditions with an RVR of less
than 400m. Low visibility procedures (LVP) must be in effect at the relevant aerodrome. If no
LVP are established, or LVP are not in force, the lowest RVR authorised for take-off is 400m.
The TDZ RVR report (if available) is in effect. The mid RVR report may be substituted for the
TDZ RVR report if the TDZ RVR report is not available.
PRIVATE AIRLINES SERVICES LTD may reduce the take-off minima to 150m RVR when:
a) Low visibility procedures are in force;
b) High intensity runway lights spaced 15m or less and high intensity edge lights spaced 60m
or less are in operation;
c) Flight crewmembers have satisfactorily completed training in a flight simulator;

d) A 90m visual segment is available from the Flight Deck at the start of the take-off run; and
e) The required RVR value has been achieved for all of the relevant RVR reporting points.

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8.1.3.7 Take-off Ban
Take-off is not permitted if any of the following is below the relevant minimum:
a) The RVR assessed by the Commander from the Flight Deck immediately before take-off;
b) The reported Touchdown Zone (TDZ) RVR or Met Visibility (see note);
c) The mid-point RVR, when reported;
a) The stop-end RVR, if specified in the AOM Notes (otherwise this RVR is for information
only);
Note: For take-off: the RVR that reflects that portion of the runway required for the whole of the
ground manoeuvre, including rejected take-off.
e) The cloud-ceiling (if specified in the AOM); or
f) The runway is indistinguishable from its surroundings.
Note: Pilot assessment of TDZ RVR when practical always overrides the reported TDZ
RVR or Met visibility. Pilot assessment may not be practical where runways are humped or the
RVR limit is high.
8.1.3.8 TDZ RVR not Available

When the TDZ RVR is not reported the Commander may assess this from the Flight Deck, and
may take off if the visibility meets the criteria above. Met visibilities must not be factored to
device an equivalent RVR.
8.1.3.9 Landing Minima
Nig. CARs 8.6.2.5
No pilot shall continue an IFR flight toward an aerodrome of intended landing, unless the latest
available meteorological information indicates that the conditions at that aerodrome or at least
one destination alternate aerodrome will, at the expected time of arrival be at or above the
specified instrument approach minima.
8.1.3.9.1 Instrument Approach Operating Minima - Nig. CARs 8.8.1.7
Flight crew will not continue an instrument approach to land at any airport beyond a point at
which the limits of the operating minima specified for the approach in use would be infringed.
Flight crew will not continue an instrument approach beyond a designated point in the approach
unless reported visibility, weather conditions or controlling RVR are equal to or above those
specified for the approach in use.
No Private Airlines Services Ltd PIC shall operate to or from an aerodrome using operating
minima lower
than those which may be established for that aerodrome by the State in which it is located, unless
that State specifically approves that operation in accordance with the provisions of Implementing
Standard : IS: 8.8.1.7. and will not conduct instrument approach and landing operations below

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800 m visibility unless RVR information is provided.

8.1.3.10 Non-Precision Approach
8.1.3.10.1 System Minima
The system minima for non-precision approach procedures are based upon the use of ILS
without glide path (LOC only). VOR, NDB, SRA and VDF are not lower than the MDH values
given in the table below.
Table 3 - System Minima for non-precision approach aids
Facility (approach aid) Lowest MDH (ft)
ILS with no glide path (LLZ) 250
SRA (terminating at 1/2 NM.) 250
SRA (terminating at INM.) 300

SRA (terminating at 2 NM.) 350
VOR 300
VOR/DME 250
NDB 300
VDF (QDM and QGH) 300
The minimum descent height for an approach shall not be lower than:
a) The OCH for the specific aeroplane category; or
b) The system minimum, as contained in the above table;
c) Any applicable state minima if applicable.
The required values depend upon the published applicable system, whichever is higher.
8.1.3.10.2 Visual Reference
No PRIVATE AIRLINES SERVICES LTD Member may continue an approach below MDA/MDH
unless at least one of the following visual references for the intended runway is distinctly visible
and identifiable to the pilot:
a) Elements of the approach light system (ALS);
b) The threshold, its markings, lights or identification lights;
c) The visual glide slope indicator(s);
d) The touchdown zone, zone markings or zone lights;

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e) Runway edge lights; or

f) Other visual references accepted by the applicable Authority.
In the event that none of the above requirements are met, an immediate go-around shall be
executed
Note: Whenever the approach is not coupled to a glide-path, visual reference must be
established sufficiently before reaching DH to confirm that the proper descent path is
maintained (a period of about 3 seconds, equivalent to 30ft at normal approach speed is
normally considered adequate).
The lowest minima for non-precision approaches are as detailed in the tables below:
Non-Precision Approach min. full Non-Precision Approach min. full facilities

facilities
see Notes 1, 5, 6 & 7 see Notes 2, 5, 6 & 7
MDH RVR Aeroplane Category MDH RVR Aeroplane Category
B C D B C D
250-299ft 800m 800m 1200m 250-299ft 1100m 1200m 1400m
300-449ft 1000m 1000m 1400m 300-449ft 1300m 1400m 1600m
8.1.3.10.3
450-649ftRequired
1200mRVR
1200m 1600m 450-649ft 1500m 1600m 1800m
600ft abv 1400m 1400m 1800m 1600ft abv 1500m 1800m 2000m
Non-Precision Approach min. full Non-Precision Approach min. full facilities

facilities
see Notes 3, 5, 6 & 7 see Notes 4, 5, 6 & 7
MDH RVR Aeroplane Category MDH RVR Aeroplane Category
BC D B C D
250-299ft 1300m 1400m 1600m 250-299ft 1500m 1600m 1800m
300-449ft 1400m 1600m 1800m 300-449ft 1500m 1800m 2000m
450-649ft 1500m 1800m 2000m 450-649ft 1500m 2000m 2000m
600 ft abv. 1500m 2000m 2000m 600ft abv. 1500m 2000m 2000m
Note 1: Full facilities comprise runway markings, 720m or more of HI/MI approach lights,
runway edge lights, threshold lights and runway end lights. All lights must be on.
Note 2: Intermediate facilities comprise runway markings, 420-719m of HI/MI approach lights,
runway edge lights, threshold lights and runway end lights. Lights must be on.
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Note 3: Basic facilities comprise runway markings, <420m of HI/MI approach lights, any length
of LI approach lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.
Note 4: Nil approach light facilities comprise runway markings, runway edge lights, threshold
lights, runway end lights or no lights at all.
Note 5: The tables are only applicable to conventional approaches with a nominal descent
slope of not greater than 4°. Greater descent slopes will usually require that visual glide slope
guidance (e.g. PAPI) is also visible at the Minimum Descent Height.
Note 6: The above figures are either reported RVR or meteorological visibility converted to
RVR using the conversion table in Chpt 8.1.3.3.4 of this manual.
Note 7: The MDH mentioned in the tables above refers to the initial calculation of MDH. When
selecting the associated RVR, there is no need to take account of a rounding up to the nearest
10ft, which may be done for operational purposes, e.g. conversion to MDA.
WARNING: Night operations. For night operations at least runway edge, threshold and
runway end lights must be on.
8.1.3.11 Precision Approach - CAT I Operations
8.1.3.11.1 General
A CAT I operation is a precision instrument approach and landing using ILS, MLS or PAR with
a decision height not lower than 200ft and with a runway visual range not less than 550m.
8.1.3.11.2 Decision Height Definition
Decision height is the aircraft wheels height above the runway elevation by which a go-around
must be initiated unless adequate visual reference has been established, and the aircraft
position and approach path have been assessed by the flight crew as satisfactory to continue
the approach and land safely.
In this definition, runway elevation means the elevation of the highest point in the touchdown
zone. The DH recognition must be by means of height measured by the radio-altimeter.
Decision Height
The decision height to be used for a CAT I precision approach shall not be lower than:
a) The minimum decision height specified in the AFM if stated;

b) The minimum height to which the precision approach aid can be used without the required
visual reference;
c) The OCH/OCL for the specific aeroplane type;
d) 200ft; or
e) Any State minima if applicable.

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8.1.3.11.3 Visual Reference
A pilot may not continue an approach below the CAT I decision height, determined in
accordance with Paragraph 8.1.3.11.2 above, unless at least one of the following visual
references for the intended runway is distinctly visible and identifiable to the pilot:
a) Elements of the approach light system (ALS);
b) The threshold, its markings, lights, or identification lights;
c) The visual glide slope indicator;
d) The touchdown zone, zone markings, or zone lights; or
e) Runway edge lights.
8.1.3.11.4 Required RVR
The lowest minima to be used for Category I operations are described in the table below:
Category I Minima
Decision height
Facilities/RVR (Note 5)
(Note 7)
Full Interm Basic Nil
(Notes 1 & 6) Notes 2 & 6) (Notes 3 & 6) (Notes 4 & 6)
200ft 550m 700m 800m 1000m
201-250ft 600m 700m 800m 1000m
251-300ft 650m 800m 900m 1200m
301ft and above 800m 900m 1000m 1200m
Note 1: Full facilities comprise runway markings, 720m or more of HI/MI approach lights,
Note 2: Intermediate facilities comprise runway markings, 420-719m of HI/MI approach lights,
Note 3: Basic facilities comprise runway markings, < 420m of HI/MI approach lights, any length
of LI approach lights, runway edge lights, threshold lights and runway end lights. Lights must
be on.

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Note 4: Nil approach light facilities comprise runway markings, runway edge lights, threshold
lights, runway end lights or no lights at all.
Note 5: The above figures are either the reported RVR or meteorological visibility converted to
RVR.
Note 6: The Table is applicable to conventional approaches with a glide slope angle up to and
including 4° (degrees).
Note 7: The DH mentioned in the table above refers to the initial calculation of DH. When
selecting the associated RVR, there is no need to take account of a rounding up to the nearest
10ft, which may be done for operational purposes, (e.g. conversion to DA).
8.1.3.11.5 Night Operations
For night operations at least runway edge, threshold and runway end lights must be on.
8.1.3.12 Visual Approaches

8.1.3.12.1 Visual Reference Requirements
At or below the relevant circling minimum or DA/H, an approach shall be discontinued by an

immediate go-around unless the visual reference requirements specified below remain
satisfied.
Minimum RVR for visual approaches to an IFR qualified RWY is 800m.
a) Before Established on Extended Runway Centreline:
Sufficient visual reference of the terrain, and either the approach lights or the runway itself
must be continuously in view to ensure clearance from the terrain below the aeroplane's
intended track to the extended runway centreline.
If these conditions cannot be satisfied, descent from circling minimum to the commencement of
a Visual Final may be made with the help of a Visual Approach Chart, provided that there is
sufficient visual reference to allow navigation along the tracks specified on that chart, and that
all altitude/height restrictions on it are observed. Particular caution must be adhered to at night
and the dangers of descending into a "black hole".
b) Established on Extended Runway Centreline:
Sufficient approach lighting, runway light, or the runway itself must be continuously in view to
follow the required flight path.
8.1.3.12.2 Visual Manoeuvring (Circling)
Visual manoeuvring (circling) is the term used to describe the visual phase of an instrument
approach required to position an aeroplane for landing on a runway which is not suitably
located for a straight-in approach.
The lowest minima to be used for visual manoeuvring (circling) are described in the table
below:
Visibility and MDH for circling vs. aeroplane category

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A B C D
MDH (ft) 400 500 600 700
Minimum Meteorological Visibility(m) 1500 1600 2400 3600
a) Missed approach during visual manoeuvring (circling):
The missed approach procedure to be carried out is the one applicable to the instrument
approach runway unless another procedure is described. Once the aeroplane has left the
instrument procedure and commenced circling, an initial climbing turn towards the runway and
overhead the aerodrome will be made, where the aeroplane will then establish in a climb the
missed approach track of the instrument approach runway.
Because of the variability of circling procedures, other patterns may be needed at different
stages in order to keep the aeroplane in a safe area and to establish the missed approach
track.
If the instrument approach procedure is carried out with the aid of an ILS, the Missed Approach
Point (MAPt) associated with an ILS procedure without glide path (GP out procedure) should
be taken into account.
b) Instrument approach followed by visual manoeuvring (circling) without prescribed tracks:
i) Before visual reference is established, but not below MDA/H - The flight should follow
the corresponding instrument approach procedure;
ii) At the beginning of the level flight phase at or above the MDA/H - From the beginning of
the level flight phase, the instrument approach track determined by radio navigation aids
should be maintained until:
A) The pilot estimates that, in all probability, visual contact with the runway or runway
environment will be maintained during the entire procedure;
B) The pilot estimates that his/her aeroplane is within the circling area before
commencing circling; and
C) The pilot is able to determine his/her aeroplane's position in relation to the runway
with the aid of the external references.
iii) If the conditions in paragraph above are not met by the MAPt, a missed approach must
be carried out in accordance with the instrument approach procedure;
iv) After the aeroplane has left the track of the corresponding instrument approach
procedure, the flight phase outbound from the runway should be limited to the distance
which is required to align the aeroplane for the final approach. Flight manoeuvres should
be conducted within the circling area and in such way that visual contact with the runway
or runway environment is maintained at all times;
v) Flight manoeuvres should be carried out at an altitude/height which is not less than the
circling minimum descent/altitude height (MDA/H);
vi) Descent below MDA/H should not be initiated until the threshold of the runway to be
used has been identified and the aeroplane is in a position to continue with a normal rate
of descent and land within the touchdown zone;
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vii)The aeroplane must be on a stabilised approach aligned with the runway centreline no
lower than 400ft agl;
c) Instrument approach followed by a visual manoeuvring (circling) with prescribed track:

i) Before visual reference is established, but not below MDA/H, the flight should follow the
corresponding instrument approach procedure. The aeroplane should be established in
level flight at or above the MDA/H and the instrument approach track determined by the
radio navigation aids maintained until visual contact can be achieved and maintained.
At the divergence point, the aeroplane should leave the instrument approach track and
the published routing and heights followed;
ii) If the divergence point is reached before the necessary visual reference is acquired, a
missed approach procedure should be initiated not later than the MAPt and carried out
in accordance with the instrument approach procedure;
iii) The instrument approach track determined by radio navigation aids should only be left
at the prescribed divergence point when only the published routing and heights should
be followed;
iv) Unless otherwise specified in the procedure, final descent should not be initiated until
the threshold of the runway to be used has been identified and the aeroplane is in a
position to continue with a normal rate of descent and land within the touchdown zone.
8.1.3.13 Effect on Landing Minima of Temporarily Failed or Downgraded Ground
Equipment
8.1.3.13.1 General
Aerodrome facilities are expected to be installed and maintained to the standards prescribed in
ICAO Annexes 10 and 14. Any deficiencies are expected to be repaired without unnecessary
delay.
These instructions are intended for use both pre-flight and in-flight. It is not expected however
that the Commander would consult such instructions after passing the outer marker or
equivalent position. If failures of ground aids are announced at such a late stage, the approach
could be continued at the Commander's discretion. If, however, failures are announced before
such a late stage in the approach, their effect on the approach should be considered as
described in the table below, and the approach may have to be abandoned to allow this to
happen.

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Failed or Downgraded Equipment - Effect on Landing Minima

FAILED OR EFFECT ON LANDING MINIMA
DOWNRADED
EQUIPMENT CAT II CAT I NON
PRECISION
ILS stand-by No effect

Transmitter
No effect if replaced by published
Outer marker Not applicable
equivalent position
No effect unless
Middle marker No effect
used as MAPT
Touch Down Zone May be temporarily
RVR assessment replaced with midpoint
system RVR if approved by the
State of
the aerodrome. RVR may No effect
be reported by human
observation.
Midpoint or stop-end
No effect
RVR
Anemometer for R/W
No effect IF other ground source available
in use
Ceilometers No effect
8.1.4 VFR Weather Minimums for Takeoff and Landing
Flight Nig.CARs 8.6.2.4, 8.8.3.2

VFR flights shall not be commenced unless current meteorological reports or a combination of
current reports and forecasts indicate that the conditions along the route or along that part of
the route to be flown under VFR are, and will continue to be such as to make it possible for the
flight to be conducted in accordance with VFR and the proposed cruising altitudes, the
requisite visibility and clearances from cloud can be maintained.
The pilot of a Private Airlines Services Ltd flight shall not enter the traffic pattern, land or
takeoff an aircraft under VFR from an aerodrome located within a control zone, or enter the
aerodrome traffic zone or traffic pattern airspace unless the :

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a. Reported ceiling is at least 450 m (1,500 ft) ;
b. Reported ground visibility at least 5km or, except when a clearance is obtained
from ATC.
c. No VFR flight shall be commenced unless it can be ascertained from the latest
available weather information that the visibility throughout the flight will be 8km or
greater;
d. VFR flights shall be carried out with permanent surface visual contact
e. VFR flights can only be operated in daylight and must be authorised by the ATC.
f. No VFR flight shall begin before sunrise (SR) or end after sunset (SS).
8.1.5 Presentation and Application of Aerodrome and En-Route Operating Minima
8.1.5.1 Presentation
For precision approaches, minima are listed in terms of Decision Height and RVR. For non-
precision approaches, minima are listed in terms of Minimum Descent Altitude and RVR. For
circling approaches, the Minimum Descent Altitude will be shown together with a minimum
meteorological visibility.
8.1.5.2 Application
A Commander is not permitted to operate to minima which are lower than those published in
the Jeppesen Route Manual, calculated in accordance with Chapter. 8.1.3 of this manual, or
notified by the state which controls the aerodrome in question. For low visibility take-offs
reference must also be made to Operations Manual Part B.
Before commencing take-off, a Commander must satisfy himself that the RVR or visibility
required for take-off is equal to or exceeds the applicable minima in the take-off direction. In
addition any increment imposed by the Authority must be added to the published minima.
A Commander may nevertheless elect to operate to higher minima than those established by
any of these means if he considers that under the circumstances of the flight to do otherwise
might compromise the safety of his/her aeroplane or its passengers.
Once the flight has begun, the Commander must be prepared to revise the intended minima for
any aerodrome he/she is scheduled to use, in order to take account of any change in status of
the relevant approach aids or aeroplane systems which may occur during the flight.
The minima used must be in accordance with aeroplane performance criteria, dimensions and
characteristics for the runway(s) that may be selected for use, the adequacy and performance
of the available visual and non visual ground aids and the composition of the flight crew, their
competence and experience.
PASL, when establishing aerodrome operating minima, will take into account:
a) Obstacles in the approach, missed approach and the climb-out profile required for the
execution of contingency procedures and necessary clearance;
b) The obstacle clearance attitude/height for the instrument approach procedures; and

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c) The means to determine and report meteorological conditions.
8.1.5.3 Instrument Approaches to Civil Aerodromes – Nig.CARs- 8.8.4.14

PASL’s operating minima for each airport of intended use, shall be that established by the state
in which the airport is located.
The DH or MDA is the highest of the following:
i. The DH or MDA prescribed by the approach procedure.
ii. The DH or MDA prescribed for the PIC.
iii. The DH or MDA for which the aircraft is equipped
8.1.5.3.1 Operation below DH or MDA (Visual References) Nig.CARs - 8.8.4.15
Private Airlines Services Ltd shall not operate an aircraft at any aerodrome below the
authorised MDA, or continue an approach below the authorised DH unless:
i. The aircraft is continuously in a position from which a descent to a
landing on the intended runway can be made at a normal rate of
descent using normal manoeuvres;

ii. The descent rate will allow touchdown to occur within the touchdown
zone of the runway of intended landing;

iii. The reported flight visibility is not less than the visibility prescribed in
the standard instrument approach being used or the controlling RVR
is above the specified minimum; and

iv. At least one of the following visual references for the intended runway
is distinctly visible and identifiable to the pilot:
- The approach light system, except that the pilot may not descend
below 100 ft 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.
- The threshold;
- The threshold markings;
- Threshold lights;
- The runway end identifier lights;

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- The visual approach slope indicator;
- The touchdown zone or touchdown zone markings;
- The touchdown zone lights;
- The runway or runway markings; or
- The runway lights.
8.1.5.3.2 Landing During IMC

A Private Airlines Services Ltdaircraft shall not be landed when the flight visibility is less than
the
visibility prescribed in the standard instrument approach procedure being used.
8.1.5.3.3 Threshold crossing height for precision approaches
A PASL aeroplane being used to conduct precision approaches shall cross the threshold by a
safe margin with the aeroplane in the landing configuration and attitude
8.1.6 The Methods for Interpretation of Meteorological Information
The Reference Part of the Jeppesen Route Manual Vol. 1 in the section contained under the
METEOROLOGY section provides the necessary information for interpretation of the various
meteorological reports and forecasts.
For the purposes of using met. information for the application of minima, the RVR/visibility must
be equal to or greater than the applicable minima, and as required for the particular type of
approach the ceiling or vertical visibility must be equal to or greater than the applicable
DH/MDH. Information in forecasts prefixed by "BECMG" or 'TEMPO', indicating below minima,
for the period containing the ETA shall be considered below minima while conditions prefixed
by 'PROB" are not considered to be below minima and may be assessed in accordance with
their operational significance.
The following additional rules shall also be applied as PASL Dispatch Release Factor when the
aerodromes do not meet the operating minimums such as; the RVR or if the MET visibility
below the applicable decision height or minimum descent height defined as ‘Aerodrome Below
Operating Minimums’. No PASL Commander is authorized to commence operation until the
aerodrome reaches Company’s authorized applicable minimums and above (PROB 30,40)
All flight crewmembers are required to develop and maintain a sound working knowledge of the
system used for reporting aerodrome actual and forecast weather conditions and of the codes
associated with it.
Meteorological information shall comprise of at least:
a) A significant weather chart corresponding to the flight
b) Upper temperatures/winds chart in accordance with the different FL used during the flight
c) Aerodrome reports (METAR) and aerodrome forecasts (TAF) for departure, destination,
destination alternate and En route alternate airports
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d) SIGMET information corresponding to the flight.
8.1.6.1 En-Route Meteorological Data

Flight crew shall monitor weather information during the en-route phase of flight to include
current weather and forecasts for:
a) Destination aerodrome;
b) Destination alternate aerodrome(s);
c) En-route alternate aerodrome(s).
Applicable and suitable means are the meteorological forecast charts, VOLMET forecasts and
ATIS broadcasts.
The meteorological authority designated by each State shall provide or arrange for the
provision of meteorological services for International air navigation in accordance with the
standards and recommended practices of ICAO Annex 3.
Meteorological charts are issued four times a day at fixed intervals 00:00, 06:00, 12:00 and
18:00 UTC and are normally available at least 9 hours before such times.
8.1.6.2. Depicting of Lines and Systems on Specific Charts
 Scalloped line = demarcation of areas of significant weather.
 Heavy broken line = delineation of area of CAT (Clear Air Turbulence).
 Heavy solid line interrupted by wind arrow and flight level = position of jet stream axis
with indication of wind direction, speed in kt or km/h and heights in flight levels.
 Figures on arrow: speed in kt or km/h of movements of frontal system.
 Flight levels inside small rectangles: height in flight levels of tropopause at spot
location, e.g 3 4 0 . Low and High points of the tropopause topography are indicated by
the letters L or H respectively inside a pentagon with the height in flight levels.
 Arrow and feathers: Arrows indicate direction. Number of pennants and/or feathers
correspond to speed.

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Example:
270/115 kt (equivalent to 213 km/h)

Pennants correspond to 50 kt or 93 km/h
Feathers correspond to 10 kt or 18 km/h
Half feathers correspond to 5 kt or 9 km/h
8.1.6.2.1 Upper Wind and Upper Air Temperature Chart
Wind and temperature data selected from the global forecasts will be depicted on the upper-
wind and upper-air temperature charts in a sufficiently dense latitude/longitude grid. On the
charts, the wind direction is shown by arrows with a number of feathers or shaded pennants to
indicate the wind speed, and temperatures are given in degrees Celsius as thus:
+10 35
25 KT, temperature 60 KT, temperature
+10 degrees Celsius -35 degrees Celsius
Note: Negative temperatures are indicated without a sign, but positive temperatures are
shown with a preceding “+” sign.
Wind and temperature information are given for points on a grid sufficiently dense to provide
meaningful information. On computer-drawn charts, wind arrows normally take precedence
over temperatures and temperatures over chart background.
The upper-wind and upper-air temperature forecasts are valid for 12, 18, 24 and 30 hours after
the time (0000 and 1200 UTC) of the synoptic data on which they are based. They are
prepared for the following flight levels (which correspond to the fixed pressure levels indicated
in brackets):
FL 50 (850 hPa) FL 300 (300 hPa)
FL 100 (700 hPa) FL 340 (250 hPa)
FL 180 (500 hPa) FL 390 (200 hPa)
FL 240 (400 hPa) FL 450 (150 hPa)
8.1.6.3 Significant Weather Charts

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Significant Weather Charts usually cover two layers, between: FL100 - FL250 and FL250 -
FL450.
Such charts show significant en-route weather phenomena, as appropriate to the flight, such
as:
a) Thunderstorms;
b) Tropical cyclones;
c) Moderate or severe turbulence (in cloud or clear air);
d) Moderate or severe icing;
e) Severe squalls;
f) Widespread sandstorm/dust storm
g) For FL100 to FL250 clouds associated with (a) to (f) above
h) Above FL250 only cumulonimbus type clouds associated with (a) to (f) above;
i) Surface position of well defined convergence zones;
j) Surface positions, speed and direction of movement of frontal systems.;
k) Tropopause height;
l) Jet streams;
m) Information on the location and times of volcanic eruptions, which are producing ash clouds
of significance to aircraft operations, name of volcano and time of first eruption, if known and
a reminder to users that reference shall be made to SIGMET issued for the area concerned
Note 1:For aircraft operating above FL 250, items a) to f) are only required if they are expected
to occur above that level.
Note 2:Thunderstorms shown on significant weather charts shall include those, which warrant
the issuance of a SIGMET.
Note 3:The abbreviation “CB” is only included where it refers to the occurrence or expected
occurrence of an area of widespread cumulonimbus clouds or cumulonimbus along a line with
little or no space between individual clouds, or to cumulonimbus embedded in cloud layers or
concealed by haze. It does not refer to isolated or scattered cumulonimbus not embedded in
cloud layers or concealed by haze.
Note 4:The inclusion of “CB” or the thunderstorm symbol shall be understood to include all
weather phenomena normally associated with cumulonimbus or thunderstorm, namely,
moderate or severe icing, moderate or severe turbulence and hail.
Note 5:Frontal systems are included only when associated with significant en-route weather
phenomena.
These charts are used to determine hazardous weather conditions en-route and to check route
planning.
Significant Weather Chart (High Level)

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Significant Weather Chart (Medium Level)

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8.1.6.3.1 Symbols for Significant Weather
Thunderstorms , Drizzle
Tropical cyclone Rain
Severe squall line*

V
Snow
V
Moderate turbulence Shower
Severe turbulence Widespread blowing snow
Mountain Waves Severe sand or dust haze
Moderate aircraft icing Widespread sandstorm

or dust storm
Severe aircraft icing Widespread haze
Widespread fog Widespread mist
Hail Widespread smoke
Volcanic eruption** Freezing precipitation***
Visible ash cloud
* In flight documentation for flight operating up to FL 100, this symbol refers to squall line.
** This symbol does not refer to icing due to precipitation coming into contact with an
aircraft, at very low temperature.
*** The following information referring to the symbol will be included in the side, on the
chart: Volcanic eruption, name of volcano (if known), latitude/longitude, date and time of
the eruption (if know).
Note: Height indications between which phenomena are expected, top above base as per
chart legend.

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8.1.6.3.2 Fronts and Convergence Zones and Other Symbols Used
Cold front Position, speed and
=
at the surface FL 2
70 level of max. Wind
Warm front
at the surface Convergence line
Occluded front O
0 :100 Freezing level
at the surface
Quasi-stationary Intertropical
front at the surface convergence zone
H State of the sea

460
Tropopause High 10
270 Sea-surface
Tropopause Low 18
L temperature
380 Tropopause Level

0
FL 34
FL 300
Wind arrows indicate the maximum wind in the jet and the flight level at which it occurs. Significant
changes (speed of 20 knots or more, 3 000 ft (less if practicable) in flight level) are marked by the
double bar. In the example, at the double bar the wind speed is 225 km/h - 120 kt.
The heavy line delineating the jet axis begins/ends at the points where a wind
speed of 150 km/h - 80 kt is forecast.
8.1.6.3.3 Abbreviations Used to Describe Clouds
 Type
C1 = Cirrus
CC = Cirrocumulus AS = Altostratus ST = Stratus
CS = Cirrostratus NS = Nimbostratus CU = Cumulus
AC = Altocumulus SC = Stratocumulus CB = Cumulonimbus
 Amount
Clouds except CB
SKC = sky clear (0/8)
FEW = few (1/8 to 2/8)
SCT = scattered (3/8 to 4/8)
BKN = broken (5/8 to 7/8)
OVC = overcast (8/8)

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8.1.6.4 Aerodrome Meteorological Data
Routine actual weather reports (METAR's) are compiled half-hourly or hourly at fixed times
while the aeronautical meteorological station is open, and usually contain the following
information:
a) Type of report (METAR or SPECI/special report);
b) ICAO station identifier;
c) Time of observation;
d) Wind direction (usually in degrees true) and speed (kts or km/h);
e) G (gusts);
f) RVR - if visibility is less than 1500m
g) Weather phenomena (if any);
h) Clouds in six character groups:
i) The first three characters indicate the cloud amount:
A) FEW = 1 to 2 oktas;
B) SCT (scattered) = 3 to 4 oktas;
C) BKN (broken) = 5 to 7 oktas;
D) OVC (overcast) = 8 oktas;
E) SKC = Sky clear.
ii) The next three characters indicate the cloud layer in hundreds of feet above aerodrome
level.
i) CB = cumulonimbus) or TCU = towering cumulus), if any;
j) T, DT = Temperature and due point;
k) QNH;
l) Supplementary information, such as recent weather, windsheer, as applicable;
m) Trend:
i) BECMG (becoming) = indicates an expected permanent change;
ii) TEMPO (temporarily) = indicates a temporary fluctuation of weather conditions;
iii) PROB (probably) = indicates a probable change;
iv) AT (at a specific time);

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v) From;
vi) TL (until);
vii) CAVOK:
A) Visibility 10km or more;
B) No clouds below 5000ft;
C) No significant weather.
viii)SKY (sky clear);
ix) NSC (no significant clouds);
x) NSW (no significant weather).
8.1.6.4.2 Trend forecast
FORECAST
TREND
Two hours from time of observation
METAR NOSIG
or or MPS
VVVV w'w' NsNsNshshshs
SPECI TTTTT TTGGgg dddffGfmfm KT or
or VVhshshs
KMH
CAVOK NSW SKC
NSC
In front of a trend forecast, always a METAR or a SPECI
NOSIG No significant change

BECcoMing, used when changes are expected to reach or pass
BECMG
through specified values at a regular or irregular rate.
TEMPOrary fluctuations of less than one hour and in aggregate less
TEMPO
than half the period.
AT: Time at which the change is forecast to occur

BECMG ATGCgg
GGgg: Time in hours and minutes UTC

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FM: Time of the beginning of the forecast change

TEMPO FMCGgg
TL: Time of the end of the forecast change
BECMG TLGGgg
ddd: Forecast wind direction in degrees true rounded off to nearest

10 degrees. VRB for variable ifff ≤ 3 kt
dddffGfmfm ff: Forecast wind speed

G: Indicator of gust if necessary
fmfm: Maximum wind speed (gust) if necessary
VVVV Forecast surface visibility in metres. 999 = 10 kilometres or more
Forecast significant weather. See table “Significant present,

w’w’
forecast and recent weather”.
NSW When significant weather end. Nil Significant weather.
FEW – Few (1-2 oktas)

NsNsNs: Forecast cloud Amount SCT –
NSNSNShShShS Scattered (3-4 oktas)
BKN – Broken (5-7 oktas)
8.1.6.4.1 METAR Examples

METAR LFBO 301220Z 24015 KT 200V280 8000 – RA FEW010 BKN025
OVC080 18/15 Q0983 TEMPO 3000 RA BKN008 0VC020=
METAR concerning Toulouse - Blagnac (LFBO) for 1220 UTC on the 30th of the month
(301220Z), in plain language:
 Surface wind: Mean 240 degrees true, 15 kt (24015 KT); varying between 200 and 280
degrees (200V280)
 Minimum visibility 8 km (8000)
 Light rain (-RA)
 Cloud: 1-2 oktas base 1000 ft (FEW010), 5-7 oktas base 2500 ft (BKN025), 8 oktas base
8000 ft (OVC080)
 Temperature: +18 degrees Celsius, dew point + 15 degrees Celsius (18/15)

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 QNH 983 hectopascals (Q093)
 Trend (TEMPO): Temporarily 3000 meters (3000) in moderate rain (RA) with 5-7 oktas
base 800 ft (BKN), 8 oktas base 2,000 ft (OVC020)
METAR LFBO 30025G37KT 270V360 1200NE 6000S + SHSN SCT005
BKN010B 03/M01 Q099 RETS BECMG AT 1300 NSW SCT015 BKN100 =
METAR concerning Toulouse - Blagnac (LFBO) for 1220 UTC on the 30th of the month
 Surface Wind: Mean 300 degrees true, 25 kt (30025), Maximum 37 kt (G37KT) varying
between 270 and 360 degrees (270V360)
 Maximum visibility 1200 metres to Northeast (1200NE), maximum visibility 6 km to South

(6000S)
 Heavy shower of snow (+ SHSN)
 Cloud: 3-4 oktas base 500 ft (SCT005), 5-7 oktas Cumulonimbus base 1000 ft
(BKN010CB)
 Temperature: + 3 degrees Celsius, dew point –1 degrees Celsius (03/M01)
 QNH 99 hectopascals
 Thunderstorm since the previous report (RETS)
 Trend (BECMG): Improving at 1300 UTC (AT1300) to 10 km or more (NSW), 3-4 oktas
1500 ft (SCT015), 5-7 oktas 10000 ft (BKN100)
8.1.6.5 Aerodrome Forecast
The 9 hour TAF’s are updated and reissued every 3 hours, and those valid for 12 and 24
hours, every 6 hours. Many of the groups used for METARs are also used in the TAFs, and the
differences are as mentioned below.
a) Validity period: whereas a METAR is a report of conditions at specific time the TAF
contains the date and time of origin, followed by the start and finish times of the validity
period in whole hours UTC, e.g TAF EGLL 130600z (date and time of issue) 0716 (period
of validity 0700 to 1600 hours UTC);
b) Significant changes may be indicated by the abbreviation ‘BECMG’ (becoming) or ‘TEMPO’
(temporarily). ‘BECMG’ is followed by a four – figure group indicating the beginning and
ending of the period in which the change is expected to occur. ‘TEMPO’ will similarly be
followed by a four – figure time group. The ‘TEMPO’ conditions are expected to last less
than one (1) hour in each instance, and in aggregate, less than half the period indicated
8.1.6.5.1 TAF
Aerodrome Forecast TAF

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MPS
TAF CCCC YYGGggZ YYG1G1G2G2 dddffGfmfm KT
KMH
VVVV w' w' NSNSNShShS

Or or VVhShShS
CAVOK NSW SKC
NSC
+ SIGNIFICANT CHANGES IN FORECAST
TAF Aerodrome forecast
Airport CCCC ICAO four letter location indicator
YY: Day of the month of forecast

Time YYGGggZ GGgg: Time of observation in hours and
minutes UTC
YY: Day of the month of forecast

Validity YYG1G1G2G2 G1G1: Beginning in hours UTC
G2G2: Ending in hours UTC
Mean wind direction in degrees true rounded

Ddd off to nearest 10 degrees. VRB for variable if ff
Forecast ≤ 3 kt
Mean wind speed (10 minutes mean or since

Surface Ff
discontinuity)
Wind
G: Indicator of gust if necessary
Gfmfm
fmfm: Maximum wind speed (gust) if necessary
Forecast Minimum surface visibility in meters, 9999 = 10

VVVV kilometres or more
Visibility

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Replace visibility, present weather and clouds

if:
Ceiling
1) Visibility is 10km or more
And
CAVOK 2) No cumulonimbus and no cloud below 5000 ft
Visibility or below the highest minimum sector altitude
whichever is greater
OK
3) No significant weather. See table “Significant
present, forecast and recent weather”.
Forecast significant weather. See table

Forecast w' w' “Significant present, forecast and recent
significant weather”.
weather When significant weather end. Nil Significant
NSW
weather.
FEW -Few (1-2 oktas)

Cloud SCT-
Scattered (3-4 oktas)
NSNSNS: Amount BKN- Broken (5-7
NSNSNShShShS oktas)
OVC- Overcast (8 oktas)

hShShS: Forecast height of base of clouds in
units of 100 ft
Forecast Cloud type: Only CU (Cumulonimbus) or TCU

Clouds (Towering cumulus) indicated
When sky expected to be obscured and

information on vertical visibility is available:
VVhShShS
VV: Indicator of vertical visibility
hShShS: Vertical visibility in units of 100 ft.
When a change to clear sky forecast. Sky

SKC
Clear
When no CB and no cloud below 5000 ft or

highest minimum sector altitude whichever is
NSC
the greater are forecast and CAVOK and SKC
are not appropriate. Nil Significant Cloud.
SIGNIFICANT CHANGES IN FORECAST CONDITIONS INDICATED BY

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PROB: PRObability
Probability PROBC2C2
C2C2: Only 30 or 40 used, indicating 30% or
40%
Time GGGeGe Beginning GG and end GeGe of forecast period

in hours UTC
Type of significant change:

- BECMG: BECcoMing, used when changes are
expected to reach or pass through specified
Change TTTT values at a regular or irregular rate.
- TEMPO: TEMPOrary fluctuations of
less than one hour and in aggregate less than
half the period indicated by GGGeGe.
Beginning GG and end GeGe of forecast period

Time GGGeGe in hours UTC
REMARKS
- Probability is used to indicate the probability of occurrence of:

- An alternative element or elements.
- Temporary fluctuations
- If one set of weather conditions is expected to change more or less completely to a
different set of conditions, thus indicating the beginning of another self-contained part
of the forecast by TTGGgg. This takes the form FMGGgg where FM is the
abbreviation for FroM and GGgg is the time in hours and minutes UTC. All forecast
conditions before this group are superseded by conditions indicated after the group.
8.1.6.5.2 TAF Examples

LFBO 102200 110624 13010KT 9000 BKN010 BECMG 0608 SCT015 BKN020
PROB30 TEMPO 0816 17025G40KT 4000 TSRA SCT010 BKN015CB BECMG
1821 3000 BR SKC =
TAF concerning Toulouse - Blagnac (LFBO) issued at 2200 UTC on the 10th of the month
 Validity from 0600 UTC to 2400 UTC the next day (110624)
 Surface Wind: Means 130 degrees true, 10 kt (13010 KT)
 Minimum visibility 9 kilometres (9000)

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 Cloud: 5-7 oktas base 100ft (BKN010) becoming (BECMG) from 0600 UTC to 0800 UTC
(0608) 3-4 oktas base 1500 ft (SCT015) and 5-7 oktas base 2000 ft (BKN 020)
 With a probability of 30% (PROB30), temporarily (TEMPO) from 0800 UTC to 1600 UTC
(0816):
- Surface Wind: Mean 170 degrees true, 25 kt gusting to 40 kt (17025G40 KT)
- Minimum visibility 8 kilometres (8000)
- Thunderstorm with rain (TSRA)
- Cloud: 3-4 oktas base 1000 ft (SCT010), 5-7 oktas Cumulonimbus base 1500 ft
(BKN015CB)
 Becoming (BECMG) from 1800 UTC to 2100 UTC (1821):

- Mist (BR)
- Sky Clear (SKC)
LFBO 300900Z 301019 23010KT 9999 SCT010 BKN018 BECMG 1114 6000 - RA
BKN012 TEMPO 1418 2000 DZ OVC004 FM1800 30020G30KT 999 - SHRA BKN015CB =
TAF concerning Toulouse - Blagnac (LFBO) issued at 0900 UTC on the 30th of the month
 Validity from 1000 UTC to 1900 UTC on the 30th of the month (301019)
 Surface wind: Mean 230 degrees true, 10 kt (13010 KT)
 Minimum visibility 10 kilometres or more (9999)
 Cloud: 3-4 oktas base 1000 ft (SCT010), 5-7 oktas base 1800 ft (BKN018) becoming
(BECMG) from 1100 UTC to 1400 UTC (1114):
- Visibility 6 kilometres (6000)
- Light rain (-RA)
- Cloud: 5-7 oktas base 1200 ft (BKN012)
 Temporarily (TEMPO), from 1400 UTC to 1800 UTC (1418):

- Moderate drizzle (DZ)
- Cloud: 8 oktas base 400 ft (OVC 004)
 From 1800 UTC (FM 1800):

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- Surface wind: Mean 300 degrees true, 20 kt gusting to 30 kt (30020 G30 KT)
- Minimum visibility 10 kilometres or more (9999)
- Light rain Showers (- SHRA)
- Cloud: 5-7 oktas Cumulonimbus base 1500 ft (BKN015CB)
8.1.6.5.3 SIGMET
The purpose of SIGMET information is to advise pilots of the occurrence or expected
occurrence of en-route weather phenomena, which may affect the safety of aircraft operations.
The list of phenomena calling for the issuance of SIGMET is given below, together with the
abbreviations to be used in SIGMET messages:
FORECAST
SIGMET
CCCC SIGMET (SST) N VALID Y1 Y1G1G1/Y2Y2G2G2 CCCC-
+ Name of the flight information region or control area for which the SIGMET is issued.
+ Phenomenon and description.
+ Type of information
+ Location
+ Movement
+ Change in intensity
+ Outlook
Location indicator of the ATS unit serving the FIR or control

CCCC
area to which the SIGMET message refers.
SIGMET Subsonic flight.

or
SIGMET SST Transonic or Supersonic flight
N Sequence number
Y1Y1G1G1/Y2Y2G2 Date-time groups indicating the period of validity in UTC.

G2
Location indicator of the meteorological watch office

CCCC- originating the message followed by a hyphen to separate the
preamble from the text.
Name of the Flight Information Region or control area for
FIR or UIR
which the SIGMET is issued.

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The list of phenomena calling for the issuance of SIGMET is

given below, together with the abbreviations to be used in
SIGMET:
a) at subsonic cruising levels:
Thunderstorm
Obscured …………………………. OBSC TS
Embedded …………………………. EMBD TS
Frequent …………………………… BRQ TS
Squall line ………………………… SQL TS
Obscured with heavy hail …………. OBSC TS HVYGR
Embedded with heavy hail ………… EMBD TS HVYGR
Frequent, with heavy hail …………. FRQ TS HYVGR
Squall line with heavy hail ………… SQL TS HVYGR
Tropical cyclone with 10-minute mean surface
Wind speed of 63 km/h (34 kt) or
nomenon more ……………………………….. TC (+cyclone name)
Severe turbulence …………………. SEV TURB
Severe icing ………………………. SEV ICE
Severe icing due to freezing rain ….. SEV ICE (FZRA)
Heavy duststorm ………………….. HVY DS
Heavy sandstorm …………………. HVY SS
Volcanic ash ……………………….VA (+volcano name, if known)
Severe mountain wave ……………. SEV MTW
b) at transonic and supersonic cruising levels:

Moderate turbulence ……………… MOD TURB
Severe turbulence ……………….. SEV TURB
Isolated cumulonimbus …………… ISOL CB
Occasional cumulonimbus ……….. OCNL CB
Frequent cumulonimbus ………….. FRQ CB
Volcanic ash ………………………VA (+volcano name, if known)
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Type of If observed and expected to continue, using the abbreviation

“OBS” and, if appropriate, the time of observation in UTC; if
information forecast, using the abbreviation “FCST”.
Location and level, referring, where possible, to

Location latitude/longitude and/or locations or geographical features
well known internationally.
Observed or expected movement (MOV) with reference to one

Movement of the eight points of the compass, given in kilometres per
hour or knots, or stationary (STNR).
Change in Using, as appropriate, the abbreviations INTSF (INTenSiFy),

WKN (WeakeN) or NC (No Change).
intensity
Providing information beyond the period of validity specified

Outlook above and covering up to 12 hours, of the trajectory of the
volcanic ash cloud and positions of the tropical Cyclone centre
8.1.6.5.4 SIGMET Examples

a) SIGMET message for turbulence
WCC SIGMET 5 VALID 221215/221600 YUDO-
AMSWELL FIR SBV TURB OBS AT 1210 YUSB FL250 MOV E 40 KMH
Meaning:
The fifth SIGMET message issued for the Amswell* flight information region (identified in
abbreviated plain language and by YUCC Amswell area control centre) by the
Donlor/International* meteorological watch office (YUDO) since 0001 UTC, the message is
valid from 1215 UTC to 1600 UTC on the 22nd of the month. Severe turbulence was observed
at 1210 UTC over SibyiBistok* aerodrome (YUSB) at flight level 250. The turbulence is expected
to move eastwards at 40 kilometres per hour and to weaken in intensity.
b) SIGMET message for tropical cyclone
YUCC SIGMET 3 VALID 251600/252200 YUDO-
AMSWELL FIR TC GLORIA QBS 27. IN 73. IW AT 1600 UTC FRQ TS TOPS FL500 WI
150 NM OF CENTRE MOV NW 10KT NC OTLK TC CENTRE 260400 28. 5N 74. 5W
261000 31. ON 76. OW
Meaning:
The third SIGMET message for the Amswell* flight information region by the
Donlon/International* meteorological watch office (YUDO) since 0001 UTC, the message is
valid from 1600 UTC to 2200 UTC on the 25th of the month. Tropical cyclone “GLORIA” was
observed at 1600 UTC with its centre 27.1 degrees north 73.1 degrees west. Frequent
thunderstorms with tops reaching flight level 500 within 150 nautical miles of its centre. The
centre of the tropical cyclone is moving northwest at 10 knots. No change in intensity
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expected. Outlook for the position of the tropical cyclone centre: at 0400 UTC on the 26th, the
centre is expected to be located at 28.5 degrees North 74.5 degrees West, at 1000 UTC on the
26th, at 31.0 degrees North 76.0 degrees West.
Note: * Fictitious Location
8.1.6.5.5 AIRMET
The purpose of AIRMET information is to advise pilots of the occurrence or expected
occurrence of specified en-route weather phenomena which may affect the safety of low-level
aircraft operations and which was not already included in the forecast issued for low-level
flights in the IFR concerned or sub-area thereof. Low-level flights correspond to levels below
flight level 100 (or below flight level 150 in mountainous areas).
FORECAST
AIRMET
C1C1C1C1 AIRMET N VALID Y1 Y1G1G1/Y2Y2G2G2g2g2 C2C2C2C2-
+ Name of the flight information region or control area for which the AIRMET is issued.
+ Phenomenon and description.
+ Type of information
+ Location
+ Movement
+ Change in intensity
Location indicator of the ATS unit serving the FIR or control
C1C1C1C1
area to which the AIRMET message refers.
Message identification and sequence number.

AIRMET N
Y1 Y1: Day of the month of observation
Y1Y1G1G1 g1g1 G1G1 g1g1: time of observation in hours and minutes UTC.
Group indicating the end of the valid period
Y2 Y2: Day of the month of observation

Y2Y2G2G2g2g2 G2G2 g2g2: time of observation in hours and minutes UTC.
Group indicating the end of the valid period
Location indicator of the MWO originating the message
C2C2C2C2 followed by a hyphen to separate the preamble from the
text.

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The list of phenomena calling for the issuance of AIRMET is

given below, together with the abbreviations to be used in
AIRMET messages:
Surface wind speed. Widespread mean surface wind above

60 km/h (30 kt) …………………… SFC WSPD (+ wind
speed and units)
Surface visibility. Widespread areas affected by reduction of
visibility to less than 5000m …….. SFC VIS + (visibility)
Isolated thunderstorms without hail …. ISOL TS
Phenomenon Occasional thunderstorms without hail. OCNL TS

Isolated thunderstorms with hail ……. ISOL TSGR
Mountains obscured ………………… MT OBSC
Clouds. Widespread areas of broken or overcast cloud with
height of base less than 300 m (1000 ft) above ground level:
Broken ……….… BKN CLD (height of the base and units)
Overcast ….…..… OVC CLD (height of the base and units)
Cumulonimbus clouds without thunderstorm which are:
Isolated ……………………………… ISOL CB
Occasional …………………………… OCNL CB
Frequent …………………………….. FRQ CB
Moderate icing (except for icing in
convective clouds) …………………… MOD ICE
Moderate turbulence
(except for turbulence in convective clouds) … MOD TURB
Moderate mountain wave …………… MOD MTW
If observed and expected to continue, using the

Type of abbreviation “OBS” and, if appropriate, the time of
Information observation in UTC; if forecast, using the abbreviation
“FCST”.
Location and level, referring, where possible, to latitude/

Location longitude and/or locations or geographical features well
known internationally.

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Observed or expected movement (MOV) with reference to

Movement one of the eight points of the compass, given in kilometres
per hour or knots, or stationary (STNR).
Change in Using, as appropriate, the abbreviations INTSF

intensity (INTenSiFy), WKN (WeakeN) or NC (No Change).
8.1.6.5.6 AIRMET Examples

YUCC AIRMET 2 VALID 221330/221630 YUDO-
AMSWELL FIR MOD MTW OBS AT 1325 48 DEG N 10 DEG E AT FL090
STNRWKN
Meaning:
The second AIRMET message issued for the AMSWELL* flight information region (identified in
abbreviated plain language and by YUCC Amswell area control centre) by the
Donlon/International* meteorological watch office (YUDO) since 0001 UTC. The message is
valid from 1330 UTC to 1630 UTC on the 22nd of the month. Moderate mountain wave was
observed at 1325 at 48 degrees north and 10 degrees east at flight level 090. The mountain
wave is expected to remain stationary and to weaken.
8.1.6.6 Commonly Used Abbreviations In Meteorological Messages
ABV Above FM From
AC Altocumulus FRONT Front
ALT Altitude FT Feet
AMD Amend or amended FU Smoke
APCH Approach FZ Freezing
ARFOR Area forecast FZDZ Freezing drizzle
AS Altostratus FZFG Freezing rain
AT At FZRA Freezing fog
ATS Air traffic services GAMET Area forecast for low-level
BC Patches GR Hail
BCFG Fog patches GRIB Processed meteorological

data in form of grid point
values expressed in binary
form
BECMG Becoming GS Small hail and/or snow
pellets

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BKN Broken HPA Hectopascal
BL Blowing HR Hours
BLW Below HURCN Hurricane
BR Mist HVY Heavy
BTB Between HZ Haze
C Centre IC Ice crystal
C Degrees Celsius ICE Icing
CALM Calm INC In Cloud
CAT Clear Air Turbulence INTSF Intensify/Intensifying
CAVOK Ceiling And Visibility OK ISOL Isolated
CB Cumulonimbus KM Kilometres
CC Cirrocumulus KMH Kilometres per hour
CI Cirrus KT Knots
CLD Cloud LAT Latitude
COR Correct/correction/corrected LOC Local/locally/located

CS Cirrostratus LONG Longitude
CTA Control area LYR Layer/layered

CU Cumulus M Meters
D Downward MAX Maximum

DEG Degrees MNST Microburst
DIF Diffuse MET Meteorological/meteorology
DP Dew point temperature METAR Aviation routine weather

report
DR Low drifting MI… Shallow
DS Duststorm MID Mid-point
DZ Drizzle MIFG Shallow fog
EMBD Embedded in a layer MNM Minimum

END Stop end MOD Moderate
FBL Light MOV Move/moving/movement
FC Funnel cloud MS Minus

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FCST Forecast MSL Mean sea level
FEW Few MT Mountain
FG Fog MTW Mountain waves
FIR Flight Information Region MWO Meteorological watch office
FL Flight Level N North or northern latitude
FLUC Fluctuating/fluctuation/fluctuated N No distinct tendency (RVR)
NC No change SN Snow
NE North-east SQ Squall
NIL None or nothing to send SQL Squall line
NM Nautical miles SS Sandstorm
NS Nimbostratus SST Supersonic transport
NSC Nil Significant Cloud ST Stratus
NSW Nil Significant Weather STNR Stationary
NW North-west SW South-west
OBS Observe/observed/observation T Temperature

OBSC Obscure/obscured/obscuring TC Tropical cyclone
OCNL Occasional/occasionally TCU Towering cumulus

OPMET Operational meteorological TDO Tornado
OTLK Outlook (SIGMET) TEMPO Temporary/temporarily

OVC Overcast TEND Trend forecast
PE Ice pellets TL… Till
PO Dust/sand whirls (dust devils) TO To
PR Partial TOPS Cloud tops
PRFG Airport partially covered by fog TS Thunderstorms
PROB Probability TURB Turbulence
PS Plus U Upward
QFE Atmospheric pressure at UIR Upper flight information

aerodrome elevation region
QNH Altimeter setting to obtain UTC Coordinated Universal Time

elevation when on the ground

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RA Rain VA Volcanic ash
RAFC Regional area forecast centre VC Vicinity of the aerodrome
RAG Ragged VER Vertical
RE… Recent VIS Visibility
ROFOR Route forecast VOLMET Meteorological information

for aircraft in flight
RTD Delayed VRB Variable
RVR Runway Visual Range W West or western longitude
RWY Runway WAFC World area forecast centre
S South or southern latitude WAFS World area forecast system

SA Sand WI Within
SC Stratocumulus WINTEM Forecast upper wind and

temperature for aviation
SCT Scattered WKN Weaken/weakening
SEV Severe WRNG Warning
SFC Surface WS Wind shear
SG Snow grains WSPD Wind speed
SH… Showers WX Weather

SIGWX Significant weather Z Coordinated Universal Time
SKC Sky clear

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8.1.7. POST-FLIGHT FUEL MANAGEMENT
The 'on blocks' fuel remaining figure shown on the aircraft fuel gauges is to be entered in the
aircraft technical log. Where fuel flow meters are fitted, a calculation using flow meter integrator
readings is to be made as a cross check against the fuel gauge accuracy. A copy of the fuel
flight plan and in-flight fuel log is to be returned with the Flight Crew paperwork on return to base.
Fueling
Responsibility for Fueling of PASL aircraft is as follows:
a) Refuellers
Before commencing Fueling, authorised refuellers are responsible for ensuring the
correct grade is offered by the suppliers. Whenever wide cut fuel is uplifted, the Captain
is to be advised and an entry made in the Technical Log quoting the fuel specification
and quantity in each tank.
b) Maintenance & Engineering
Aircraft maintenance schedules specify the need for daily water checks on aircraft fuel
tanks, or whenever a PASL aircraft is fuelled at an airfield where routine
fuel quality checks by PASL Engineering are not carried out. The Quality
Manager, is responsible for monitoring the fuel standards of
suppliers and for issuing a list of airfields where routine monitoring of fuel supplies is
effected by PASL Engineering. Fuel uplifts at all airfields are subject to a
fuel water detection test following Fueling. The test is to be made before and after
Fueling.
c) Captain
The responsibility for the quantity and distribution of fuel carried rests with the Captain
of the aircraft. In the absence of PASL appointed authorised refueller, the
Captain is to assume responsibility for reFueling the aircraft, which is to be completed in
accordance with aircraft specific reFueling instructions, including any requirement for
pre and post Fueling fuel water checks. Before each flight, the Captain is to sign the
completed Fueling statement in the Aircraft Technical Log having checked that:
i) the departure fuel on board the aircraft is equal to, or greater

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than the fuel flight plan requirements;
ii) when no Fueling has taken place, the stated arrival fuel figure
in the aircraft technical log reflects the fuel remaining as
indicated on the aircraft fuel gauges;
iii) when Fueling has taken place, the aircraft fuel gauges reflect
the stated arrival fuel figure In the aircraft technical logs
plus fuel uplifted;
NOTE: Where the fuel uplift is quantified by a weight/volume measurement different from that used on
the aircraft fuel gauges, the actual fuel uplift figure quantified on the suppliers delivery note is to be
entered in the aircraft technical log and a calculation made converting that figure to one quantifiable
with respect to the aircraft's fuel gauges.
Fuel and Oil Information
Information on approved grades, specifications, and units of measurement
with respect to fuel and oil, are detailed in Aircraft Operating Manual.
ReFueling with Passengers on Board
If the aircraft is to be refuelled when passengers are embarking, on board or
disembarking, the aircraft shall be manned by qualified personnel ready to initiate
and direct an evacuation. Communication between the Captain and Fueling
personnel must be established throughout the Fueling process.
This may be through headset or hand signals.
Airfields with Monitored fuel supplies
Routine monitoring of fuel supplies by PASL Maintenance is effected
at aerodromes to which the airline operates.
8.1.7.0 Determination of the Quantities of Fuel, Oil and Water Methanol Carried
8.1.7.0.1 Fuel, Oil , Oxygen Planning and Contingency Factors
(a) No PASL PIC shall commence a flight unless he or she takes into account the fuel,
oil, and oxygen needed to ensure the safe completion of the flight, including any
reserves to be carried for contingencies.
(b) The fuel allowance for engine start and taxy out, including APU and any other
ancillary equipment required shall be taking into consideration for fuel calculation
and uplift. Note: Local conditions at specific airfields may vary requirement on Taxi
fuel.
(c) Each person computing the required minimum fuel supply shall ensure that
additional fuel, oil, and oxygen are carried to provide for the increased consumption
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that would result from any of the following contingencies—

(1) Expected winds or other meteorological conditions ;
(2) Possible variations in ATC routings ;
(3) Anticipated traffic delays ;
(4) A complete instrument approach procedure and possible missed approach at
destination ;
(5) Loss of pressurisation en route ;
(6) Loss of one power-unit en route ; and
(7) Any other conditions that may delay landing of the aircraft or increase fuel
and oil consumption.
(d) Each person computing the required minimum fuel supply shall ensure that, for
flights of more than 2,000 nm, the minimum fuel supply calculation includes an
additional amount of fuel equal to that necessary to fly 10% of the total time for the
flight from takeoff to destination.
(e) No PASL PIC shall commence a flight to an aerodrome where no suitable alternate
aerodrome is available because the destination aerodrome is isolated, without
enough reserve fuel for two additional hour’s flight at normal cruise consumption, at
1,500 ft above the aerodrome.
(f) The Authority may grant specific approval for commercial air transport operations to
isolated aerodromes without regard to consumption requirement of paragraph (d).
(g) If the Authority determines that fuel, in addition to any other requirement herein, is
necessary on a particular route or flight operation in the interest of safety, this
additional fuel shall be included in the minimum fuel supply for that route.
8.1.7.1 Fuel Policy
Fuel planning is to be carried out using data from Aircraft Operating Manuals.
The fuel policy is to ensure that every flight carries sufficient fuel for the planned operation and
reserves to cover deviations from the planned operation.
PRIVATE AIRLINES SERVICES LTD aeroplane shall not depart unless the Commander is
satisfied that before the flight commences, meteorological conditions and expected delays are
taken into account and:
a) The aeroplane carries sufficient fuel and oil to ensure it can safely complete the flight;
b) Minimum Reserve, contingency, alternate and taxi fuel is carried.
PRIVATE AIRLINES SERVICES LTD delegates authority to the Commander for the final
decision for the amount of fuel to be carried on each flight. It is the Commander's responsibility
to ensure that sufficient fuel is carried to operate the aeroplane safely in accordance with
PRIVATE AIRLINES SERVICES LTD policy and to plan on the basis of minimum total cost.
The decision to carry extra fuel for operational reasons is at the Commander’s discretion.

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8.1.7.1.1 The Fuel and Oil Planning of Flights is based upon
a) The procedures contained herein and data derived from:

ii) Data provided by the aeroplane manufacturer; and/or
iii) Data contained in Operations Manual Part B for the specific aeroplane type; and
b) Operating conditions under which the flight is to be conducted, include:
i) Realistic fuel consumption data;
ii) Anticipated masses;
iii) Expected meteorological conditions; and
iv) Air Navigation Services procedures and restrictions;
v) For IFR flights, one instrument approach at destination including a missed approach;
vi) Contingency procedures prescribed for en-route loss of pressurisation and failure of one
engine;
vii)Any other conditions that might cause increased fuel and/or oil consumption such as delays.
8.1.7.2 Minimum Fuel Supply for VFR Flights
Nig. CARs 8.6.2.14

A VFR flight may only commence, considering wind and forecast weather conditions, as long
as there is enough fuel to fly to the first point of intended landing and, assuming normal
cruising speed:
a) For flights during the day or night, for at least 45 minutes thereafter;
b) For international flights, for at least an additional 15% of the total flight time calculated for
the cruise flight.
Note: VFR flight operations at night are prohibited.
8.1.7.3. Minimum Fuel Supply for IFR flights
Nig. CARs 8.6.2.15
An IFR flight may only commence, considering wind and forecast weather conditions, as long
as there is enough fuel to fly to:
a) Fly to the intended point of landing and execute an instrument approach;
b) Execute a missed approach and fly from that aerodrome to the most critical (in terms of fuel
consumption) alternate aerodrome;
c) Fly thereafter at normal cruising speed for 30mins at a holding speed at (450m) 1500ft
above the aerodrome, plus a reserve for contingencies specified in Chpt 8.1.7.5 (c) below.
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8.1.7.4 The pre flight calculation of usable fuel required for a flight
The Pre-flight calculation of usable fuel required for a PRIVATE AIRLINES SERVICES LTD
Flight shall include:
a) Taxi fuel;
b) Trip fuel;
c) Reserve fuel consisting of:
i) Contingency fuel;
ii) Alternate fuel, if a destination alternate aerodrome is required. (This does not preclude
election of the departure aerodrome as the destination alternate aerodrome);
iii) Final reserve fuel;
iv) Additional fuel if required by the type of operation;
d) Extra fuel if required by the Commander.
8.1.7.5 Fuel Classifications
a) Taxi Fuel
This is the fuel allowance for engine start and taxi including APU usage, and is generally based
on statistical data, or when statistical data is not available, a default value may be used. Taxi
fuel may need to be increased in the case of forecast taxi delays or allowances for operation of
engine anti-ice systems.
It is not a requirement to check that the planned taxi fuel is used prior to take-off provided any
resultant weight exceedance is considered minor.
b) Trip Fuel
Trip fuel should include:
i) Fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude
taking into account the expected departure routing;
ii) Fuel from top of climb to top of descent, including any step climb/descent;
iii) Fuel from top of descent to the point where the approach is initiated, taking into account
the expected arrival procedure;
iv) Fuel for approach and landing at the destination aerodrome.
c) Contingency Fuel Nig.CARs 8.6.2.13

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Contingency fuel is carried to cover unforeseen variations from the planned operation, i.e.
errors in forecast wind/temperature, ATC restrictions on flight level or route and speed
changes. Contingency fuel may be used at any time after commencement of flight i.e. after
push-back or engine start.
In computing the required minimum fuel supply, the Commander shall ensure that for flights of
more than 2000nm, the minimum fuel supply calculation shall include an additional amount of
fuel equal to that necessary to fly 10% of the total time for the flight from take-off to destination.
Contingency Fuel should be the higher of (a) or (b) below:
(a) Either the lowest of the following (1,2,3,4):

1) 5% of the planned trip fuel or in the event of in flight re-planning, 5% of the trip fuel for
the remainder of the flight; or
2) Not less than 3% of the planned trip fuel or in the event of in flight re-planning, 3% of
the trip fuel for the remainder of the flight, provided that an en-route alternate is
available. The en-route alternate shall be located within a circle having a radius equal
to 20% of the total flight plan distance, the center of which lies on the planned route at a
distance from the destination of the total flight plan distance plus 50 NM, whichever is
greater; as illustrated below, or
Radius equal to 20%

Airways route: distance 3660 NM of the flight plan
Circle: radius 732 NM, centered on a distance = 732 NM
point 915 NM from destination.
Shading indicates the area in which

the en-route alternate should be
located.
Destination
Halfway
point
Departure
Circle centered on planned route at a distance from
the destination equal to 25% of the total flight plan
distance, or 20% of the total plan distance plus 50
NM, whichever is greater = 915 NM
3) An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel
consumption provided that a fuel consumption monitoring programme for individual
aircraft has been established and that valid data determined by means of such a
programme for fuel calculation are used; or
4) An amount of fuel based on a statistical method approved by the applicable Authority
which ensures an appropriate statistical coverage of the deviation from the planned to
the actual trip fuel. This method will be used to monitor the fuel consumption on each
city pair/aeroplane combination and Dispatch liaising with the Flight Technical Services
and the Flight Operations Manager uses this data for a statistical analysis to calculate
contingency fuel for that city pair/aeroplane combination.
Note 1: As an example, the following values of statistical coverage of the deviation from
the planned to the actual trip fuel will be observed:

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a) 99% coverage plus 3% of the trip fuel, if the calculated flight time is less than 2
hours, or more than 2 hours and no suitable en-route alternate is available
b) 99% coverage if the calculated flight time is more than 2 hours and a suitable en-
route alternate is available.
c) 90% coverage if:
i) the calculated flight time is more than 2 hours; and
ii) a suitable en-route alternate is available; and
iii) at the destination aerodrome 2 separate runways are available and useable,
one of which is equipped with an ILS/MLS, and the weather conditions are in
compliance with 8.1.2.3.3; or ILS/ MLS is operational to Cat II/III operating minima
and the weather conditions are at or above 500 ft/2500 m.
Note 2: The fuel consumption database used in conjunction with these values is based
on fuel consumption monitoring for each route/aeroplane combination over a rolling
two-year period.
or
b) An amount of fuel to fly for 5 minutes at holding speed at 1500 ft (450 m) above the
destination airport in standard conditions.
 Alternate Fuel: Fuel to reach the alternate aerodrome, taking into account:
- A missed approach at the destination airport
- Climb, cruise at Long Range Cruise Speed, descent to the alternate airport
- Approach and landing at alternate airport
c) Alternate Fuel Sufficient for:
i) A go-around from the applicable MDA/DH at the destination aerodrome to missed
approach altitude, taking into account the complete missed approach procedure;
ii) A climb from missed approach altitude to cruising level/altitude taking into account the
expected departure routing;
iii) The cruise from top of climb to top of descent taking into account the expected routing;
iv) Descent from top of descent to the point where the approach is initiated, taking into
account the expected arrival procedure;
v) Executing an approach and landing at the destination alternate aerodrome;
vi) If two destination alternates are required, alternate fuel should be sufficient to proceed to
the alternate which requires the greater amount of alternate fuel.
d) Final Reserve Fuel
Fuel to fly for 30 minutes at holding speed at 1500ft (450m) above aerodrome elevation in
Standard Conditions, calculated with the estimated mass on arrival at the alternate or the
destination, when no alternate is required.
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e) Extra Fuel Requirements

The addition of extra fuel should be at the discretion of the Commander.
This fuel is intended to cover all unforeseen factors or planned for economical reasons, such
as tankering for fuel shortage or economy or expected delays.
The penalty for carriage of extra fuel is about 3% of extra fuel per hour of flight (i.e. on a 6 hour
sector up to 18% of the extra fuel uplifted will be burned off due to the increased aeroplane
weight).
Should the Commander exercise discretion to take more than 1000kg/2200lb of fuel required
according to the OFP, he should state the reason for his decision in the CFP.
8.1.7.6 Decision Point Procedure
When pre-flight planning to a Destination 1 aerodrome (commercial destination) with a reduced
contingency fuel procedure using a decision point along the route and a Destination 2
aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, shall
be the greater of a) or b) below:
a) The sum of:
i) Taxi fuel;
ii) Trip fuel to the Destination 1 aerodrome, via the decision point;
iii) Contingency fuel equal to not be less than 5% of the estimated fuel consumption from
the decision point to the Destination 1 aerodrome;
iv) Alternate fuel, if a destination alternate is required;
v) Final reserve fuel;
vi) Additional fuel;
vii) Extra fuel if required by the Commander
b) The sum of:
i) Taxi fuel;
ii) Trip fuel to the Destination 2 aerodrome, via the decision point;
iii) Contingency fuel equal to not less than 3% of the estimated trip from the departure
aerodrome to the Destination 2 aerodrome;
iv) Alternate fuel, if a Destination 2 alternate aerodrome is required;
v) Final reserve fuel;
vi) Additional fuel;
vii) Extra fuel if required by the Commander.
8.1.7.7 Isolated Aerodrome Procedure IFR Flight

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Nig. CARs 8.6.2.13 (d); 8.6.2.15 (b)
When planning to an isolated aerodrome for which an alternate does not exist, the fuel required
is the sum of:
a) Taxi fuel;
b) Trip fuel
c) Contingency fuel calculated in accordance with Chpt 8.1.7.5 (c) ;
a) Additional fuel if required, but not less than fuel to fly for two (2) hours, calculated with the
normal cruise consumption, after arriving overhead the destination aerodrome including final
hold fuel; and
d) Extra fuel at the Commander's discretion.
8.1.7.8 Predetermined Point Procedure (PDP)

When planning to a destination alternate where the distance between the destination
aerodrome and the destination alternate is such that a flight can only be routed via a
predetermined point to one of these aerodromes the fuel required is the greater of (a) or (b)
below:
a) The sum of:

i) Taxi fuel;
ii) Trip fuel to the destination aerodrome via the predetermined point;
iii) Contingency fuel calculated in accordance with Chpt 8.1.7.5 (c) ;
iv) Additional fuel if required but not less than fuel to fly for 2 hours at normal cruise
consumption above the destination aerodrome. This shall not be less than final reserve fuel;
and
v) Extra fuel, at the discretion of the Commander.
OR
b) The sum of:
i) Taxi fuel;
ii) Trip fuel from the departure aerodrome to the alternate aerodrome, via the predetermined
point;
iii) Contingency fuel calculated in accordance with Chpt 8.1.7.5 (c) ;
iv) Additional fuel if required, but not less than fuel for 30 minutes hold at 1500ft in ISA
conditions. This shall not be less than final reserve fuel; and
i) Extra fuel, at the discretion of the Commander.

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8.1.7.9 Fuel Tankering

Fuel tankering is the carriage of fuel over and above that normally required for a particular
sector in order to reduce Company overall fuel cost. The increase in cost of carrying extra fuel
(surplus fuel burn-off) is made up for in the fuel price differential.
The Fuel Tankering Policy shall be reviewed periodically and kept up to date by Flight
Operations according to fuel price differential.
Before despatch the crew shall be advised on the current policy for that particular flight.
The Commander of the flight may alter the fuel uplift according to operational requirements,
taking due consideration of the take-off, en-route and landing requirements.
Note: Aeroplane weight restrictions must be fully adhered to.
DO NOT tanker fuel if adverse weather conditions are forecast en-route, at destination and/or
alternate.
DO NOT tanker fuel if the LDA/TODA at destination is of critical length for type.
DO NOT tanker fuel if RWY contamination is anticipated at the departure, destination or
alternate runway.
Prior to departure from origin, check the next flight to be operated by the same aeroplane, so
as not to exceed the next sector fuel.
8.1.7.10 Operational Flight Plan (OFP)
Trip fuel can be calculated by the OFP using any of the following procedures:
a) Fixed Mach No.;

b) Long Range Cruise (LRC);
c) Minimum Time;
d) Max endurance.
In the event of total OFP outage, an appropriate manual OFP flight plan will be provided.
OFP fuel calculations will be suitably annotated on the flight plan automatically for any
abnormal operations such as engine out, or gear down ferry flight.
8.1.7.11 Operational Fuel Policy In-Flight
a) Cruise FL's:
i) Note the Optimum FL and if possible operate at that level;
ii) The selected Cruise Flight should conform to FL requirements for the direction to be
flown. Consider flight at a level up to the Maximum FL if it is advantageous to do so (but
note that flight above optimum FL is relatively less efficient than flight below optimum
FL|). Flight more than 2000ft above optimum FL is unlikely to be efficient except in the
case of unusually large differences in wind component;
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iii) In the interest of fuel conservation it is recommended that as aeroplane weight is

reduced a Stepped Climb Procedure is adopted so as to achieve optimum FL's.
b) Equal Time Points:
Where appropriate, the OFP contains Critical Points or Equal Time Points between pairs of
suitable diversion airfields along the route. The Equal Time Points are visible within the
OFP as a waypoint, indicated by ETP 1, ETP 2 etc.
8.1.7.12 Low Fuel State
If it becomes apparent the fuel remaining is close to the minimum amount required, the
Commander should consider:
a) Adjusting the aeroplane speed to achieve optimum consumption;
b) Obtaining a more direct routing;
a) Cruising at a different FL (either at the optimum consumption FL or at a more favourable

wind-component FL or both);
c) Landing and reFueling at a suitable nearer aerodrome;
e) Selecting an alternate aerodrome which is closer to the destination airfield than that
specified in the ATC flight plan and so reduce the fuel requirement to, but not less than,
Final Reserve Fuel.
If at any time, it becomes apparent that the aeroplane may land with less than FINAL
RESERVE FUEL the Commander shall request in a PAN call, "LANDING PRIORITY DUE TO
LOW ON FUEL" to ATC, reporting fuel remaining in minutes. ATC must thereafter be kept fully
informed of the situation.
The Commander shall declare a situation of fuel emergency by broadcasting MAYDAY,
MAYDAY, MAYDAY, FUEL when the calculated usable fuel predicted to be available upon
landing at the nearest aerodrome where a safe landing can be made is less than the planned
reserve fuel.

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8.1.7.13 Oil
The Commander shall only commence a flight, or continue a flight in the event of in-flight re-
planning when he/she is satisfied that the aeroplane carries at least the planned amount of
usable fuel and oil to complete the flight safely, taking into account the operating conditions.
The Commander must ensure that between flights no excess oil consumption has taken place.
Oil quantity checks must be performed more frequently if:
a) Any Flight Deck engine oil quantity gauge is unserviceable or appears to be missing;
b) Oil consumption rates are high or close to the manufacturer's limitations;
c) Operation within the MEL limitations for any engine defect.
8.1.7.13.1 Maintenance of Fuel and Oil Carriage and Consumption Records
Fuel records will be passed to Engineering, when relevant, and in addition retained with the
flight paperwork and Aeroplane Technical Log sheets.
Oil carriage and consumption will be recorded in the Technical Log and preserved in the same
way.
Fuel and oil records shall be retained for a period of three months
8.1.8 Mass and Centre of Gravity
Nig. CARs 8.6.2.18
8.1.8.1 General
PASL shall not operate its aircraft such that it exceeds the aircraft’s designed performance
limitations for any operation, as established by the Authority or the operating limitations
contained in the aircraft’s flight manual.
The performance data contained in the AFM, or other authorised source is used to determine
compliance with the aircraft performance calculation. The person performing calculations shall
account for the aircraft configuration, environmental conditions and the operation of any system
or systems which may have an adverse effect on performance.
The aircraft shall not Exceed the terms of its certificate of airworthiness and the mass
limitations, or as may be imposed by the terms of its noise certification standards.
In accordance with ICAO Annex 5 and the International System of Units (SI), the actual and
limiting masses of aeroplanes, are the payload, and its constituent elements, the fuel load etc.
However, in PASL approved flight manuals and other operational documentation, these
quantities are published as weight in accordance with the common language. In the SI system,
a weight is a force rather than a mass. As the use of the term “weight” does not cause any
PART A 8 11-09-2019
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problem in the day to day handling of aeroplanes, its continued use in PASL operational
applications and publications is acceptable to the company.
It is required by regulation to ensure that during any phase of operation, the loading, mass and
centre of gravity of the aeroplane complies with the limitations specified in the AFM.
This is effected by using the load and balance documentation approved for the aeroplane type
being operated, and the methods outlined below.
Each aeroplane is weighed periodically and the Dry Operating Weight (DOW) and centre of
gravity Index (DOI) is calculated for an individual aeroplane and specific configuration, and for
the corresponding type of operation.
The centre of gravity limits specified the AFM are adjusted and compensated/restricted in the
load and balance documents for deviations due to weighing errors and unaccounted
modifications and/or equipment variations, fuel distribution in tanks from the applicable
schedule, distribution and inaccuracies in the actual mass of baggage and cargo, actual
passenger seating from the seating distribution assumed when preparing the mass and
balance documentation, operation of gear and flaps and usage of fuel in flight, in-flight
movement of the cabin crew, pantry equipment and passengers.
The Commander shall ensure that the maximum allowable mass for a flight does not exceed
the maximum allowable take-off mass:
a) For the specific runway and conditions existing at take-off time;
b) Considering anticipated fuel and oil consumption that allows compliance with applicable en
route performance, landing mass, and landing distance limitations for destination and
8.1.8.2 Definitions
a) Manufacturers Empty Weight (MEW): The weight includes the main aeroplane
components, namely the:
i) Airframe;
ii) Power plant;
iii) Standard equipment and customer-requested equipment;
iv) Unusable fuel;
v) Engine oil and coolant;
vi) Hydraulic fluid;
vii) De-icing fluid;
viii) Toilet chemicals;
ix) Removable equipment (e.g. life-rafts, life-jackets, fire extinguishers, etc.).
b) Dry Operating Weight (DOW):

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The total Weight of the aeroplane ready for a specific type of operation, excluding all usable
fuel and traffic load.
The DOW includes:
i) Crew and crew baggage;
ii) Catering and removable passenger service equipment;
iii) Potable water and lavatory chemicals;
iv) Special emergency equipment as required;
v) Cabin service equipment, such as newspapers, pillows, blankets, etc.
c) Maximum Zero Fuel Weight (MZFW):
The maximum permissible weight of an aeroplane with no usable fuel. The weight obtained by
addition of the total traffic load and the dry operating weight.
d) Maximum (Structural) Landing Weight (MLW):
The maximum permissible total aeroplane weight upon landing under normal circumstances.
This is the maximum structural limit and must not be mistaken with the "MAXIMUM ALLOWED
WEIGHT FOR LANDING" which also considers any additional performance limitations.
e) Maximum (Structural) Take-off Weight (MTOW):
The maximum permissible total aeroplane weight at the start of the take-off run. This is the
maximum structural limit and must not be mistaken with the "MAXIMUM ALLOWED WEIGHT
FOR TAKE-OFF" which also considers any additional performance limitations for a particular
route.
f) Traffic Load (TL):

The total weight of passengers, baggage and cargo including any non-revenue loads.
Payload (PL):
The total weight of the revenue load (passengers, cargo or mail).
g) Last Minute Change (LMC):
A late change to the weight and balance sheet which does not require the preparation of a
new weight and balance sheet if the changes/revises to the existing weight and balance
sheet do not exceed the limits.
i) Certified Centre of Gravity Limits (CG):
The CG limits with which the aeroplane was certified.
j) Operational Centre of Gravity Envelope:
The operational centre of gravity envelope which further restricts the certified centre of
gravity envelope to compensate for errors such as the differences between assumed
passenger weights and actual weights, use of one common moment-arm for several seat
rows, deviations in the distribution of baggage/cargo/mail in the various compartments,
inaccuracies in the actual mass of baggage, deviation caused by gear and/or flap positions,
in flight movements of passengers, and pantry equipment (trolley's), deviation in fuel
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distribution etc. The operational centre of gravity envelope must never be exceeded unless
authorised by the DFO for special flights.
k) Passenger Classification:
i) Adults, male and female, are defined as persons of an age of 12 years and above;
ii) Children are defined as persons of an age of two years and above, but who are less
than 12 years of age;
iii) Infants are defined as persons who are less than two years of age.

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8.1.8.3 METHODS, PROCEDURES AND RESPONSIBILITIES FOR PREPARATION AND

ACCEPTANCE OF MASS AND CENTRE OF GRAVITY CALCULATIONS
The Commander shall ensure that before each flight a “Load and Trim Sheet” is prepared on
the correct form and complies with the aircraft weights and CG certified limitations.
PRIVATE AIRLINES SERVICES LTD aircraft mass and Centre of Gravity are calculated using
a “Load and Trim Sheet form” or a “Computerised Load and Trim Sheet”.
The correct loading of the aircraft is the responsibility of PRIVATE AIRLINES SERVICES LTD
Commander. In practice, PASL dispatchers complete the Load and Trim Sheet preparation.
The dispatcher preparing the Load and Trim Sheet confirms the correct distribution of the load
with his signature on the form.
The Commander must satisfy himself that the load is distributed in a correct and safe manner,
and that it is properly stowed and secured.
The Commander will consider the following assumptions:
1. The weight report showing the weight and the basic index of the empty aircraft has been
correctly compiled.
2. The freight has been correctly weighed and loaded in accordance with the Load and Trim
Sheet.
The Commander is personally responsible for:
1. Checking that sufficient fuel and oil of the correct grade are on board and correctly loaded
and distributed.
2. Checking the Load and Trim Sheet calculation.
3. Accepting and signing the Load and Trim Sheet.
If deemed necessary taking safety into consideration, the Commander has full authority to
modify the aircraft loading such as number of passengers, usable cabin seats and cargo
compartments loading and distribution. This modification and the need to modify the loading
shall be duly documented in the company’s voyage log/report.
The method for preparation of the Load and Trim Sheet is given in the FCOM – LOADING
Chapter..
The CG limits given in the Load and Trim Sheet includes tolerance to cope with the
combination of the following independent errors:
i) Error on initial conditions (Dry operating weight and index)
ii) Error on cargo loading (weight and distribution)
iii) Error on passenger boarding (weight and distribution)
iv) Error on fuel (quantity and distribution)
v) Error due to graphical method
And the following movements:

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vi) Landing gear, flaps and slats movements

vii) Movements in the cabin
 Fuel Weight Determination
The weight of fuel on board the aircraft is directly given by the Fuel Quantity Indication (FQI) of
the aircraft.
The Commander shall assess this quantity by comparing this figure with the quantity on board
before reFueling plus the quantity delivered by the fuel bowser (tanker). A small discrepancy
may be evident due to the fuel quantity consumed by the APU during this period and the
respective FQI and tanker accuracies.
In such a case, it is not advisable to perform additional fuel measurement through magnetic
fuel level indications (dipsticks) to cross check FQI indication, as the accuracy of the dipsticks
is less than FQI accuracy.
Dipsticks shall be used only in case of FQI failure (dispatch under MEL).
8.1.8.4 POLICY FOR DETERMINING CREW MASSES
The standard masses for crew members and crew baggage included in the OEW are standard
masses (85kg for flight crew, 75kg for cabin crew – including hand baggage).
Actual masses including any crew baggage will be used. If necessary, other standard masses
acceptable to the Authority will also be used.
The OEW will be corrected for any additional baggage and the aircraft CG position will take
into account their position.
8.1.8.5 METHODS FOR DETERMINING PASSENGERS, BAGGAGE AND CARGO MASS
Actual or standard masses will be used for passengers and baggage when determining the
aircraft traffic load. Actual masses shall be used when taking freight into account.
 Passengers plus hand baggage: standard masses used.
 Baggage: weighed at check-in, if not possible standard masses are used.
 Freight: must be weighed always.

8.1.8.5.1 STANDARD PASSENGER AND BAGGAGE MASSES FOR VARIOUS TYPES OF
OPERATIONS
To avoid having to weigh each passenger and baggage in the event of Last Minute Changes
(LMC), a standard PASL weight will be used for Load and Trim Sheet calculation.
For all flights, the standard weights of passengers including hand baggage are the following:
Table 1: Mass Values for Passengers including hand baggage
Aeroplane with 20 passenger seats or more
Passenger Seats 30 and more 20 and more

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All Adult Male Female
Adult – All flight except 84kg 88kg 70kg

holiday Charters (*)
Adult – Holiday Charters (*) 76kg 83kg 69kg
Children – All flights 35kg 35kg 35kg
(*) Holiday charter means a charter flight solely intended as an element of a holiday travel
package or pilgrimage charters.
8.1.8.6 GENERAL INSTRUCTION FOR LOAD AND TRIM SHEET VERIFICATION
PASL Commanders shall recalculate the Load and Trim Sheet with consideration for possible
last minute changes with particular emphasis on:
i) The flight number, destination, aircraft registration.
ii) The date and time of the flight
iii) The correct DOW index
iv) The number and the distribution of passengers
v) The cargo loading which should be in accordance with the cargo manifest.
vi) The fuel quantity and distribution
The fuel index given by the Load and Trim sheet takes into account the fuel specific gravity
and assumes that the fuel is loaded normally (as mentioned in the AFM) and does not
apply in case of unusual loading. Check that fuel imbalance is within the prescribed limits.
vii) The MTOW, MZFW and associated CG.
viii) The expected landing weight below MLW.
In case a computerised Load and Trim sheet is produced, the above data should be checked,
and the computation is assumed to be correct.
The Commander shall sign the Load and Trim sheet after having checked it.
8.1.8.6.1 LAST MINUTE CHANGES PROCEDURE
Last Minute Change means any change concerning traffic load: passengers, baggage, cargo,
fuel (usable or not) occurring after the issuance of the Load and Trim sheet.
A Last Minute Change is permitted only if the changes of the load are within prescribed limits.
Note: These limits depend on the aircraft type, and particularly if a balance index correction is
applied.
In the event of last minute changes, it is mandatory for the Commander to check that:
i) None of the maximum operational limiting weight is exceeded (ZFW, TOW, LW).

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ii) No loading limitation is exceeded.

iii) ZFW – CG and TOW – CG remain within allowed limits.
In case of Last Minute Change loading, the Commander shall ensure that the previous Load
and Trim sheet is corrected. A copy of the corrected Load and Trim sheet must be forwarded to
the Flight Operations Manager through the dispatch offices.
8.1.8.7 SPECIFIC GRAVITY OF FUEL AND OIL

The fuel and oil supplier generally provides the specific gravity of fuel and oil to be uplifted /
used.
If not known, the following values will be used:
 Fuel: JET A/A1: 0.80 kg/litre

JET B, JP4: 0.77 kg/litre
 Oil: 0.89 kg/litre

8.1.8.8 SEATING POLICY
The Load and Trim sheet is prepared with the particular aircraft type passenger seating
distribution. PASL sitting allocation system is used in connection with the preparation of the Load
and Trim sheet, ensuring that any errors possible in the CG position will be covered /
compensated by the operational CG envelope – provided that the passengers are seated as
allocated.
Free sitting however might require positioning of passengers in the cabin.
When necessitated, the Commander shall instruct the cabin crew to re-seat passengers so as
to create the actual seating distribution in compliance with the distribution of the Load and Trim
sheet.
8.1.9 ATC Flight Plan / Submission of a Flight Plan
The PIC of any PASL flight shall before operating, file a VFR or IFR flight plan, as applicable,
for:
Any flight (or portion thereof) to be provided with ATC service ;
1. Any IFR flight within advisory airspace ;
2. Any flight within or into designated areas, or along designated routes, when so required
by the appropriate ATC authority to facilitate the provision of flight information, alerting
and search and rescue services ;
3. Any flight within or into designated areas, or along designated routes, when so required
by the appropriate ATC authority to facilitate co-ordination with appropriate military units
or with ATC facilities in adjacent States in order to avoid the possible need for
interception for the purpose of identification ; and
4. Any flight across international borders.
(a) The PIC shall submit a flight plan before departure or during flight, to the

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appropriate ATC facility, unless arrangements have been made for submission
of repetitive flight plans.
(b) Unless otherwise prescribed by the appropriate ATC authority, a pilot shall
submit a flight plan to the appropriate ATC facility—
(i) At least sixty minutes before departure ; or
(ii) If submitted during flight, at a time which will ensure its receipt by the
appropriate ATC facility at least ten minutes before the aircraft is
estimated
to reach—
(a) The intended point of entry into a control area or advisory area ; or
(b) The point of crossing an airway or advisory route.
8.1.9.1 Company Procedure
Nig. CARs 8.6.1.2; 8.8.2.7
The submission of an ATC flight plan is required for all IFR flights and for VFR flights within
designated areas.
All PASL commercial flights are conducted under an IFR Flight Plan and conducted under VFR
in accordance with the requirements of Chpt 8.1.4 and 8.1.9 of this manual.
No PASL commander shall cause an aeroplane in commercial air transport to take off if an
ATC flight plan has not been filed, except as authorised by the Authority.
The Commander of a controlled flight shall report to the appropriate ATC facility the time and
level of passing of each compulsory reporting point.
Nig. CARs 8.6.1.1
The Flight Operations Officer/Flight Dispatcher has assigned responsibility from the Company
to:
a) Assist the Commander with flight preparation and providing required information;
b) Prepare the OFP and ATS Flight Plans;
c) Sign when applicable, the OFP and ATS Flight Plans;
d) File the ATS Flight Plan with the appropriate ATS unit;
e) Furnish the Commander, while in flight, with all necessary information for the safe conduct of
the flight;
f) In the event of an in-flight emergency, initiate relevant procedures.
The Commander or Flight Operations Officer/Flight Dispatcher on behalf of the Commander -

item d) above - shall generate an OFP and submit an ATS Flight Plan to the appropriate ATC
facility for every flight in accordance with the process set out in the Flight Dispatch Manual.
8.1.9.1.1 Filing of ATS Flight Plan

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The procedure to fill an ATC flight plan is defined in part 11 item 8 and in Annex 11 of ICAO
PAN-RAC
(Doc 4444) and Nig. CARs – FLIGHT PLANNING AND SUPERVISION (Refer Nig CARs 8.6)
The ATS Flight Plan shall be filed unless arrangements have been made for submission of
repetitive flight plans, as follows:
a)At least sixty minutes (1 hour) before departure; or
b)When the flight is subject to flow control measures, a time slot shall be requested early
enough by the dispatcher on duty liaising with the FOM or by the applicable handling agency at
out-stations.
c) If submitted during flight, at a time which will ensure its receipt by the appropriate ATC
facility at least ten minutes before the aeroplane is estimated to reach the intended point of
entry into a control area or advisory area or the point of crossing an airway or advisory
route.
Any changes to the ATS Flight Plan occurring prior to departure shall be coordinated with the
appropriate ATS unit before transmission to the aeroplane by the Flight Operations
Officer/Flight Dispatcher or other delegated person.
The dispatcher on duty or the applicable handling agency shall give the commander a copy of
the accepted ATC Flight Plan with, any modifications to be filed flight plan, which must be
carried aboard. Another copy signed by the commander must be kept at the operations
department
8.1.9.2 Repetitive Flight Plan

A Repetitive Flight Plan is filed for flights to be operated on a regular basis at the same time
and day within a specific period (e.g. winter / summer schedule or a series of flights for special
events). The data upon which the OFP is calculated must be identical to that specified in the
Repetitive Flight Plan and vice versa.
8.1.9.3 Contents of a Flight Plan
Nig. CARs 8.6.1.3
Each person filing an IFR or VFR flight plan shall include in it the following information:
a) Aeroplane identification;
b) Flight rules and type of flight;
c) Number and type(s) of aeroplane and wake turbulence category;
d) Equipment;
e) Departure aerodrome and alternate, if required;

f) Estimated time of departure, (off-block time);
g) Cruising speed(s) - minimum time and or normal and or long range;

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h) Cruising level(s);
i) Route to be followed;
j) Destination aerodrome and alternate, if required;
k) Fuel endurance;
l) Total number of persons on board;
m) Emergency and survival equipment; and
8.1.9.3.1 DESCRIPTION OF AN ATC FLIGHT PLAN

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International Flight Plan

PRIORITY ADDRESSEE(S)
FF
FILING TIME ORIGINATOR
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR
3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT

FPL
9 NUMBER TYPE OF AIRCRAFT WAKE TURBULENCE CAT. 10 EQUIPMENT
13 DEPARTURE AERODROME TIME
15 CRUISING SPEED LEVEL ROUTE
TOTAL EET
16 DESTINATION AERODROME HR MIN ALTN AERODROME 2ND ALTN AERODROME
SUPPLEMENT INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)
19 ENDURANCE EMERGENCY RADIO

HR MIN PERSONS ON BOARD UHF VHF ELT
E P R U V E
SURVIVAL EQUIPMENT JACKETS
POLAR DESERT MARITIME JUNGLE LIGHT FLOURES UHF VHF

S P D M J J L F U V
DINGHIES
NUMBER CAPACITY COVER COLOUR

D C
AIRCRAFT COLOUR AND MARKINGS
A
REMARKS
N
PILOT-IN-COMMAND
C
FILED BY ACCEPTED BY ADDITIONAL INFORMATION
8.1.9.3.2 General
All clock times and estimated elapsed times shall be inserted in 4 figures UTC (hours and

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minutes).
The area preceding item 3 shall be completed by ATS and COM services, unless the
responsibility for originating flight plan messages has been delegated.
8.1.9.3.3 Item 7: Aircraft Identification
Insert one of the following aircraft identifications, not exceeding 7-characters:
a) The registration marking of the aircraft (e.g. 5N-NGX, 5N-321BB) when:
 In radiotelephony, the call sign to be used by the aircraft will consist of this identification.
 The aircraft is not equipped with radio.

b) The ICAO designator for PASL aircraft followed by the company’s flight identification (e.g.
NGX 111, NGA 001). When in radio-telephony, the call sign to be used by the aircraft will
consist of the ICAO telephony designator for the company, followed by the flight
identification (e.g. PASL 111, Nigeria 001).
8.1.9.3.4 Item 8: Flight Rules and Type of Flight
One of the following letters will be inserted to denote the category of flight rules with which the
commander intends to comply with:
 I if IFR
 V if VFR
 Y if IFR first or Z if VFR first (and specify in item 15 the point where a change of flight rules
is planned);
One of the following letters will be inserted to denote the type of flight when so required by
the appropriate ATS authority:
 S if scheduled air service
 N if non-scheduled air transport operation
 G if general aviation
 M if military
 X if other than any of the defined categories above.

8.1.9.3.5 Item 9: Number and Type of Aircraft and Wake Turbulence Category
Insert the number of aircraft, if more than one.
Insert the appropriate designator as specified in ICAO Doc. 8643, Aircraft Type designators
(e.g. A330/B747), OR, if no such designator has been assigned, or in case of formation flights
comprising more than one type, insert ZZZZ, and specify in item 18, the (numbers and) type(s)
of aircraft preceded by TYP/.
Insert an oblique stroke followed by one of the following letters to indicate the wake turbulence
category of the aircraft:

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 H (Heavy), to indicate an aircraft type with a maximum certified take-off mass of 136,000 kg
or more;
 M (Medium), to indicate an aircraft type with a maximum certified take-off mass of less than
136,000 kg but more than 7000 kg;
 L (Light), to indicate an aircraft type with a maximum certified take-off mass of 7000 kg or
less.
8.1.9.3.6 Item 10: Equipment
Insert one letter as follows:
 N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the

equipment is unserviceable
 S if standard COM/NAV/approach aid equipment for the route to be flown is carried and
serviceable (See Note 1),
AND/OR
One or more of the following letters will be inserted to indicate the COM/NAV/approach aid
equipment available and serviceable:
A (Not allocated) M Omega

B (Not allocated) O VOR
C LORAN C P (Not allocated)
D DME Q (Not allocated)
E (Not allocated) R RNP type certification (See Note

5)
F ADF T TACAN
G GNSS U UHF RTF
H HF RTF V VHF RFT
I Internal Navigation W
J Data Link (See Note 3) X When prescribed by ATS
K MLS Y
L ILS Z Other equipment carried (See

Note 2)
Note 1: Standard equipment is considered to be VHF RFT, ADF, VOR and ILS, unless
another combination is prescribed by the appropriate ATS authority.
Note 2: If the letter Z is used, specify in item 18 the other equipment carried, preceded by
COM/and/or NAV/, as appropriate.

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Note 3: If the letter J issued, specify in item 18 the equipment carried, preceded by
DAT/followed by one or more letters as appropriate.
Note 4: Information on navigation capability is provided to ATC for clearance and routing
purposes.
Note 5: Inclusion of letter R indicates that the aircraft meets the RNP type prescribed for the
route segment(s), route(s) and/or area concerned.
Insert one or two of the following letters to describe the serviceable surveillance equipment
carried:
SSR Equipment:
 Nil
 A: Transponder Mode A (4 digits)
 C: Transponder Mode A (4 digits) and Mode C
 X: Transponder Mode S without both aircraft identification and pressure-altitude

transmission
 P: Transponder Mode S, including pressure-altitude transmission, but no aircraft

identification transmission
 I: Transmission Mode S, including aircraft identification transmission, but no

pressure-altitude transmission
 S: Transponder Mode S, including both pressure-altitude and aircraft identification

transmission
 ADS Equipment
 D: ADS capability
8.1.9.3.7 Item 13: Departure Aerodrome and Time
Insert the ICAO four-letter location indicator of the departure aerodrome (e.g. DNMM 1330)
OR, if no location indicator has been assigned, insert ZZZZ and specify, in item 18, the name
of the aerodrome preceded by DEP/, OR, if the flight plan is received from an aircraft in flight,
insert AFIL, and specify, in item 18, the ICAO four-letter location indicator of the location of the
ATS unit from which supplementary flight plan data can be obtained preceded by DEP/.
Then without a space,
Insert for a flight plan submitted before departure, the estimated off-block time, OR, for a flight
plan received from an aircraft in flight, the actual or estimated time over the first point of the
route to which the flight plan applies.
8.1.9.3.8 Item 15: Route
The first cruising speed will be inserted as indicated in (a) and the first cruising level as in (b),
without a space between them. THEN, following the arrow, INSERT the route description as in

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a) Cruising Speed (Maximum 5 characters)

Insert the True Air Speed for the first or the whole cruising portion of the flight, in terms
of kilometres per hour, expressed as K followed by 4 figures (e.g. K0830), or knots,
expressed as N followed by 4 figures (e.g. N0485), or Mach number, when so
prescribed by the appropriate ATS authority, to the nearest hundredth of unit Mach,
expressed as M followed by 3 figures (e.g. M084).
b) Cruising Level (Maximum 5 characters)
Insert the planned cruising level for the first or the whole portion of the route to be flown,
in terms of flight level, expressed as F followed by 3 figures (e.g. F085; F330), or
Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g.
S1130), or Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045;
A100), or Altitude in tens of meters, expressed in M followed by 4 figures (e.g. M0840),
or for uncontrolled VFR flights, the letters VFR.
c) Route (Including changes of speed, level and/or flight rules)
Flights along Designated ATS Routes
Insert, if the departure aerodrome is located on or connected to the ATS route, the designator
of the first ATS route, OR, if the departure aerodromes is not on or connected to the ATS route,
the letters DCT followed by the point of joining the first ATS route, followed by the designator of
the ATS route. THEN insert each point at which either a change of speed or level, a change of
ATS route, and/or a change of flight rules is planned.
Note: When a transition is planned between a lower and upper ATS route and the routes are
oriented in the same direction, the point of transition need not be inserted.
FOLLOWED IN EACH CASE by the designator of the next ATS route segment, even if it is the
same as the previous one, OR by DCT, if the flight to the next point will be outside a
designated route, unless both points are defined by geographical coordinates.
Flight outside Designated ATS Routes

Insert points normally not more than 30 minutes flying time or 200 Nm (370 km) apart, including
each point at which a change of speed or level, a change of track, or a change of flight rules is
planned. OR, when required by appropriate ATS authority(ies), define the track of flights
operating predominantly in an east-west direction between 700 N and 70o S by reference to
significant points formed by the intersections of half or whole degrees of latitude with meridians
spaced at intervals of 10 degrees of longitude.
For flights operating in areas outside those latitudes the tracks shall be defined by significant
points formed by the intersection of parallels of latitude with meridians normally spaced at 20
degrees of longitude. The distance between significant points shall, as far as possible, not
exceed one hour’s flight time.
Additional significant points shall be established as deemed necessary. For flights operating
predominantly in north-south direction, define track by reference to significant points formed by
the intersection of whole degrees of longitude with specified parallels of latitude which are
spaced at 5 degrees. Insert DCT between successive points unless both points are defined by

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geographical coordinates or by bearing and distance.

Use only the conventions in (1) to (5) below and SEPARATE each sub-item by a space.
1) ATS Route (2 to 7 characters)
The coded designator assigned to the route or route segment including, where
appropriate, the coded designator assigned to the standard departure or arrival route
(e.g. BCN1, B1, R14, UB10, KODAP2A).
Note: Provisions for the application of route designators are contained in Annex II,
Appendix I, whilst guidance material on the application of an RNP type to a specific
route segment(s), route(s) or area is contained in the Manual on Required Navigation
Performance (RNP) (Doc 9613).
2) Significant Point (2 to 11 characters)
The coded designator (2 to 5 characters) assigned to the point (e.g. LN, MAY, HADDY),
or, if no coded designator has been assigned, one of the following ways:
 Degrees only (7 characters): 2 figures describing latitude in degrees, followed by

“N” (North) or “S” (South) followed by 3 figures describing longitude in degrees,
followed by “E” (East) or “W” (West). Make up the correct number of figures, where
necessary, by insertion of zeros, e.g. 46N 078W.
 Degrees and minutes (11 characters): 4 figures describing latitude in degrees and
tens and units of minutes followed by “N” (North) or “S” (South), followed by 5
figures describing longitude in degrees and tens and units of minutes, followed by
“E” (East) or “W” (West). Make up the correct number of figures, where necessary,
by insertion of zeros, e.g. 4620N 07805W.
 Bearing and distance from a navigation aid: The identification of the navigation aid
(normally a VOR), in the form of 2 or 3 characters, THEN the bearing from the aid in
the form of 3 figures giving degrees magnetic, THEN the distance from the aid in
the form of 3 figures expressing nautical miles. Make up the correct number of
figures, where necessary, by insertion of zeros - e.g. a point 1800 magnetic at a
distance of 40 nautical miles form VOR “DUB” shall be expressed as DUB 190 040.
3) Change of Speed or Level (maximum 21 characters)
The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of
level is planned, expressed exactly as in (2) above, followed by an oblique stroke and
both the cruising speed and the cruising level, expressed exactly as in (a) and (b)
above, without a space between them, even when only one of these quantities will be
changed.
Examples: LN/N0284A045
MAY/N0305F180
HADDY/N0420F330
4602N07805W/N0500F350

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46N078W/M082F330
DUB180040/N0350M0840
4) Change of Flight Rules (maximum 3 characters)
The point at which the change of flight rules is planned, expressed exactly (2) or (3)
above as appropriate, followed by a space and one of the following:
 VFR if from IFR to VFR
 IFR if from VFR to IFR

Examples: LN VFR
LN/N0284A050 IFR
5) Cruise Climb (maximum 28 characters)
The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned
to start, expressed exactly as in (2) above, followed by an oblique stroke; THEN the
speed to be maintained during cruise climb, expressed exactly as in (a) above, followed
by the two levels defining the layer to be occupied during cruise climb, each level
expressed exactly as in (b) above, or the level above which cruise climb is planned
followed by the letters PLUS, without a space between them.
Examples: C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620
8.1.9.3.9 Item 16: Destination Aerodrome and Total Estimated Elapse Time,
Alternate Aerodrome(s)
 Destination Aerodrome and Total Estimated Elapse Time (8 characters)
Insert the ICAO four-letter location of the destination aerodrome followed, without a space,
by the total estimated elapse time, OR, if no location indicator has been assigned, insert
ZZZZ followed, without a space, by the total estimated elapsed time, and specify in item 18
the name of the aerodrome, preceded by DEST/.
Note: For a flight plan received from an aircraft in flight, the total estimated time is the
estimated time from the first point of the route to which the flight plan applies.
 Alternate Aerodrome(s) (4 characters)

Insert the ICAO four-letter location indicator(s) of not more than two alternate aerodromes,
separated by a space, OR, if no location indicator has been assigned to the alternate
aerodrome, insert ZZZZ and specify in item 18 the name of the aerodrome, preceded by
ALTN/.
8.1.9.3.10 Item 18: Other Information

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Insert 0 (zero) if no other information, OR, any other necessary information in the preferred
sequence shown hereunder, in the form of the appropriate indicator followed by an oblique
stroke and the information to be recorded:
EET/ Significant points or FIR boundary designators and accumulated estimated elapsed times
to such points or FIR boundaries, when so prescribed on the basis of regional air navigation
agreements, or by the appropriate ATS authority.
Examples: EET/CAP0745XYZ0830
EET/EINN0204
RIF/ The route details to the revised destination aerodrome, followed by the
ICAO four-letter location indicator of the aerodrome. The revised route is
subject to re-clearance in flight.
Examples: RIF/DTA HEC KLAX

RIF/ESP G94 CLA APPH
RIF/LEMD
REG/ The registration markings of the aircraft, if different from the aircraft
identification in Item 7.
SEL/ SELCAL Code, if so prescribed by the appropriate ATS authority.
OPR/ Name of the operator, if not obvious from the aircraft identification in Item 7.
STS/ Reason for special handling by ATS, e.g. hospital aircraft, one engine
inoperative, e.g. STS/HOSP, STS/ONE ENG INOP.
TYP/ Type(s) of aircraft, preceded if necessary by number(s) of aircraft, if ZZZZ

is inserted in Item 9.
PER/ Aircraft performance data, if so prescribed by the appropriate ATS

authority.
COM/ Significant data related to communication equipment as required by the

appropriate ATS authority, e.g. COM/UHF only.
DAT/ Significant data related to data link capability, using one or more of the

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letters S, H, V and M, e.g. DAT/S for satellite data link, DAT/H for HF data
link, DAT/V for VHF data link, DAT/M for SSR Mode S data link.
NAV/ Significant data related to navigation equipment as required by the

appropriate ATS authority.
DEP/ Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAO
four-letter location indicator of the location of the ATS unit from which
supplementary flight plan data can be obtained, if AFL is inserted in Item
13.
DEST/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16.
ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16.
RALT/ Name of en-route alternate aerodrome(s).
CODE/ Aircraft address (expressed in the form of an alphanumerical code of six

hexadecimal characters) when required by the appropriate ATS authority.
Example: “F00001” is the lowest aircraft address contained in the specific block
administered by ICAO.
RMK/ Any other plain language remarks when required by the appropriate ATS
authority or deemed necessary.
8.1.9.3.10 Item 19: Supplementary Information
E/ Insert a 4-figure group giving the fuel endurance in hours and minutes.
P/ Insert the total number of persons (passengers and crew) on board,
when required by the appropriate ATS authority. Insert TBN (to be
notified) if the total number of persons is not known at the time of filing.

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R/ (RADIO) Cross out U if UHF on frequency 243.0 MHz is not available.

Cross out V if VHF on frequency 12.5 MHz is not available. Cross out
E if emergency locator transmitter (ELT) is not available.
S/ (SURVIVAL EQUIPMENT) Cross out all indicators if survival equipment
is not carried. Cross out P if polar survival equipment is not carried.
Cross out D if desert survival equipment is not carried. Cross out M if
maritime survival equipment is not carried. Cross out J if jungle
survival equipment is not carried.
J/ (JACKETS) Cross out all indicators if life jackets are not carried. Cross
out L if life jackets are not equipped with lights. Cross out F if life
jackets are not equipped with fluorescent. Cross out U or V or both as
in R/ above to indicate radio capability of jackets, if any
D/ (DINGHIES) (NUMBER) Cross out indicators D and C if no dinghies are
carried, or insert number of dinghies carried; and
(CAPACITY) Insert total capacity, in persons, of all dinghies carried; and
(COVER) Cross out indicator C if dinghies are not covered; and
(COLOUR) Insert colour of dinghies if carried.
A/ (AIRCRAFT COLOUR AND MARKINGS) Insert colour of aircraft and
significant markings
N/ (REMARKS) Cross out indicator N if no remarks, or indicate any other
survival equipment carried and any other remarks regarding survival
equipment.
C/ (PILOT) Insert name of pilot-in-command (Commander).

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8.1.9.4 Responsibility for the Flight Plan
Nig.CARs 8.6.1.4; 8.6.1.5; 8.8.2.2; 8.8.2.5; 8.8.2.6
The Commander is responsible for ensuring that an accurate flight plan has been filed and that
he/she is fully aware of the details.
If, during flight planning it is determined that there is a possibility that the flight may be able to
change destination and still comply with minimum fuel requirements, the Commander must
ensure that the appropriate ATC facility is notified of this possibility when the flight plan is
submitted.
If, at any point after take-off the Commander or the ATS wishes to change the flight plan, an
revised clearance must be issued. No Commander may deviate from the clearance except in
an emergency, unless a revision clearance is obtained.
Requests for flight plan changes shall include the following information:
a) Change of Cruising Level:
i) Aeroplane identification
ii) Requested new cruising level and cruising speed at this level
iii) Revised time estimates, when applicable, at subsequent flight information region
boundaries.
b) Change of Route (Destination Unchanged):
ii) Flight rules;
iii) Description of new route of flight including related flight plan data beginning with the
position from which requested change of route is to commence;
iv) Revised time estimates
v) Any other pertinent information.
c) Change of Route (Destination Changed):

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ii) Flight rules;
iii) Description of revised route of flight to revised destination aerodrome including related
flight plan data, beginning with the position from which requested change of route is to
commence;
iv) Revised time estimates;
v) Alternate aerodrome(s);
vi) Any other pertinent information.
The Commander holds the final authority for the operation of the aeroplane. An ATC clearance
is not an authorisation for a pilot to deviate from any regulation or to conduct an unsafe
operation.
8.1.9.5 ATC Clearance
Nig.CARs 8.8.2.1; 8.8.2.3; 8.8.2.4
PASL shall obtain an ATC clearance through the submission of a flight plan
to an ATC facility, including potential reclearance in flight before operating a controlled flight,
or a portion of a flight as a controlled flight. Whenever a clearance involving priority is
requested, the Captain shall submit a report explaining the necessity for such priority, if
requested by the appropriate ATC facility. PASL does not permit the manuvering
of an aircraft on the manoeuvring area or any runway without clearance from the control tower.
When obtaining initial departure and arrival clearance or re-clearance from ATC, at least two
flight crewmembers shall monitor such clearance and record the actual clearance on the OFP.
A mutual understanding of the accepted clearance shall be confirmed between the two flight
crewmembers that include, in areas if high terrain, heading, altitude/flight level, frequency,
route waypoint changes and instructions to hold short of a runway;
It is a requirement to clarify clearances with ATC whenever any flight crewmember is in doubt
regarding the clearance or instruction received.
All flight crew shall use standard radio phraseology when communicating with ATC, to include
as a minimum, instructions for clearance acceptance and read-back and use of call sign.
If only one person has received a clearance, the content of the clearance must be shared with
the other operating pilot at the earliest opportunity.

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The Commander shall ensure a radio listening watch appropriate to the area of operation, to
include, as a minimum monitoring of:
a) Guard frequency (121.5 MHz);
b) Appropriate common frequency used for in-flight communication in designated airspace

without ATC coverage to include In-Flight Broadcast Procedures in uncontrolled airspace (see
the Jeppesen Manual Guide as appropriate);
The use of SELCAL may relieve radio listening watch responsibilities.
The FMS must be cross-checked by both pilots to confirm correct programming of

takeoff/landing runway and departure/arrival routing.
Prior to entering the runway and starting the take-off run, both operating flight crewmembers
must be able to independently confirm ATC clearance to do so.
For operations within controlled flights, the Commander shall ensure a continuous listening
watch on the appropriate radio facility is maintained and shall establish two-way
communication as soon as possible with the appropriate ATC facility.
The Commander operating an aeroplane on a controlled flight shall, except when landing at a
controlled aerodrome, advise the appropriate ATC facility as soon as it ceases to be subject to
ATC services.
Unless otherwise authorised or directed by the appropriate ATC facility, the Commander of a
controlled flight shall, as far as is reasonably practical, when on an established ATC route,
operate along the defined centre line of that route and when on any other route, operate
between the navigation facilities and/or points defining that route.
The Commander of a controlled flight operating along an ATC route defined by references to
VOR's shall change over for primary navigation guidance from the facility behind the aeroplane
to that ahead of it at, or as close as operationally feasible to, the change-over point, where
established.
8.1.9.5.1 Adherence to ATC Clearances , Flight Plan and Position Reports
When an ATC clearance has been obtained, no PIC may operate contrary to ATC instructions or
deviate from the clearance, except in an emergency, unless he or she obtains an amended
clearance. A PIC who deviates from an ATC clearance or instructions in an emergency, shall notify
ATC of that deviation as soon as possible. The flight crew of all company aircraft must ensure that
they;
a. Communicate a flight plan to the appropriate ATC unit and obtain an
ATC clearance based on such flight plan. Such flight plan must be
made to enable the ATC issue a control clearance, Search and
Rescue instructions.
b. Fly company aircraft in accordance with such ATC clearances, and
as amended by further instructions given by the ATC unit, and with

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the holding and instrument approach procedures, notified in relation

to the destination aerodrome, unless:
i. The aircraft can be flown in uninterrupted VMC as long as it

remains in controlled airspace.
ii. The appropriate ATC unit has been informed of the intention
to continue in compliance with VFR, and has requested that
unit to cancel his flight plan.
iii. Provided that if an emergency arises which requires an
immediate deviation from ATC clearance, the commander of
the aircraft shall inform the appropriate ATC unit as soon as possible.
c. Inform the appropriate ATC unit when the aircraft lands within or
leaves controlled airspace, unless the current flight plan has been
cancelled.
d. Report to the appropriate ATC unit, the time, position and altitude of
the aircraft at such intervals of time as may be notified for this
purpose or as directed by the ATC unit.
8.1.9.5.2 Airspace Infringements

a) Aerodrome Traffic Zones
Captains are not to infringe an Aerodrome Traffic Zone without
clearance from the controlling ATC or other appropriate authority.
b) Danger and Prohibited Areas
No person may operate an aircraft in a prohibited area, or in restricted
areas, the particulars of which have been duly published, except in
accordance with the conditions of the restrictions or by permission of the
State over whose territory the areas are established. Captains deviating
from their fiight-planned route, for weather avoidance purposes, or to fly a
more direct route, are to have regard to any Danger or Prohibited Areas

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within the vicinity of their intended track.

8.1.9.5.3 Navigational Accuracy
PASL shall ensure, for each proposed route or area, that the navigational systems and facilities
it uses are capable of navigating the aircraft within the degree of accuracy required for ATC;
and to the airports in the operational flight plan within the degree of accuracy necessary for the
operation involved. Operations on route segments where the use of celestial or other
specialised means of navigation is required shall be approved by the Authority.
8.1.9.6 Closing a Flight Plan

Nig. CARs 8.6.1.6
The Commander shall report arrival, either in person or by radio, to the appropriate ATC facility
at the earliest possible time after landing at the destination aerodrome, unless ATC
automatically closes the flight plan.
a) When a flight plan has been submitted for a portion of a flight, the pilot shall close that flight
plan en route with the appropriate ATC facility.
b) When no ATC facility exists at the arrival aerodrome, the pilot shall contact the nearest
ATC facility to close the flight plan as soon as practicable after landing and by the quickest
means available.
c) Pilots shall include the following elements of information in their arrival reports:
ii) Departure aerodrome;
iii) Destination aerodrome (only in the case of a diversionary landing);
iv) Arrival aerodrome; and
v) Time of arrival.
8.1.9.7 Changes to a Flight Plan - IFR or VFR
The flight plan is always to indicate clearly whether the flight is to be conducted under IFR or
VFR. In cases where the rules governing the flight are expected to be changed en route, the
change from IFR to VFR, or vice versa, is to be annotated on the flight plan, as is the position
at which the change is planned to take place.
If circumstances such as an unforecast deterioration in weather conditions indicate the need
for a revised clearance, this is to be requested immediately from the appropriate ATC unit.
Information submitted before departure regarding fuel endurance or total number of persons
carried on board, if incorrect at time of departure, constitutes a significant change and shall be
reported.

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a) A pilot operating in VFR who wishes to change to IFR shall if a flight

plan was submitted, communicate the necessary changes to be
effected to its current flight plan, or submit a flight plan to the
appropriate ATC facility and obtain a clearance prior to proceeding
IFR when in controlled airspace. Flight in visual meteorological
conditions is to be maintained until the IFR clearance is received .
b) A pilot electing to change from IFR flight to VFR flight shall notify the
appropriate ATC facility specifically that the IFR flight is cancelled
and then communicate the changes to be made to his or her current
flight plan. When a pilot operating under IFR encounters VMC, he or
she may not cancel the IFR flight unless it is anticipated, and
intended, that the flight will be continued for a reasonable period of
time in uninterrupted VMC.
8.1.10 Operational Flight Plan (OFP)
8.1.10.1 General
Nig. CARs 8.6.2.20
PASL shall not allow a flight to be commenced unless an Operational Flight Plan
(OFP) has been signed by the Captain. An Operational Flight Plan or equivalent document is
required to be available for the flight crew during the flight preparation process and accessible
to the flight crew during flight. An Operational Flight Plan is to be prepared and used for all flights
other than those intended to take-off and land at the same aerodrome for such purposes as air
tests, training and local area flights under VFR.
PASL will normally issue a prepared plan for each flight, the flight crew
may be required to produce their own plans, using the standard company approved format,
for one-off flights.
The OFP will be prepared and signed by Operations Control or by the flight crew. If no
Electronic Data Processing (EDP) is available, the flight plan shall be prepared manually,
based on the applicable AOM and by using the Company form.

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Prior to the commencement of a flight, the OFP shall be made available to the flight crew and
the Commander shall complete a review of the OFP.
OFP's must always be prepared in duplicate and signed by the Commander, who shall have
access to the applicable flight planning information for fuel supply, alternate aerodromes,
weather reports and forecasts and NOTAM's for the routing and aerodrome.
The duplicate copy remains on the ground with the dispatch office or at the station, whichever
is applicable, whilst the original is filed with the operational return documents.
The OFP shall include the routing and fuel calculations, with respect to the meteorological and
other factors expected, to complete the flight to the destination and all required alternates.
No person shall continue a flight from an intermediate aerodrome without a new OFP if the
aeroplane has been on the ground more than 6 hours.
The operational flight plan must at least contain the following items:
1) Aircraft registration;
2) Aircraft type and variant;
3) Date of flight;
4) Flight identification;
5) Names of flight crew members;
6) Duty assignment of flight crew members;
7) Place of departure;
8) Time of departure (Actual off-block time, take-off time);
9) Place of arrival (planned and actual);
10) Time of arrival (Actual landing and on-block time);
11) Type of operation (ETOPS, VFR, Ferry flight, etc);
12) Route and route segments with checkpoints/waypoints, distances, time and track;
13) Planned cruising speed and flying times between check-points/waypoints, estimated and
actual times overhead;
14) Safe altitudes and minimum levels;
15) Planned altitudes and flight levels;
16) Fuel calculations (records of in-flight fuel checks);
17) Fuel on board when starting engines;
18) Alternate(s) for destination and, where applicable, take-off and en-route, including
information required in items (12), (13), (14) and (15) above;
19) Initial ATS Flight Plan clearance and subsequent re-clearance;
20) In-flight re-planning calculations; and
21) Relevant meteorological information
Items, which are readily available in other documentation or from another acceptable source or
are irrelevant to the type of operation, will be omitted from the operational flight plan.
The operational flight plan must be checked by the flight crew and approved by the

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Commander before the departure of the flight service.

Amendments due to flight crew requirements, ATC clearance or limitations such as aircraft
MEL or CDL items will require that the operational flight plan be updated by the flight crew.
A copy of the approved operational flight plan, signed by the Commander must be given to
operations before the flight and the copy used by the crew during the flight or combination of
flight as well.
The operational flight plan will be calculated based on the updated performance of the aircraft,
ATC cleared route, the weather forecast on the route and the actual aircraft weights.
Aircraft limitations must be taken into account and indicated.
8.1.10.2 DESCRIPTION OF A COMPUTERISED FLIGHT PLAN
Example: Computerised flight plan for an B737 from Berlin to London.
8.1.10.2.1 First Part of the Flight Plan
1. Computation reference, departure airport, arrival airport, type of aircraft, flight rules and
date of computation.
2. Time of computation, estimated time of departure, weather program reference, aircraft
registration and unit used.
3. Captain name, city pair and date of the flight.
4. Flight number, day of the flight, departure airport, arrival airport, air distance, type of
optimisation (Fuel, time, cost), company route, average wind and average temperature.
5. Fuel part:
Column 1:Lines labels: trip fuel, contingency reserve, alternate reserve, holding reserve, take-
off, taxi fuel and block fuel.
Column 2:Estimated fuel calculation
Column 3:Blank column for commander correction
Column 4:Estimated time
Column 5:Ground distance departure/arrival and arrival/alternate
Column 6:Air distance departure/arrival and arrival/alternate
Column 7:Flight levels departure/arrival and arrival/alternate
1) Fuel burnt off adjustment in case of weight or latitude modifications.
2) Weight part:
Column 1:Lines label: Basic weight of the aircraft, estimated payload, estimated ZFW, take-off
fuel, estimated TOW, estimated burnt off fuel, estimated Landing weight.

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Column 2:Estimated weights calculation.

Column 3:Blank column for commander correction
Column 4:Structural weights
Column 5:Reasons for operational limit filled by the commander if necessary.
3) Copy of the route filed in the ATC flight plan.
4) Fuel and time pilot report.

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PLAN 3651 EDDT TO EGLL737B LRC / F IFR 03 / 03 / 02 1

NONSTOP COMPUTED 1702ZFOR ETD0010Z PROGS 0800ADFF-GBDT KGS 2
ATTN CAPT.
FLT RELEASE EDDT / EGLLON03 / 04 / 02 3
FLT / DAY ORG / DEST TTL NAM PRF ROUTE AVG WIND / AVG TEMP
/ 04 EDDT/EGLL 0567 F RT2 M033 / M57 4
E.FUEL A.FUEL E.TME NM NAM FL

DEST EGGL 003429 . . . .. 01 / 19 0522 0567 390
RESV 0.05 000171 . . . .. 00 / 05
ALT EGKK 000605 . . . .. 00 / 08 0022 0022 240 5
HOLD 001077 . . . .. 00 / 30
TOF 005282 . . . .. 02 / 02 CAPT. SIGN . . . . . . . . . . . . . .
TAXI 000200 . . . .. ../..
BLOCK 005482 ... .. 02 / 02 BLOCK FUEL. . . . . . . .
. . . .
PERF FACTOR 1. 025
FUEL BURN ADJUSTMENT FOR

4000FT DECREASE IN CRZ ALTITUDE ; 0163 KGS 6
FUEL BURN ADJUSTMENT FOR
1000KGS INCREASE / DECREASE IN TOW ; 0029 KGS
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
E.WT CORR. OP. LIMIT STRUC. RELEASE FOR OP. LIMIT

BASIC WT 043300 . . . ..
EPLD 010000 . . . ..

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EZFW 053300 . . . .. ZFW. . . . .061000 / . . . . . . . . . . .

. . . . . .
TOF 005282 . . . .. 7
ETOW 058582 . . . .. OTOW. . . . .077000 / . . . . . . . . . . .
. . . . . .
EB / O 003429 . . . ..
ELAW 055153 . . . .. LAW. . . . .064500 / . . . . . . . . . . .
. . . . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
EDDT HLZ3L HLZ UL980 REFSO UR1 LOGAN LAM3A EGLL 8

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
BLOCK IN . . . . . . LDG . . . . . FUI . .
. . .
BLOCK OFF . . . . . . T.OFF . . . . . FU2 . .

. . .9
BLOCK TIME . . . . . . F.TIME . . . . . TOTAL FU

. . . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
8.1.10.2.2 Second Part of the Flight Plan
Computed time and fuel are displayed for each waypoint with the associated navigation
information.
WPT: Waypoint AWY: Airway

FLT: Flight MSA: Minimum Safe Altitude
WIND: WIND OAT: Outside Air Temperature
TAS: True Air Speed GS: Ground Speed

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OTT: Outbound True Track ITT: Inbound True Track

OMT: Outbound Magnetic Track IMT: Inbound Magnetic Track
DST: Ground Distance RDST: Remaining Ground Distance
NAM: Air Distance RNAM: Remaining Air Distance
E.T: Elapsed Time C.T.: Cumulated Time
E.T.A: Estimated Time of Arrival A.T.A: Actual Time of Arrival
ECBO: Estimated Cumulated Fuel Burn Off ACBO: Actual Cumulated Fuel Burn Off
EFOB: Estimated Fuel On Board AFOB: Actual Fuel On Board
E. WT: Estimated Aircraft Weight …...…: Place for pilot records (Fuel and Time
Monitoring)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
WPT FLT WIND TAS OTT OMT DST NAM E. T. E.TA ECBO EFOB. E.WT.
AWY MSA OAT GS ITT IMT RDST RNAM C. T. A.TA ACBO AFOB. ……...
EDDT ELEV 00122FT

. . ./ / . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
DLE 390 281 / 052 393 259 258 035 040 0006 . . . . 001. 8 003. 6
056. 9
UL980 028 M57 346 258 258 0394 0422 0022 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
ROBEG 390 283 / 049 453 268 267 023 026 0003 . . . . 002. 0 003. 5
056. 8
UL980 028 M57 405 267 267 0371 0396 0025 . . . . . . . . . . . .
. . . .

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- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
OSN 390 286 / 046 453 267 267 036 040 0005 . . . . 002. 2 003. 3
056. 6
UL980 028 M57 409 266 266 0335 0356 0030 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
FIR 390 290 / 042 453 267 267 052 057 0007 . . . . 002. 4 003. 1
056. 4
UL980 026 M57 414 265 266 0283 0299 0037 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
RKN 390 290 / 042 453 267 267 005 005 0001 . . . . 002. 5 003. 0
056. 3
UL980 026 M57 414 265 266 0278 0294 0038 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
PAM 390 296/ 038 453 282 282 063 069 0009 . . . . 002. 8 002. 7
056. 0
UL980 024 M57 416 280 282 0215 0225 0047 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
VALKO 390 300 / 033 453 252 253 049 052 0007 . . . . 003. 0 002. 5
055. 8
UL980 024 M57 430 251 252 0166 0173 0054 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
REFSO 390 302 / 028 453 251 252 046 048 0006 . . . . 003. 3 002. 2
055. 5
UL980 023 M57 435 250 252 0120 0125 0100 . . . . . . . . . . . .
. . . .

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- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
TOD 390 307 / 024 453 265 267 013 014 0002 . . . . 003. 3 002. 2
055. 4
UR1 023 M57 435 264 267 0107 0111 0102 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
FIR ... .../... 265 267 005 005 0001 . . . . 003. 3 002. 1
055. 4
UR1 ... .../... .. 264 267 0102 0106 0103 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
LOGAN . . . . . . / . . . 265 267 022 023 0003 . . . . 003. 4 002. 1
055. 4
UR1 ... .../... .. 264 267 0080 0083 0106 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
TRIPO ... .../... 264 266 020 021 0003 . . . . 003. 5 002. 0
055. 3
LAM3A . . . . . . / . . . . . 264 267 0060 0062 0109 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
SABER . . . . . . / . . . 264 267 005 005 0001 . . . . 003. 5 002. 0
055. 3
LAM3A . . . . . . / . . . . . 264 267 0055 0057 0110 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
BRASO . . . . . . / . . . 263 267 010 010 0002 . . . . 003. 5 002. 0
055. 3
LAM3A . . . . . . / . . . . . 263 266 0045 0047 0112 . . . . . . . . . . . .
. . . .

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- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
LAM ... .../... 263 266 020 021 0003 . . . . 003. 6 001. 9
055. 2
LAM3A . . . . . . / . . . . . 263 267 0025 0026 0115 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
EGLL ... .../... ... ... 025 026 0004 . . . . 003. 6 001. 9
055. 2
LAM3A . . . . . . / . . . . . ... ... 0000 0000 0119 . . . . . . . . . . . .
. . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - - -
Waypoint Co-ordinate
WP NAME CO-ORDINATES WP NAME CO-ORDINATES
. . EDDT N52 33.6 E013 17.3 . . RW N52 32.7 E013 09.1
. . BRANE N52 30.6 E012 05.2 . . FIR N52 23.4 E011 04.2
. . HLZ N52 21.8 E010 47.7 . . DLE N52 15.0 E009 53.0
. . ROBEG N52 14.0 E009 16.2 . . OSN N52 12.0 E008 17.1
. . FIR N52 08.4 E006 53.4 . . RKN N52 08.0 E006 45.8
. . PAM N52 20.1 E005 05.5 . . VALKO N52 04.3 E003 50.4
. . REFSO N51 48.6 E002 40.0 . . FIR N51 46.8 E002 11.4

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. . LOGAN N51 44.9 E001 36.7 . . TRIPO N51 42.8 E001 05.0
. . SABER N51 42.3 E000 57.2 . . BRASO N51 41.1 E000 41.0
. . LAM N51 38.8 E000 09.1 . . EGLL N51 28.7 W000 27.7
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
- - -
Time needed to join FIR boundary
FIRS EDVV / 0014 EHAA / 0037 EGTT / 0103
8.1.10.2.3 Deviation from flight planned Route
a) The Captain is to ensure the planned flight altitude along each segment of the route
complies with the relevant MSA. If a deviation from the planned flight track becomes
necessary, all terrain and obstructions near any alternative track are to be carefully
noted and an adequate allowance made to avoid them, having regard to:
i) the relative merits of a direct route over high ground or an indirect route
avoiding it;
ii) the possibility of maintaining visual contact with the surface as against
flying IFR.
iii) the accuracy and reliability of available navigational aids;
iv) the forecast meteorological conditions, including the type and height of cloud
over high ground, wind velocity, down draughts, icing layers, and any sudden
and unpredictable changes in barometric pressure and temperature.
b) ATC Clearances
An ATC clearance does not guarantee terrain or obstruction clearance, and
does not constitute authority to descend below the relevant MSA or SSA.
c) Radar Clearance
When working an approved radar unit, the term "radar contact" is not to be
interpreted as an indication that the aircraft is under radar control.
The aircraft is to continue to be navigated in accordance with the Flight Plan
until positively identified by the radar controller, and instructed to deviate from
the planned route. Where special terrain or obstruction problems are known to

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exist, a Radar Arrival Chart showing MSA contour envelopes will be provided.
d) The use by many ATC authorities of the ICAO minimum vertical clearance of
1,000 ft, and by radar units of the ICAO minimum band width of + 5nm, entails a
conflict between clearances based on these criteria and those based on the
wider margins used by PASL. However, these conflicts only occur where the
MSA is above 6,000 ft and are minimised in the case of ATC procedural
clearances by the airline’s use of the +10nm band width for
departure and arrival tracks. Radar Cleared Altitudes can be checked against
the MSA contour envelopes shown on Radar Arrival Charts and Instrument
Approach Charts.
8.1.10.3 Operation Control Personnel - Access to Data
Commanders, Operations Control personnel and/or other personnel with delegated

responsibilities shall have access to information relevant to the safe conduct of each flight, or
the generation of an accurate OFP, to include information and communication systems
associated with:
a) The aeroplane (MEL, maintenance)
b) Meteorology;
c) Safety (current accident and incident notification procedures);
d) Routes, including over water and critical terrain (NOTAM's, facilities, outages);
e) Air Traffic Services (ATS);
f) Current accident and incident notification.
8.1.10.4 Composition of the OFP
a) The composition of the OFP shall consider:
i) Route selection factors;

ii) ATS-standard routes -if published;
iii) Air traffic flow management regulations;
iv) Available NAV-equipment on the ground and in the aeroplane;
v) NOTAM's;
vi) Meteorological conditions;
vii) Traffic rights;
viii) If relevant, minimum time track optimisation.

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b) If relevant, minimum en-route altitudes (for drift-down performance);
c) The speed schedule as prescribed in the type specific AOM or as required by ATC;
d) The altitude/flight level selection considering:
i) The minimum en-route altitude;
ii) ATC Regulations;
iii) Economical aspects;
iv) Meteorological conditions (wind and temperature);
v) Performance aspects;
e) The selection of alternate(s) considering:
i) WX conditions;
ii) Suitability of alternate(s);
iii) Distance;
iv) Economic/handling aspects.
8.1.10.5 Fuel Monitoring against OFP
The Commander shall ensure that the actual flight time and fuel burn are monitored for the
purposes of identifying trends in comparison to the OFP. This shall be done at the TOC and at
intervals of not more than every hour thereafter. Fuel checks will also establish the actual fuel
burn, compared to the expected fuel burn and total fuel on board.
The Commander shall ensure that the fuel on board does not fall below a quality to fly for at
least 30 minutes at 1500ft at the alternate aerodrome at MLW (i.e. minimum reserve fuel).
8.1.11 Aeroplane Technical Log
Nig. CARs 9.2.2.8; 9.3.1.5; 9.3.2.9
8.1.11.1 General
PASL shall have an aircraft technical log that is carried on the aircraft that contains a journey
records section and an aircraft maintenance record section.
The Technical Log is a system for recording and reporting defects and malfunctions discovered
during the operation and details of all maintenance carried out on the particular aeroplane
between scheduled visits to the base maintenance facility. In addition it is used for recording
operating information relevant to flight safety and contains maintenance data that the operating
crew needs to know.

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Entries to the Technical Log shall be made in a clear, legible form using an indelible ink that
cannot be erased. Any error corrections shall remain readable and identifiable.
It is the legal medium for written communication between flight crews and maintenance
personnel.
Prior to flight the Commander shall complete a review of the Technical Log and the MEL/CDL
to determine the airworthiness status of the aeroplane.
8.1.11.2 Aircraft Technical Log: Defect Entries
a) PASL requires the PIC to ensure that all mechanical irregularities or suspected defects
that affect operation of the aircraft including
Cabin Defects occurring during flight time are entered in the aircraft
maintenance records section of the technical log for the aircraft at the
appropriate points before, during and at the end of that flight time.
Technical defects are to be entered at the end of the flight sector on
which they are first noted. The flight crew must ensure that all information
entered in the Aircraft Technical Log:
i) is up to date;
ii) legible;
iii) cannot be erased;
iv) is correctable in the case of an error provided each
correction is identifiable and errors remain legible.
8.1.11.2 Contents of the Technical Log

PASL uses an approved Technical Log as shown in Chapter. 14 of this manual,
The technical logbook is designed to provide flight crew and maintenance personnel with
means of recording malfunctions, corrective action and other relevant information that is of
value to the operation. One copy of each page may remain on the aeroplane and one other
copy may be retained on the ground until completion of the flight to which it relates. Its layout is
divided to show clearly what is required to be completed after flight and what is required to be
completed in preparation for the next flight.
The Technical Log consists of four serialised colour coded copies and bound in sets of 50 each
as follows:
a) WHITE: Tech. Rec/Planning;

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b) YELLOW: Maintenance Engineering;
c) GREEN: Departing Station;
d) PINK: OCC/Flt Ops.
8.1.11.2.1 Flight Crew Procedures Aircraft Technical (Maintenance) Logbook

Handling
i. The Commander is responsible for completing the aircraft technical logbook; however,
he/she may delegate this responsibility to another technical crewmember.
ii. The flight crew will verify that the aircraft technical logbook is on board the aircraft and that
it contains a sufficient number of pages for the flights scheduled.
iii. The flight crew will review the aircraft technical logbook for corrective action taken on
irregularities on the previous flight, type of service performed, and airworthiness release,
when required. At this time, any aircraft placards on the logbook will be reviewed for information
and conformance with the Minimum Equipment List. If the airworthiness requirements of
the Minimum Equipment List are not satisfied, he/she will request that the condition be
corrected.
iv. Discrepancies will be recorded in the aircraft technical logbook. Verbal reporting to
maintenance personnel is unacceptable.
v. One Pilot Report entry per page will be made, and each entry shall contain sufficient detail
to assist maintenance personnel in making the necessary corrective action.
The Commander must sign each flight crew entry.
Anytime maintenance personnel are required or need to make an entry it must be signed by
the Commander.
8.1.11.2.2 Maintenance Procedures - Log Review
Maintenance personnel on duty shall review the technical logbook at all stations.
In reviewing the logbook, maintenance personnel is responsible for:
a) Assuring that any log entries completed are accurate and complete
b) Removing all completed white log papers from the aircraft and send them to Maintenance
Control
c) Upon completion of a maintenance action, enter date, local time, type of check, the
signature and employee staff number/licence number is endorsed in the block titled
“Airworthiness Release” located in the lower right-hand corner of the log sheet.
8.1.11.2.3 Acceptable Log
a) General

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i. All entries will be printed in black or blue ink and must be legible;
ii. The mechanic’s full signature will be entered immediately following the description of
inspection or work accomplished, in a legible manner and in ink. Pencil is not allowed;
iii. If an error is made, a line will be drawn through the entry and a new entry must be
made. Erasures are not permitted;
Note: A log page shall never be removed or destroyed because of an error made in the
entry.
iv. Maintenance action entries will list any or all work done to correct, defer or describe
troubleshooting accomplished to correct a malfunction or pilot report. Such statements
are necessary for record purposes and to eliminate repeating the work unnecessarily.
The person making the corrective action entry is required to ensure that all work, checks
or inspections were performed in accordance with applicable manuals and procedures.
b) Civil Aviation Regulations (Refer Nig. CARs 9.3.2.9 Part 8-(11-19) - AIRCRAFT
TECHNICAL LOG ENTRIES) require to complete description of the corrective action taken
to correct a discrepancy and release of an aircraft in airworthy status. Therefore the use of
words such as “Repairs”, “Fixed” or “Corrected” as the sole entry for corrective action is not
acceptable. The logbook entry shall also include a description of the trouble-shouting
procedure and/or reference to the manual that was used to correct the discrepancy.
c) Occasionally a reported malfunction cannot be simulated, identified, or corrected. In such
cases, an appropriate entry will be: “Installation inspected, functionally checked, and found
satisfactory. Request further observation and information next flight.”
d) In no case shall the word “temporary” be used to describe the extent of a repair but rather
what has been carried out and the new limit detailed.
8.1.11.2.4 Ordering Aircraft Technical (Maintenance) Logs
 It is the responsibility of the person accomplishing the maintenance service actions to

determine that sufficient unused sheets are available in the Aircraft Technical Logbook.
Notes: 1. A minimum of ten unused log sheets shall be available in the log at all times.
2. When placing a new pad in the logbook binder, any unused log papers from
the old pad shall not be thrown away or discarded.
 It is the responsibility of the person performing the post flight maintenance walk around
check to determine that the Aircraft Technical Logbook is on board the aircraft.
8.1.11.2.5 Aircraft Technical Log: Defect Entries
a) PASL requires the PIC to ensure that all mechanical irregularities or
suspected defects that affect operation of the aircraft including Cabin Defects occurring
during flight time are entered in the aircraft maintenance records section of the technical
log for the aircraft at the appropriate points before, during and at the end of that flight
time. Technical defects are to be entered at the end of the flight sector on which they

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are first noted. The flight crew must ensure that all information entered in the Aircraft
Technical Log:
i) is up to date;
ii) legible;
iii) cannot be erased;
iv) is correctable in the case of an error provided each
correction is identifiable and errors remain legible.
b) Damage to Aircraft
Whenever the Captain becomes aware of any damage being, or having been, caused to an
aircraft, he is to have the damage inspected by an engineer and ensure an appropriate entry is
made in the technical log prior to the next flight. Great care is to be exercised when away from
base ensuring that damage is assessed correctly bearing in mind the complex nature of
modem aircraft construction and the exact implications of what might appear to be superficial
damage.
c) Rectification Work
Rectification work on PASL aircraft may only be carried out by an engineer holding the airline’s
Maintenance authority for the appropriate aircraft type.
i) Following a defect entry and subsequent rectification work,
the 'Certificate of Release to Service' on the technical log
sector sheet is to be signed by an appropriately approved
engineer before the next flight.
ii) Following a defect entry at an airport where no authorised PASL
engineer. is available, the defect may, if allowable under the MEL, be
transferred by the Captain to the ADD Log of the aircraft technical log. If
the defect is not one allowable under the MEL, the captain is to inform
Operations Control of the problem, together with a contact number, and
await further instructions. Operations Control will contact the Duty
Engineer and it follows that the Captain must remain available for
subsequent contact and advice by the Duty Engineer.
d) Acceptable Deferred Defect (ADD)
Where the MEL allows, defect rectification may be deferred by transfer to the ADD Log of the
aircraft technical log. Authority to effect the transfer rests with an appropriately approved
engineer, or the aircraft Captain. Whenever a defect is transferred to the ADD Log, the following
procedure is to be adhered to:
i) the 'Rectification Action' column in the aircraft technical log sector

sheet is to show details of the associated ADD entry in the

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technical log. The entry is to be signed, dated, and cross-referred

to the ADD sheet number and item number on that sheet;
ii) the ADD entry is to show:
A) any applicable MEL, cross-referred to the MEL identification
in the PASL Operations Manual;
B) any operational limitations imposed;
C) a deferred rectification limit.
iii) When a defect is transferred to the ADD Log of the technical log,
the 'Certificate of Release of Service' is not signed prior to the
next flight.
The Captain is ultimately responsible for ensuring the aircraft is safe for flight, and the final
decision to accept an aircraft for service with an ADD entry or operate within the MEL Permission
rests with him. An aircraft is not permitted to depart with a defect affecting airworthiness that has
not been processed in accordance with the MEL/CDL.
e) Further Reports
Maintenance staff making an ADD entry in the technical log, may request Flight Crew to make
further reports on the entry. The request will state simply 'Please Report Further'. Captains are to
comply with this request by making a written report on the sector sheet when signing off at the
end of their flying duty period -for as long as the request remains in the ADD Log.
8.1.11.3 Technical Log Block Records
See Chapter. 14 of this manual, ‘form’
8.1.11.4 Procedures for Acceptable Deferred Defects (ADD's)
ADD's are defects reported in the Technical Log and which are either acceptable in
accordance with the MEL or the CDL.
ADD's are categorised according to their Rectification Interval i.e. according to the maximum
allowed time period between the recording of an ADD and the time when it is rectified.
There are 4 categories and their definitions are:
A - Items in this category shall be rectified in accordance with the conditions stated in
"Remarks Column" of the MEL when a time period is specified it shall start at 0001 on the
calendar day following the day of discovery.
B - Items in this category shall be repaired within 03 consecutive calendar days excluding the
day of discovery.

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C - Items in this category shall be repaired within 10 consecutive calendar days excluding the
day of discovery.
D - Items in this category shall be repaired within 120 consecutive calendar days excluding the
day of discovery.
8.1.11.4.1 ADD Rectification Interval Extension

An existing defect can be extended by RECTIFICATION INTERVAL EXTENSION (RIE) of
categories B, C, D only one time for a maximum of the same duration as that specified on the
MEL for a particular item.
Rectification Intervals which are stated in the "Remarks Column" of the MEL and are identified
as category A are non extendable.
If an RIE is necessary it will be recorded in the ADD and RIE sheets in the Technical Log.
8.1.11.4.2 Duties and Responsibilities of the Commander on MEL/CDL
For Base Aerodromes, once a defect is entered in the Technical Log it will be dealt with by
Maintenance.
At outstations the following procedure should be followed:
a) The Commander records a defect in the Technical Log and checks to see if this defect is
acceptable according to the MEL;
b) If the defect IS NOT acceptable, the Commander should request engineering support;
c) If the defect IS acceptable AND there is either no symbol or the symbol '(o)' in the remarks
column, the Commander may raise an ADD. The symbol '(o)' means that an 'operational
procedure' must be followed by the flight crew.
d) Note: All ADD's raised by the Commander are CAT A, regardless of the rectification interval
shown in the MEL. The Commander must always therefore enter 'A' in the 'CAT' column of
the ADD Form.
e) If the defect IS acceptable AND the symbol '(mtr)' appears in the remarks column, an ADD
can be raised provided maintenance action is taken by an Engineer who is certified on the
aeroplane type and systems.
f) If a ground engineer is available:
- To verify that appropriate technical log entries regarding the deficiency,
- MEL / CDL reference and repair category are made;

If a ground engineer is not available;
- To make the appropriate technical log entries, if no maintenance procedure

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has to be performed, as indicated by an (M) in the remarks column of the

MEL item
- To proceed as instructed by aeroplane technical log, if a maintenance
procedure (M) has to be performed;
- To ensure that crew members are aware of and alert to the non-standard
condition, and that the technical and operational consequences are fully
understood.
8.1.12 List of Documents, Forms and Additional Information to be Carried
On each PASL flight, the following documents and forms must be carried on board, located in a
manner accessible to the flight crew and within a reasonable time being requested to do so by
a person authorised by the applicable accredited authority, be produced by the commander of
the aeroplane to that person(s):
Note 1: In case of loss or theft of documents mentioned below with (*), the operation will be
allowed to continue until the flight reaches the base station or a place where a
replacement document will be provided.
Note 2: The applicable Authority may permit some part of the information detailed below to be
presented in a form other than a printed paper.
Note 3: (**) A certified copy of these documents is sufficient.
8.1.12.1 Aircraft Documents
i) The Certificate of Registration (*)
ii) The Certificate of Airworthiness (*)
iii) The Noise Certificate (if applicable) (*)(**)
iv) The Air Operator Certificate (AOC) (*)(**)
v) The Aircraft Radio Licence (*)
vi) The third party liability insurance certificate (*)
8.1.12.2 Crew Documents

Each PASL flight crewmember shall carry:
i) A valid flight crew licence with appropriate ratings for the purpose of the flight (*)
ii) Valid passport with appropriate visas / crew visa (if applicable)
iii) Certificates of vaccination (if applicable)

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8.1.12.3 Operations Manual

Parts of the Operations Manual to be carried:
i) Operations Policy Manual (Part A - General/Basic, Part B, C, and D, QSM, SMS,
SM, CCM)
ii) Conduct of the flight (FCOM, FCTM, QRH for both pilots, MEL/CDL, Jeppessen)
iii) RTOW charts (Take-off analysis)
iv) Aircraft Flight Manual (AFM) unless the applicable Authority has accepted that the
FCOM contains relevant information
8.1.12.4 Flight Specific Documentation
a) Operational flight plan
b) Aircraft technical log
c) Journey log (Voyage Report)
d) Filed ATS flight plan
e) Appropriate NOTAM/AIS briefing documentation
f) Appropriate Meteorological information (Terminal and alternate forecasts valid for the
time of flights, appropriate upper wind charts and significant weather charts)
g) Load and Trim Sheet (Mass and balance document – Ref. 8.1.8)
h) Notification of special categories of passengers such as handicapped persons
(restricted mobility passengers), inadmissible passengers, deportees and persons in
custody, security personnel and unaccompanied children
i) Notification of special loads
j) All mandatory written information in case of dangerous goods (PASL is not authorised
to carry dangerous goods on board Refer to Chapter. 9 - Dangerous Goods and
Weapons)
k) Current maps and charts covering the area of the operations (Route Manual) –
Jeppesen
l) Cargo manifest, passenger manifest, Unaccompanied Minor form, overflight permission
(if applicable)
m) Any other applicable documents required by the states concerned with the flight.
8.1.12.5 Others (as applicable)
i) Details of catering
ii) Company operations and ground handling frequencies

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iii) Payment for fuel (fuel credit card – carnet, cash, etc.)
8.1.12.5.1 Production and Retention of Documents and Records

PASL shall provide any person authorised by the Authority access to any documents and
records which are related to flight operations or maintenance and produce such records, when
reasonably requested to do so by the Authority, within a reasonable period of time.
The Commander shall also, within a reasonable period of time being requested to do so by a
person authorised by the Authority, produce to that person the documentation required to be
carried on board.
PASL shall ensure all the completed Technical Log pages are retained so as to provide a
continuous record of the last six months of operations, even if PASL ceases to be the operator
of the aeroplane.
Other original documentation, or copies thereof, shall also be retained utilising the same
process as the Technical Log. In the case of fuel and oil records they shall be held for a
minimum period of three months.
Where a crewmember has had records kept in accordance with Chapter. 7 of this manual, and
becomes a crewmember for another operator that record shall be made available to the new
operator.
Records of Airworthiness Directives and Manufacturer's Service Bulletins (SB's) or equivalents

shall be maintained in accordance with the Maintenance Control Manual (MCM)
8.1.12.6 Flight Planning Document Distribution and Retention –
Nig.CARs-8.6.2.16
The Captain shall complete and sign the following flight preparation documents prior
to departure:
a) an operational flight plan, including NOTAMs and weather
pertinent to the flight planning decisions regarding minimum
fuel supply, en route performance, and destination and
b) a load manifest, showing the distribution of the load, centre of

gravity, takeoff and landing weights and in compliance with
maximum operating weight limitations and performance analysis.
c) an applicable technical log page, if technical defects were
entered after a previous flight, maintenance or inspection
functions were performed or a maintenance release was issued
at the departure aerodrome.

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The aircraft shall not be allowed to takeoff unless all flight release documents signed by the
Captain, are retained and available at the point of departure.
The Captain shall carry a copy of the above specified documents on the aircraft to the
destination aerodrome.
Completed flight preparation documents shall be kept by the AOC holder for a period
of three months.

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8.2 GROUND HANDLING OPERATIONS
8.2.0 General
Schedule Departure - Departures "on-time" - are a measure of the performance of a scheduled

airline. Departures time or "blocks off time is defined as the time the aeroplane begins to move,
either under its own power or at the commencement of push back.
The time at which an aeroplane first moves under its own power is the statutory definition.
Whereas, since aeroplanes have had to be pushed back from a terminal gate or stand, with or
without engines started, it has become practice to give the commencement of push back as the
departure time.
No tolerance is permitted in recording departure time. The departure time may not be adjusted
to allow for starting engines on the gate or for awaiting start-up and push-back clearance.
Departures ahead of schedule are permitted and should be anticipated, particularly where
control procedures and minimum departure intervals flow are being implemented due to traffic
congestion and in competitive situations.
To achieve an on-time departure requires timely completion of a series of aeroplane servicing

and passenger handling activities.
Commanders should monitor these activities and use their position to influence and facilitate
the process.
Additionally, the Commander is required to interface with ATC and to a limited extent with the
Aerodrome Authority. This is affected by the following actions as appropriate:
a) Ensuring that an ATC flight plan has been filed in sufficient time or is stored;
b) Confirming on arrival that a return or onward plan is available;
a) Where flow control is in force that a CTOT "slot time” has been applied for (Ref Chpt
8.1.9.1.1 (b) of this manual);
b) Receiving or requesting the airfield departure information on the ATIS frequency or from
the appropriate aerodrome frequency (required for take-off briefing);
c) Advising the clearance frequency 10 minutes prior to expected departure time where this
procedure is being used and obtain an ATC clearance, or listen out on frequency as
required;
d) Advising ATC with an estimated departure time if a sequencing procedure is being used,
and listen out;
e) Even if advised of a delayed CTOT, in consultation with the Duty Operations Personnel,
board the passengers on schedule and work to the SDT. On boarding the aeroplane during
pre-flight, confirm the "slot time" with ATC and advise when the flight is expected to be
ready for departure. When the doors are closed and the flight is ready to depart, advise
ATC and request ATC/Operations to send a "ready message". Listen out;

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h) If a "slot" cannot be achieved advise ATC as early as possible, and if departure can be
achieved within 30 minutes ask ATC to negotiate an extension or a new CTOT through
the Ground Control and listen out. If outside this time frame request
Operations or the Handling Agency to obtain a new "slot";
i) Assessing start-up time to make good a "slot" or the chances of getting take-off before
this time;
j) Depending on local practice as soon as loading is completed and the load sheet has been
signed, or the doors have been closed making an immediate request to ATC for push-back
or start-up clearance.
8.2.1 Fueling Procedures
8.2.1.1 General
Fueling includes all ground activity that is directly connected with the filling or emptying of
aeroplane fuel tanks, irrespective of the quantity or quality of fuel being handled or the
procedures used for Fueling. Fueling begins when the Fueling hose is pressurised and ends
when the Fueling hose is unpressurised.
The handling Company shall check that the Fueling Company will be at the apron on the arrival
of the aeroplane in time to secure on time departure.
8.2.1.2 Safety Precautions

Safety precautions must always be taken to preclude the possibility of fire during reFueling and
deFueling procedures.
The main causes of risk of fire with fuel deals with sparks due to static electricity and hot points
(engines, APU, ground installations, smoking).
The fuel generally does not catch fire easily, but the risk of fire is increased when the fuel is
sprayed (link, disconnecting pipe) and in the presence of fuel vapour especially when low flash
point fuels are used.
The list of approved fuel types and additives are given in the Aircraft Maintenance Manual
(AMM) – servicing Chapter and in the FCOM – “Loading” Chapter..
The following precautions apply during any PASL Fueling operations:
a) Engine ignition system must be “OFF”
b) The weather radar must be “OFF”
c) Radio is not transmitting on HF
d) Electrical circuits in the tanks area must be connected or disconnected
e) Ground Power Unit and APU may be functioning, but must not be started nor stopped
f) No open flame nor smoking is permitted around the aircraft
g) Fuel hoses shall be laid by the shortest distance from the fuel truck to the reFueling
inlets

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h) Bonding connection from the fuel truck shall be established for discharging any static
electricity before fuel hoses are connected
i) Spilled fuel shall be removed or dried up immediately with the assistance of the Fire
Service before passengers are boarded
j) No reFueling is permitted during thunderstorms.
The risk associated with the flammability of kerosene vapour is low and the primary risk results
from the possibility of fuel spillage and the subsequent chance of ignition. If spillage occurs
reFueling must be stopped immediately, crew and service personnel informed, the aerodrome
fire service informed if the spillage area exceeds 2 metres diameter, and vehicle movement in
the general area stopped so as to reduce the risk of ignition.
If a spillage were to occur the most likely locations are overflow from the fuel tank vents, the
Fueling connection points at the aeroplane and at the tanker or the hydrant, or from the tanker
itself caused by an accident with another vehicle. The area around connections and under
vents should be kept clear of servicing activities and vehicles.
8.2.1.2.1 At Base
The Commander, or a crewmember nominated by him, shall ensure that:
a) The correct type, grade and quantity of fuel has been loaded;
b) The fuel drains are operated to check for water content, and left properly closed;
c) All fuel tank caps are properly secured;
a) The aeroplane fuel gauges indicate that the tanks have been filled to the required levels;
and
b) Details of the fuel uplift have been correctly entered in the Technical Log and a gross error
check is carried out;
If an auxiliary power unit located within the Fueling zone or which has an exhaust efflux
discharging into the zone is stopped for any reason during a Fueling operation it should not be
restarted until the flow of fuel has ceased and there is no risk of igniting fuel vapours.
8.2.1.2.2 Away from Base
When operating away from base, a flight crewmember shall be nominated by the Commander
to be present during reFueling operations. In addition to confirming that the requirements
above (Ref: Chpt 8.2.1.1) are met, he shall ensure that:
a) Particular care is taken in advising the reFueling agency of the type, grade and fuel quantity
required, with special reference to the units of measurement quoted (litres, US gallons,
pounds etc.);
b) The bowser or other fuel installation is earthed to the aeroplane structure before the hose is
extended, and remains so earthed until reFueling is complete;

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c) Fuel hoses are laid by the shortest route from the fuel installation to the reFueling inlets
avoiding wheel brakes (by at least one metre) and APU air intakes;
d) Smoking is not permitted within 15 metres of the aeroplane whilst reFueling is in progress;
e) Except for the fuel truck, no vehicle is positioned within the venting areas;
f) Cargo/baggage loading equipment complies with safety regulations for anti-sparking

otherwise it must not be operated until Fueling is complete and hoses removed;
g) Spilled fuel is removed or dried up immediately with the fire service in attendance;
h) If thunderstorms are in the vicinity, Fueling/de-Fueling operations are suspended;
i) The fuel bowser/installation readings at the start and finish of reFueling reflect accurately
the fuel uplift as indicated on the aeroplane fuel quantity gauges, and a gross error check
is carried out.
For inflight fuel management of fuel freezing, refer to Chapter. 8.3.7.9
8.2.1.3 ReFueling With One Engine Running
Procedure for reFueling with one engine running is given in FCOM “Loading” Chapter..
This procedure will be used only if:
a) No external ground pneumatic is available while the APU is unserviceable
b) Airport authorisation shall be obtained for this operation
c) Airport fire department service stands by at the aircraft during the entire Fueling
procedure
d) One flight crew member at least will be required to manage the operation and monitor
all systems as well as the running engine from the cockpit.
e) A qualified ground crew member will be present at the reFueling station
f) The reFueling system is fully operational (overwing filling is not permitted).
8.2.1.4 ReFueling And DeFueling When Passengers Are Embarking, On Board Or
Disembarking - Nig.CARs 8.9.1.2
Fueling with Kerosene (JET A, JET A1 JP 8, TS 1, RT, TH or equivalent as approved by the
AFM), when passengers are embarking, on board, or disembarking is allowed.
However, when passengers are involved, precautions must be taken to ensure that
passengers can be evacuated in the unlikely event that fire does occur. These precautions
involve the ramp agent, the engineer (qualified ground crew member), the cabin crew and the
pilot(s).
 The Ramp Agent must ensure that:

i) pilots(s), cabin crew and engineer are at their stations,

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ii) the area around the emergency exits is kept clear

iii) the fire service is alerted
iv) passenger boarding/disembarkation is carried out in a controlled manner
 The Pilot(s) must:

i) establish communication with the engineer
ii) inform the cabin crew of the beginning and completion of Fueling
iii)listen for fire warning from the engineer
iv) be prepared to initiate passenger evacuation if necessary
 The Engineer must:

i.establish communication with the pilot(s)
ii.inform the pilot(s) of the beginning and completing of Fueling
iii.alert pilot(s) if fire occurs
iv.stop Fueling upon pilot request.
 The Cabin Crew must:

a) establish communication with the pilot(s)
b) remind the passengers that smoking is prohibited in all passengers cabin of PASL
aircraft (“no smoking” sign must be “ON”)
c) instruct passengers to unfasten their belts (“fasten seat belt” sign must be “OFF”)
d) ensure that emergency exits are unobstructed
e) ensure that “EXIT” sign is “ON”
f) ensure that ground servicing such as catering or cleaning do not pose any hazard or
hinder an emergency evacuation.
If the presence of fuel vapour is detected inside the aircraft or any hazard arises, re/deFueling
must be stopped immediately.
8.2.1.4.1 Passenger Bridge Used
Passenger entry or exit via the passenger bridge during Fueling is allowed with the
Commander's permission provided that the procedures as in Fueling with passengers on board
are followed.

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8.2.1.4.2 Passenger Bridge Not Used
Where a passenger bridge is not used, entry and exit is allowed with the Commander's
permission when the following requirements are met:
a) The procedures as in Fueling with passengers on board are followed;
b) Only the right hand Fueling adapter is used;
c) The ground area beneath the exits intended for emergency evacuation and slide
deployment areas must be kept clear;
d) Passengers use only the left hand doors;
e) Passengers are not allowed to enter the Fueling area, which is within a 5m radius of the
Fueling truck, or Fueling adapters and/or fuel tank vents.
Note: Before embarkation, and after disembarkation of other passengers, Passenger’s

travelling with a wheelchair can be embarked and disembarked through left hand passenger
doors when purpose-built ambulift equipment are used.
8.2.1.5 Spillage of Fuel
Where spillage occurs the fuel should be immediately covered by sand, sawdust, dry earth or a
neutralising agent, or contained to prevent, as far as possible, the entry of fuel to the
aerodrome drainage system. Any contaminated sand or earth shall be removed to a safe place
for disposal. Tools used in this connection should, as far as practicable, be of a design not
liable to produce ignition.
In the case of spills covering an area greater than about 6ft in any dimension, the procedure
shall be as follows:
a) Stop the flow if possible;
b) Notify the aerodrome fire services immediately and if the spillage is serious, evacuate all
unauthorised persons from the area to a point at least 50ft from the spillage;
c) Prevent the movement of unauthorised persons or vehicles into the area;
d) Ensure, as far as possible, that all activities in the vicinity, including the running or
movement of aeroplane or ground equipment are restricted so as to reduce the risk of
ignition. Cleaning activities within the aeroplane should cease immediately and all electrical
equipment switched off.
8.2.1.6 Water in Suspension
When reFueling, if the fuel already in the aeroplane tanks is cold, the fuel that is being added
will cool rapidly and its water content will come into suspension as minute droplets that can be
detected by the Water Detector and/or visual inspection if the concentration is sufficiently high.
Alternatively, when very cold fuel is warming in ambient conditions of high humidity,
condensation will form around the fuel containers and on the surface of the fuel, and this water
will also be detected by the Shell Detector.

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At low temperatures some water in suspension can be tolerated, provided that it is insufficient
to settle as accumulations of free water. It is therefore, emphasised that wherever water is
seen to settle out of suspension, the water content is dangerous.
At fuel temperatures of 0 degrees C and below, the water in suspension will become ice
particles, which, although cloudy in appearance, will not necessarily show as water in the Shell
Detector Capsule.
If the fuel sample is cloudy, and any of the above conditions are suspected, the following
procedure will assist in determining the acceptability of the fuel:
a) Draw off sufficient fuel to ensure that the sample is representative of the fuel in the tanks,
and that the cloudiness is not the result of the tank bottoms, condensation from the drain
points, etc. At some drain point, up to 5 gallons may need to be drained;
b) If the cloudiness is detected at a pre-Fueling check, fuel to sector load;

c) If a positive Shell Detector indication is found at a post-Fueling check, provided that the fuel
temperature is below 10°C, retest with 2.5-3 ml only, drawn through a new capsule. Should
this check show negative, the fuel sample is acceptable, but if not proceed as for (d);
d) If the cloudiness persists after step (c), draw off a fresh sample from each suspect source
and quickly cork the jar. Ensure the sample clears on warming without free water settling
out of the fuel;
e) After shaking the sample vigorously, draw 5ml. through the Shell Detector Capsule and re-
check.
Note:
1 Speed is essential to ensure that the sample is typical of the fuel in the aeroplane.
2 The sample jar must be corked immediately the sample has been secured, and sufficient
air space must be left in the sample jar to permit violent agitation.
If excessive free water or other contamination is encountered at any stage from any part of the
fuel system, the fuel must be regarded as unacceptable. Provided the tests are satisfactory
and all free water has been drawn off from the drain points the overall water content in the fuel
can be considered acceptable.
When cloudiness is found in fuel samples, the relevant details must be reported.
8.2.2.0 Aeroplane, Passengers and Cargo Handling Procedures Related to Safety
Nig.CARs 8.9.2.9; 8.9.2.14; 9.5.1.10
All personnel responsible for the ground handling of the Company's aeroplanes, including the
loading and offloading of both passengers and freight, are to be given detailed instructions on
their duties in respect of each aeroplane type for which they may be responsible. Such
personnel include flight and cabin crew and the ground personnel. It is the responsibility of any
appointed GHA to ensure their personnel are adequately trained and briefed.

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Before embarking or disembarking ground stairs or Jetway, guardrails must be in position. The
ground stairs should be against the aeroplane and the step between the ground stairs and the
aeroplane should not be too high. Adequate clearance between ground stairs and aeroplane
must be allowed to permit for aeroplane movement as the aeroplane weight changes.
Ground personnel shall start embarkation only after permission is received from the operating
crew. Operating crew shall start disembarkation only after having received permission from the
ground personnel. Before giving permission, ground personnel shall make sure that the
passenger steps or Jetway(s) are safely in position.
When embarking/disembarking via passenger steps, making it necessary for the passengers
cross the ramp area, the ground personnel should check the ramp surface for oil, ice, snow or
other hazards. The passengers shall be guided around restricted or hazard areas such as
aeroplane wings, engines, APU exhaust, GPU exhaust etc.
Cabin crew must be informed by ground crew or Flight Deck crew of any hazardous situation.
Cabin crew must be able to manage an emergency evacuation of passengers.
The PASL Ground Operations Manual contains procedures for positioning of ground
equipment relative to the aeroplane. Ground handling personnel shall be trained in operating
mobile ground equipment. Extreme care shall be exercised when approaching the aeroplane
with mobile equipment. In case of damage to the aeroplane the Flight Deck crew shall be
notified immediately.
Sufficient distance shall be maintained between the ground equipment and the aeroplane in
order to avoid damage caused by vertical changes of wings/fuselage during
unloading/loading/reFueling.
8.2.2.0.1 LOADING - GENERAL
a) Captain's Responsibilities
The Captain is legally responsible for ensuring the aircraft load is
correctly and safely stowed, distributed and secured. The Captain shall
ensure that the maximum allowable mass for a flight does not exceed
the maximum allowable takeoff mass for the specific runway and
conditions existing at the takeoff time and considering anticipated fuel
and oil consumption that allows compliance with applicable en route
performance, landing mass, and landing distance limitations for
destination and alternate aerodromes.Prior to departure the Captain is
to sign the aircraft loadsheet having first checked:
i) that the official responsible for its preparation has signed it:
ii) the Basic mass/Dry, Operating mass and Basic Index/Dry
Operating Index (as appropriate) corresponds with the
aircraft's registration, type, and configuration for flight as
specified in the Operations Manual:

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iii) the correct flight number and date are shown;

iv) the number of Crew is correct;
v) the limiting weights are correct, and specifically adjusted
where these are non-standard due to performance,
operational, or configuration considerations:
vi) the take-off and trip fuel figures correspond with the fuel
plan, including last minute changes;
vii) the actual take-off mass, including last minute changes,
corresponds with that previously estimated for a gross error check;
viii) the passenger and cargo load reflects the actual aircraft loading;
ix) the Balance Chart on a manually raised load sheet has been
correctly completed.
b) Assumptions
As it is impracticable to check every detail, the Captain may
assume the Handling Agent has ensured that:
i) the cargo has been correctly weighed, and the correct
passenger weight allowances have been used;
ii) the load, including passengers, has been loaded in
accordance with the loadsheet and/or balance chart;
iii) the aircraft trim, loading in accordance with the combined
loadsheet or balance chart, is within the indicated limits;
iv) all goods carried are properly manifested.
However, the Captain is not to make these assumptions when he is
advised, or has reason to believe that the traffic staff are not
competent to oversee the aircraft loading. In this instance, the
Captain is to supervise the loading himself.
c) Late Close Procedures (LCP)
When Late Close Procedures (LCP) are permitted, Captains are
authorised to sign a provisional loadsheet and receive final load
and balance information from the Handling Agents on Company
radio frequency before take-off. The radio message is to specify,
and correspond with, the issue number of the last provisional

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loadsheet on board. If this provision is not satisfied, the aircraft is

to be returned to stand and a new loadsheet raised. Up-dated
figures as part of the LCP do not constitute an error for the purposes
of later paragraphs.
d) Passenger Seatings
Restrictions on passenger seating shown on Balance Charts apply
throughout the flight and not just for the take-off and landing phases.
The Captain is to ensure Cabin Crew are aware of any applicable
restrictions, and the Senior Cabin Crew Member is to confirm with
the Captain prior to take-off and landing that passengers are seated
in conformity with these restrictions.
e) Correction of Loading Errors
The Captain is to decide what corrective action, if any, is necessary
where loadsheets are in error. If a return to the ramp is effected,
the documents are to be amended by Ground Operations staff and
countersigned by the Captain. A Captain concerned with the
standard documentation presented to him, or the level of knowledge
of staff preparing the documents, is to note the details on the
Crew Voyage Report.
f) Trim Discrepancies
Following an apparent trim discrepancy during flight, the Captain
is to record the following facts for subsequent analysis:
i) passenger distribution by seat numbers;
ii) the location of any abnormal cabin baggage;
iii) the location of any large group of passengers having a
common abnormal stature (e.g. a touring rugby team, all
sitting together); Significant loading errors, including trim
errors, constitute a 'Reportable Incident' and Captains
experiencing such errors are to submit a Flight Report to the
Chief Pilot, or nominated deputy, detailing the supporting facts.
8.2.2.0.2 Passengers and Baggage Mass
Captains are authorised to accept loadsheets calculated using standard
passenger and baggage mass, and this is the usual procedure. However,
a Captain may require actual baggage and passengers masses to be used
where safety considerations dictate. Actual baggage mass is to be used:

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i) for hold baggage on charter flights (unless these are "for Inclusive
Tour passengers);
ii) for any abnormal cabin loaded baggage (e.g. diplomatic mail or
musical instruments) carried in accordance with the Loading Manual.
Standard passenger and baggage masses vary with type of flight and
destination and are detailed in pragraph 8.1.8.5 & 8.1.8.5.1
8.2.2.0.3 Hand Baggage on Aircraft
a) Nig. CAR's require hand baggage to be properly secured and not to
"exceed the capacity of the spaces in the passenger compartment
approved by the Authority for the purposes of stowing baggage".
b) Hand baggage may only be legally stowed in overhead lockers,
underneath passenger seats, and in enclosed spaces specifically
approved for hand baggage (e.g. wardrobes, toilets converted to
baggage stowages and cupboards). Cabin overhead lockers are
normally weight restricted, and Captains are to ensure that the
Purser complies with any restrictions imposed. Baggage is not to
be stowed in toilets, empty galley stowages, or behind rear seat
rows, where they are unrestrained.
c) Items of accompanied baggage which, by virtue of their size, or
fragility, are unsuitable for carriage in approved stowage spaces
or in the aircraft hold, may be carried on a passenger seat provided:
i) The baggage item is accompanied by a passenger on the flight:
ii) the seat is used solely for the carriage of, or securing of,
the baggage item throughout the flight;
iii) a seat used for the carriage of, or securing of, the baggage item is
immediately adjacent to the side of the fuselage but not adjacent to
an emergency exit.
d) Aircrew Baggage
The requirements for the restraint of hand baggage applies equally to
Aircrew baggage. Aircrew members are to give consideration to the
comfort and convenience of passengers when stowing their hand baggage.
8.2.2.0.4 Valuable Cargo
Valuable cargo is indicated on the cargo manifest by the IMP Code letters ‘VAL’ and is
safeguarded at airfields in the same way as diplomatic mail.

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Handling procedures for valuable cargo are standardised as far as possible between airlines. A
major aim is to dispense with the handing over of packages to the Captain personally and to
minimise the exchange of receipts. Following the landing at an airfield without normal aircraft
handling facilities, the Captain is to ensure any valuable cargo carried receives adequate
security. An Aircrew member is to be detailed to guard it until PASL Operations advise of its
disposal. Copies of receipts given for valuable cargo are to be returned with the Flight Crew
paperwork on return to base.
8.2.2.0.5 Electronic Goods
Consumer electronic devices may be carried by passengers in both hold and hand baggage
subject to certain restrictions. The Cabin Crew Manual and the Aircraft Loading Manual lists
those devices whose carriage or use in aircraft is permitted or prohibited.
8.2.2.0.6 Livestock
The regulations governing the carriage of livestock on PASL aircraft are detailed in the loading
procedures section of the type specific mass and balance manual.
8.2.2.0.7 Crew Discipline – Cargo and Mail
a) Third party correspondence, other than official mail, is not to be
carried within Nigeria and overseas. Captains are responsible for
ensuring that no undocumented articles or letters for third parties
are carried by themselves or their Crew.
b) Manifested Cargo
All manifested cargo, including Valuable Cargo, is to be off-loaded
using normal ground handling procedures. Under no circumstances
is manifested cargo to be taken off the aircraft by an Aircrew member.
8.2.2.0.8 Carriage of Dangerous goods
This is presented in Section 9 of this Manual and the airline’s Dangerous Goods Manual.
8.2.2.0.9 Embarkation/Disembarkation
Before embarking/disembarking, ground personnel/cabin crew must brief passengers on all

relevant safety aspects (e.g. "No Smoking") to be observed whilst boarding/leaving the
aeroplane.
When passengers are required to walk on the ramp they shall be escorted by ground
personnel to/from the aeroplane or their approved transport. Passenger routes shall be clear of
oil, ice, snow and other hazards.
Boarding shall not commence until clearance has been given by the Commander or his
representative. Disembarkation shall not commence until the crew has received confirmation
from the ground personnel that passenger steps are safely in position and that ground
equipment will not be a hazard.

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Only in exceptional cases, and with the consent of the Commander, is

embarkation/disembarkation permissible with one engine of the aeroplane running. In such
circumstances, passengers shall, under appropriate supervision by crew and ground
personnel, leave/enter the aeroplane on the side opposite to the running engine.
8.2.2.1. Passengers on Board Parked Aircraft
PASL shall ensure when passengers are on board a parked aircraft, the minimum number of
flight attendants shall be one-half that required for the flight operation, but never less than one
cabin crew member (or another person qualified in the emergency evacuation procedures for
the aircraft). Where one-half would result in a fractional number, PASL may round down to the
next whole number
8.2.2.2 Allocation of Seats, Adults, Children and Infants

The allocation of seats to passengers by ground staff depends upon the aircraft type, its
seating versions, aspects of mass and centre of gravity and the class of transportation ticket
held by the individual passenger.
All persons on board aged 2 years or more must occupy a fixed seat fitted with a safety belt (or
a berth fitted with a restraining belt). Seats layout must permit access to emergency
evacuation doors and the assistance of the cabin crew.
Any infant (less than 2 years old) must be attended to by an adult (more than 18 years old).
This adult will hold the infant in his/her arms and the safety belt of this adult seat must not strap
the infant but only the adult. A supplementary loop belt or other restraint device must be used
for the infant.
The number of life vests and oxygen masks per seat row must not be less than the number of
passengers of the seat row.
Any child (less than 12 years old) shall be assisted by an adult near him/her. One adult may
assist a group of not more than twelve children. The adult attending to children must be
informed of safety instructions, the lay out of the emergency exits and of the use of the
individual safety equipment. An adult may attend to a group of children if he/she is not in
charge of an infant less than 2 years old during the flight. This adult can be a flight attendant,
in addition to the minimum number of flight attendants required on the flight and who also shall
not be on safety duty during the flight.
When passengers are embarking, the required numbers of cabin crew must be on board and
be able to give instructions about seat availability or allocation and hand baggage storage.
Cabin crew shall be informed by ground crew or flight crew about hazardous situation and must
be able to manage emergency evacuation of passengers.
The number of passengers must be checked with the passenger manifest (list of passengers)
established for the operation.
Before departure, a copy of the checked passenger manifest must be given to a ground agent,
which shall be kept by PASL traffic personnel liaising with the Head of Ground Operations.

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In the event of a missing passenger, his/her checked baggage must be unloaded. If necessary
safety precautions being paramount all checked baggage shall be unloaded and all
passengers will be disembarked and shall be required to identify their individual baggage. The
captain shall request airport security assistance should any unidentified baggage remain.
In the event that the number of passenger is higher than the number on the passenger manifest, a
check of all passengers boarding pass must be carried out.
At arrival, copies of the checked passenger manifest must be available on board the aircraft to
be handed over to the applicable authorities (custom, police, etc.)
Note: Loading of Passenger Baggage into the aircraft shall not commence until all the
passengers have reported at the boarding gate and have physically identified their baggage
and subsequently accepted for boarding.
8.2.2.2.1 Safety Information Card
All seats shall be provisioned with a safety information card accessible to each passenger,
which contains appropriate information, instructions, restrictions or locations relevant to:
a)Seat belts;
b)Emergency exits;
c)Life jackets (if required);
d)Passenger oxygen masks;
e)No smoking policy.
8.2.2.2.2 Fastening of Seat Belts
All passengers and/or supernumeraries, as applicable, shall be seated with their seat belts
fastened:
a) During the taxi phases of flight;
b) During the take-off and landing phase of flight;
c) Prior to and/or during turbulence;
d) During an emergency situation, if considered necessary.
8.2.2.2.3 General Seating Rules
The following rules apply:
Each person to be carried who is 2 years of age or older shall be allocated a separate seat
equipped with an approved safety belt/harness. Multiple occupancy of a seat by one adult and
by one infant is permitted only if the infant is properly secured by an Infant Seat Belt
acceptable to the Authority.

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A CRD (Child Restraint Device) will be required if the infant is occupying an empty seat next to
the adult. When oxygen dispensing units are prescribed, one unit each shall be installed and
available for both the adult and the infant. No passenger other than authorised personnel, are
allowed to occupy a seat in the Flight Deck. Passengers shall be seated where - in the event of
an emergency evacuation - they may best assist and not hinder evacuation.
Only those persons who appear reasonably fit and strong should be seated adjacent to self-
help exits. . Persons who should be seated where they will not obstruct access to emergency
equipment or exits or otherwise impede the crew in carrying out their duties include:
a) Persons who are physically or mentally handicapped to the extent that they would have
difficulty in moving quickly if asked to do so;
b) Persons whose sight or hearing is impaired to the extent that they might not readily become
aware of instructions given to begin evacuating the aeroplane;
c) Children and infants, whether or not they are accompanied by an adult;
d) Persons in custody and those who are being deported;
e) Persons whose physical size would prevent them from being able to move quickly;
f) Persons with guide dogs or pet animals.
For further provisions governing the allocation of seats to sick, disabled and handicapped
persons see Chptr 8.2.2.6 of this manual.
8.2.2.2.4 Emergency Exit Row Seating

Nig. CARs 8.9.2.11
a) Seats which permit direct access to emergency exits shall be assigned only to
passengers who appear to be reasonably fit, strong and able to assist the rapid
evacuation of the aeroplane in the event of an emergency after an appropriate briefing by
the crew. In all cases, passengers who, because of their condition, might hinder other
passengers during an evacuation or who might impede the crew in carrying out their
duties, shall not be allocated seats which permit direct access to emergency exits,
The following categories of passengers are among those who should not be allocated to,
or directed to seats, which permit direct access to emergency exits:
i. Passengers suffering from obvious physical, or mental disability handicapped to the
extent that they would have difficulty in moving quickly (Reduced Mobility) if asked to
do so;
ii. Passengers who are either substantially blind or substantially deaf to the extent that
they might not readily assimilate printed or verbal instructions given;
iii. Passengers who are so obese that they would have difficulty in moving quickly or
reaching and passing through the adjacent emergency exit;

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iv. Children (whether accompanied or not) and infants;

v. Deportees or prisoners in custody, and,
vi. Passengers with animals.
Note: “Direct access” means a seat from which a passenger can proceed directly to the exit
without entering an aisle or passing around an obstruction.
In addition, designated exit row seat will not be assigned to passengers who are unwilling to
assist in the event of an emergency.
Passengers seated in an exit row who, prior to boarding decide that they wish to be re-seated,
will be issued another seat assignment in a non-exit row without question and without being
required to disclose the reason for requesting re-seating.
b. No cabin crewmember may seat a person in a passenger seat if it is likely that the person
would be unable to perform one of the more applicable functions listed below:
i) To reach upwards, sideways and downwards to the location of the emergency exit and exit-
slide operating mechanisms;
ii) To grasp and push, pull, turn, or otherwise manipulate these mechanisms;
iii) To push, shove, pull or otherwise open emergency exits;
iv) To lift out, hold, deposit on nearby seats, or manoeuvre over the seatbacks to the next row
objects the size and mass of over-wing exits doors;
v) To remove obstructions and the size and mass of over-wing exit doors;
vi) To reach the emergency exit expeditiously;
vii)To maintain balance whilst removing obstructions;
viii)To exit expeditiously;
ix) To stabilise an escape slide after deployment;
x) To assist others getting off an escape slide;
Additionally:
xi) The person is less than 15 years of age or lacks the capacity to perform one or more of the
applicable functions listed above without the assistance of an adult companion, parent, or
other relative;
xii)The person lacks the ability to read and understand instructions required by this paragraph
and related to emergency evacuation procedures in printed or graphic form or the ability to
understand oral crewmembers commands;
xiii)The person lacks sufficient visual capacity to perform one or more of the above functions
without the assistance of visual aids beyond contact lenses or eyeglasses;

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xi) The person lacks sufficient aural capacity to hear and understand instructions shouted by
cabin crewmembers, without assistance beyond a hearing aid;
xiv)The person lacks the ability to adequately impart information orally to other passengers;
xii) 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 functions listed above; or a condition
that might cause a person harm if he or she performs one or more of the functions listed
above;
c) Determination as to the suitability of each person permitted to occupy an exit seat shall be
made by the Commander and/or the SCCM;
d) In the event the Commander and/or the SCCM determines that a passenger assigned to an
exit seat would be unable to perform emergency functions, or if a passenger requests a
non-exit seat, the cabin crewmember shall expeditiously relocate the passenger to a non-
exit seat;
e) The PASL or GHA seat selection process shall, before boarding, assign seat consistent
with the passenger selection criteria and the emergency exit functions, to the maximum
extent feasible;
f) The PASL or GHA seat selection process shall include making available for inspection by
the public at all passenger loading gates, check-in desks and ticket counters at all PASL
passenger operation aerodromes, established written procedures for making
determinations in regard to exit row seating;
g) The SCCM shall include in his passenger briefings a request that a passenger identify
himself to allow re-seating if the passenger:
i) Cannot meet the selection criteria;
ii) Has a condition that will prevent him from performing the evacuation functions;
iii) May suffer bodily harm as the result of performing one or more of those functions; or
iv) Does not wish to perform emergency exit functions.
h) Each cabin crewmember shall include in his passenger briefings a reference to the
passenger information cards and the functions to be performed in an emergency exit;
i) Each passenger shall comply with the instructions given by a crewmember or other
authorised PASL or appointed GHA employee implementing exit seating restrictions;
j) No Commander shall allow taxi or pushback unless at least one required crewmember has
verified that all exit rows and escape paths are unobstructed and that no exit seat is
occupied by a person the crewmember determines is likely to be unable to perform the
applicable evacuation functions.
8.2.2.2.5 Stops where passengers remain onboard
At stops where passengers remain on board the aeroplane, the PIC, the co-pilot, or both
shall ensure that:

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ii) At least one floor level exit remains open to provide for the deplaning of passengers;
and
iii) There is at least one person immediately available who is qualified in the emergency
evacuation of the aeroplane and who has been identified to the passengers on board
as responsible for the passenger safety. Minimum crew should remain on board as
prescribed in Nig. CARs 9.3.1.7.
If reFueling with passengers on board, the PIC or a designated company representative shall
ensure that the reFueling procedures as stated in PASL Operations Manual
“Part A” are followed.
8.2.2.3 Intoxicated and/or Abusive Passengers
Nig. CARs 8.9.1.7
It is illegal to board an aeroplane drunk or to be drunk on board an aeroplane. PASL will refuse
acceptance for any passenger embarking an aeroplane in an intoxicated state. This includes
passengers who demonstrate by manner or physical indications that that they are under the
influence of alcohol and/or drugs, except medical patients under proper care.
Any person who appears to be under the influence of alcohol or drugs to the extent that the
safety of the aeroplane or its occupants is considered possibly endangered shall be refused
embarkation.
Alcoholic beverages will not be served to any person on board who appears to be intoxicated
This includes passengers who demonstrate by manner or physical indications that that they are
under the influence of alcohol and/or drugs, except medical patients under proper care
8.2.2.3.1 Unacceptable Conduct - Nig.CARs 8.9.1.1
a) No person on board may interfere with a PASL crewmember in the performance of his
or her duties.
b) Each passenger on PASL shall fasten his or her seat belt and keep it fastened while the
seat belt sign is lighted.
c) No person on board PASL aircraft shall recklessly or negligently act or omit to act in
such a manner as to endanger the aircraft or persons and property therein.
d) No person may secrete himself or herself nor secrete cargo on board PASL aircraft.
e) All PASL Flights are No Smoking flights.
8.2.2.3.2 Passenger Compliance with Instruction

All passengers while on board an PASL aircraft, must comply with Instructions given by
a crew member .

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8.2.2.4 Carriage of Persons without Compliance with these Passenger-Carrying

Requirements - Nig.CARs 8.9.2.3
a) The passenger-carrying requirements of Paragraph (b) do not apply when carrying:
i) A crewmember not required for the flight;

ii) A representative of the Authority on official duty;
iii)A person necessary for the safety or security of cargo or animals; or
iv)Any person authorised by the Operations Manual procedures, approved by the NCAA.
b) No person may be carried without compliance to the passenger carrying requirements unless:
i) An approved seat with an approved seat belt for that person;
ii) That seat is located so that the occupant is not in any position to interfere with the flight
crewmembers performing their duties;
iii) There is unobstructed access from their seat to the Flight Deck or a regular or emergency
exit;
iv) There is a means for notifying that person when smoking is prohibited and when seat belts
shall be fastened; and
v) That person has been orally briefed by a crewmember on the use of emergency equipment
and exits.
Further provisions governing the allocation of seats to sick, disabled and handicapped persons
are detailed in Chpt 8.2.2.6 .
8.2.2.5 Children, Infants and Unaccompanied Minors (UM)
Children are considered to be persons with age between 2 and 12 years. Children can be
transported by an aeroplane, only if each of them has its own seat equipped with seat belt.
An Unaccompanied Minor:
A child under 12 years, travelling alone, is considered an unaccompanied minor (UM). Children
under the age of 5 shall not be accepted for travel, unless accompanied by a passenger or an
escort is provided.
Unaccompanied Minors shall never exceed 4 per cabin crewmember
If these numbers are exceeded an escort, who is not a member of the flight's cabin crew, must
be provided. The ratio of unaccompanied minors to escort is normally 15:1
Unaccompanied minors must not be seated next to overwing exits or designated exit rows. In
the event of a planned emergency, unless travelling with an escort, cabin crew should arrange
for an able bodied passenger to sit with the UM.

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Infants are considered to be a person with age less than 2 years.

Only one infant per adult passenger will be accepted. If there is a second infant travelling, there
must be another adult to care for the second infant. It is the responsibility of the passenger to
provide sufficient care for the infant. The multiple occupancies of seats is only permitted when
one occupant is an infant of less than 2 years old and the other is a responsible adult aged 15
years or more.
The maximum number of infants per flight is limited to the standard amount of extra oxygen
masks, infant life jackets and infant seat belts on board as follows:
B737 – 300/500 and EMB 145
8.2.2.6 Passengers with Injuries or Illnesses and Persons with Reduced Mobility
(PRM's) Nig. CARs 8.9.2.10
8.2.2.6.1 No person of reduced mobility shall occupy a seat where their presence could:
a) Impede the crew in their duties;
b) Obstruct access to emergency equipment; or
c) Impede the emergency evacuation of the aeroplane.
The acceptance for transportation of sick, disabled and handicapped passengers is restricted
in the interest of their own safety and that of other passengers.
8.2.2.6.1a CARRIAGE OF SPECIAL SITUATION PASSENGERS - Nig.CARs 9.3.1.8.
PASL shall not allow the transportation of special situation passengers except as
provided in the PASL Ground Operations Manual procedures and
with the knowledge and concurrence of the Pilot in Command.
8.2.2.6.1b SICK PASSENGERS AND PERSONS WITH REDUCED MOBILITY

Definition
 Ambulatory: Are Passengers who are able to board and deplane from the aircraft
unassisted and who are able to move about the aircraft unassisted. These include the
blind, deaf, mentally retarded, etc.
 Non-Ambulatory: Are Passengers who are not able to board and deplane unassisted
and who are not able to move about the aircraft unassisted.
The Flight Dispatcher liaising with the Ground Operations Duty Officer must inform the
Commander with regards the presence on board of any sick passenger or persons with
reduced mobility. If deemed necessary, the Commander will request a medical examination by
a qualified doctor/physician.

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The Commander shall satisfy himself that the carriage of such passengers will not cause
inconvenience or discomfort to other passengers and that emergency evacuation and safety
during the flight will be guaranteed.
Disabled passengers can generally be divided into 3 categories: walking disabled elderly
passengers, wheelchair cases and stretcher cases. All Agents selling PASL tickets, shall give
prior notification to the company’s passenger customer services department with regards all
categories of reduced mobility passengers and under no circumstances can stretcher cases be
accepted without authority from Ground Operations / Ground Handling Agents, as the stretcher
must be fitted into the cabin of the aeroplane before it leaves base.
When checking-in disabled passengers, it must be remembered that they are not to be seated
adjacent to an emergency exit. The senior member of the Cabin Crew must provide disabled
passengers full assistance with any request he/she may require. When a disabled has been
accepted for transport, it is the responsibility of the originating station to notify the destination
station of the following details:
1. Name of passenger
2. Flight number, date and route
3. Age and sex of passenger
4. Nature of disability
5. Whether passenger is being transported sitting, or on a stretcher
Should there be any special requirements at the destination (e.g. food, ambulance, Oxygen,
wheelchair bearers, etc and if the invalid is accompanied by an attendant), the destination
station shall be responsible for making the necessary arrangements with the Aerodrome
Authorities, so that any requirements shall be pre-warned and accepted e.g. ambulance, forklift
or any other air/landside surface transportation. Any specialized medical equipment used by
passengers who are known to have a disability or requiring special medical attention before
commencement of their air journey, must be provided by the passenger.
Furthermore, all expenses associated with ambulance services and outside handling
stretchers, wheelchairs etc., are also the responsibility of the passenger, and shall therefore be
borne by him/her. In the case of any doubt about the acceptability of any disabled or invalid
passenger, reference should be made to a doctor, whose reference shall be approved by the
company or ground handling agent. The doctor shall confirm the Company's acceptance of the
passenger for travel.
8.2.2.6.1c Denial of Transportation
PASL has a right under Conditions of Carriage to refuse to carry any passenger holding a ticket,
to off-load him or her at any aerodrome en-route if, in the opinion of the Captain of the aircraft on
which the passenger is travelling or intends to travel, such action is necessary for any of the
following reasons:

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i. the passenger refuses to comply with the instructions regarding exit seating restrictions
prescribed by the Authority; or has a handicap that can be physically accommodated
only by an exit row seat.
Persons with a contagious/infectious disease e.g. open tuberculosis, infectious hepatitis,
scarlet fever, diphtheria, chicken pox etc.
ii. Persons with a fresh hearth attack (i.e. less than 8 weeks after the attack)
iv. Persons with a fresh stroke (i.e. less than 8 weeks after the stroke)
v. Persons requiring medical treatment by a pneumatically or electrically
operated apparatus, which is not permitted to be operated on board.
8.2.2.6.2 Stretcher Patients
Carriage of any stretcher patient is subject to the approval of the patient’s doctor/physician and
the patient shall be accompanied by an able-bodied adult attendant qualified to provide him/her
required en-route care.
The stretcher must be secured to the aircraft. The patient must be secured by an adequate
harness to the stretcher or aircraft.
The stretcher is to be located at the end of the cabin (window side), and no seat beside the
stretcher is to be allocated to any other passenger other than the Doctor or the medical
personnel accompanying the stretcher case. This area shall also be screened off with curtains.
Stretcher Cases Aircraft Type Seat Row Arrangements
A passenger who requires a stretcher case carriage can be accepted on the condition: -
i. That the passenger is in a condition that shall not disturb other passengers through
offensive behaviour or appearance.
ii. Is not suffering from any contagious disease.
iii. The stretcher is accompanied by at least one Medical Doctor or a qualified Medical
Attendant occupying a seat close to the stretcher for the stretcher case passenger.
B.737 The stretcher will be installed over and above the last 3 rows of the left hand
side economy class double seat
8.2.2.6.3 Wheelchair Passengers
Passengers' folding wheelchairs shall be carried free of charge in addition to their normal
baggage allowance. Passengers requiring wheelchairs must be identified as follows, according
to their needs:
i. Passengers who are completely immobile and cannot walk unaided require bearers or
lifting apparatus to get into the aircraft and to reach their seat. (WCHC).

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ii. Passengers who cannot ascend/descend the aeroplane steps but who are able to make
their own way to the cabin seat, (WCHS).
iii. Passengers who can ascend/descend the aeroplane steps and make their own way to the
cabin seat but cannot walk long distances, (WCHR).
8.2.2.6.3.1 Battery Powered Wheelchairs
Non-Spillable Batteries
Wheelchairs that are powered by sealed non-spillable types of battery are acceptable for
carriage on PASL aeroplane. However, permission for carriage must be sent from PASL
Passenger Services after been duly informed and advised by the passenger about the
wheelchair. The wheelchair shall be loaded in an upright position in the aeroplane hold, and
secured in such a way that it is unable to move around within the hold during the flight. The
battery must be disconnected, with the terminals insulated. It must also be securely attached to
the wheelchair.
Spillable Batteries
Wheelchairs that are powered by unsealed spillable batteries are considered to be hazardous
and should be treated with caution. The requirements for the carriage of these types of
wheelchairs are shown in Dangerous Goods Manual – Dangerous Goods “Provision for
Dangerous Goods Carried by Passenger or Crew”. However, PASL additionally requires that
all acid be drained from the battery prior to its carriage. This is a company requirement and
must be adhered to at all times.
8.2.2.6.4 Guide Dog for the Blinds
A trained guide dog will be carried in the cabin if it accompanies a passenger who is dependant
upon it and if it is properly harnessed.
The passenger and the guide dog will normally be seated at a bulkhead seat, where there is
sufficient floor space for the dog.
When escorting blind persons, it is recommended that they should hold the arm of the escort. They
shall naturally walk slightly behind the escort so that they can anticipate directional changes or
a step up or down. If there is a particularly high step or a flight of stairs, the escort would need
to mention this. Do not take hold of blind person by the arm and attempt to steer them, they
may feel that they are being pushed and this may confuse them whereas they shall prefer to
follow where you lead. When showing blind persons a chair, merely put their hands on the arm
or the back of the chair. They shall be able to seat themselves very easily.
When giving directions to a blind person, be sure to say ‘right’ or ‘left’, according to the way
they are facing. Always remember that a blind person cannot see you approach and if there
are other people around they may not realize that you are addressing them, so preface your
remarks by name or touch them lightly on the arm.

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8.2.2.6.5 Asthma Sufferers

Asthmatic passengers can be accepted without prior permission from Passenger Services
Department. The senior cabin attendant must be advised in case oxygen may be required
during the flight.
8.2.2.6.6 Sitting Fracture Cases
Sitting fracture cases can be accepted without clearance, provided that the passenger can use
the toilet unaided and does not require any additional assistance.
8.2.2.6.7 Passengers with Artificial Limb
Passengers with artificial limbs may be carrying cylinders of Carbon Dioxide for the operation
of their limbs. Provided that these cylinders accompanying the passenger are not classed as
Dangerous Goods.
8.2.2.6.8 Diabetics
Persons suffering from diabetics may find their condition affected by travel sickness, which may
result in complications. They may also require special diets and either injections or insulin
tablets to control their condition. Diabetic passenger must be advised that any injections
required during the flight must be self-administered. Also, it is recommended that passengers
should carry extra supplies of insulin in their cabin baggage.
8.2.2.6.9 Conditions for Acceptance
The following procedures apply for the acceptance and carriage of Reduced Mobility
Passengers by PASL.
8.2.2.6.9.1 Schedule Flight
The number of reduced mobility passengers that shall be normally accepted will be limited to
the following:
Boeing 737-300/500 13
i) EMB 145 6
They must be allowed seats as provided for under the conditions of carriage.
Group(s) of reduced mobility passengers travelling together must be accompanied by their
attendants. One (1) attendant is required for each five (5) reduced mobility passengers in a
group (any able-bodied adult will qualify as an attendant)
8.2.2.6.10 Conditions For Carriage
a) Seating: General Restrictions
i. Reduced mobility passengers must not be allocated seat in emergency exit seat rows;
ii. Two non-ambulatory reduced mobility passengers must not be seated across the aisle from
one another;

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iii. Attendants accompanying reduced mobility passengers must be allocated aisle seat;
iv. Reduced mobility passengers with plaster casts can be seated so as not to obstruct the
aisle;
v. The nearest exit to a reduced mobility passengers seat must be a floor level exit;
b) Ambulatory Reduced Mobility Passengers
Ambulatory reduced mobility passengers can be freely seated so long as (i to v) above
are complied with.
c) Non-Ambulatory Reduced Mobility Passengers
The allocation of seat for Non-Ambulatory reduced mobility passengers must comply
with the General Restrictions (i to v) above are complied with and in the seat rows as
follows: -
B.737 /EMB 145 B Class Forward Section and Near Passenger Entry
/Exit Door
8.2.2.6.11 Carry-On Baggage
Each crutch, cane and/or any other aid carried on board by reduced mobility passengers who
may need it in the event of an emergency evacuation shall be stored in location readily
accessible.
8.2.2.6.12 Briefing Before Flight
Prior to each take-off reduced mobility passengers and their attendant must be briefed by the
Senior Cabin Attendant as to the procedures to be followed in the event of an evacuation.
8.2.2.6.13 Carriage of Reduced Mobility Passenger Without Restriction
Reduced mobility passengers who produces a certificate signed by a registered physician
and/or the Company Doctor within the preceding 6 months stating that he/she does not need
the assistance of another person to expeditiously move to an exit in the event of an emergency
may be accepted for travel without restriction by the Commander, Station Head or applicable
Handling Agent employees.
8.2.2.6.14 Code/Definition of ECAC
Note: The following definitions of ECAC Doc. 30 constitute commonly agreed indications for
the degree and extent of the assistance required for the journey:
MEDA Passenger whose mobility is impaired
STCR Passenger who can only be transported on a stretcher
WCHR Passenger who can walk up or down stairs and move about in an
Aeroplane cabin but who requires a wheelchair
WCHS Passenger who cannot walk up and down stairs and move on the
aeroplane cabin but requires a wheel chair between aeroplane and the

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terminal
WCHP Passenger with a disability of the lower limbs who has sufficient
personnel autonomy to take care of himself but, requires assistance to
embark/disembark and who can only move on the aeroplane cabin with
the help of an on board wheel-chair
WCHC Passenger who is completely immobile and requires assistance at all
times
BLIND Blind
DEAF Passenger who is deaf or a passenger who is deaf without speech
DEAF/BLIND Blind and deaf passenger, who can move only with the help of an
accompanying person
MAAS (Meet and Assist) all other passengers in need of special help
8.2.2.6.15 Serious Passenger Illness, Injury or Death in Flight

Any appropriate action must be taken in case of serious illness, injury or death in flight, to avoid
contagion for the other persons on board.
The ill person shall be isolated for the comfort and safety of the ill person and of the other
passengers.
As long as the ill person is on board, first aid must be given by flight attendants or competent
passengers.
It is the Commander’s responsibility to decide if an immediate landing is to be made. Such a
situation will be considered as an “Emergency”.
In the event of a death in flight, the Commander must advice the relevant ground authorities,
through the ATC, of the airspace in which the death occurred and also the destination State’s
authorities, if different from the airspace in which the death occurred, when entering their
airspace.
The commander must complete a report, which records the name of the deceased person,
nationality, time of death, location and registration of the aircraft. One copy of this report is to be
given to ground authorities at destination and another to the Director of Flight Operations.
8.2.2.6.15.1 Infectious Disease Port Health
The Public Health (aeroplane) regulations require that where a member of the crew of an
aeroplane, (irrespective of the arrival or departure point), becomes aware or suspects, that a
person onboard is suffering from an infectious disease, he/she must notify the commander of
the aeroplane. The commander of the aeroplane is then required to pass a radio message to
that effect to the local authority responsible for port health office immediately or as soon as
practicable.

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In most cases, the Port Medical Officer shall require information from each and every
passenger and crewmember onboard the aeroplane in the event that further investigation or
surveillance becomes necessary after having left the aeroplane. In order to minimize any delay
to the Airlines operations and additional inconvenience to the passengers, this information is to
be gathered prior to the aeroplane landing using the Infectious Disease Precautions Form. A
supply of these forms shall be held in the Ships Box of each aeroplane. These forms shall be
handed over to the Aerodrome Medical Officer as quickly as possible. No person other than the
port health staff is permitted to enter the aeroplane until it has been cleared by the Aerodrome
Medical Officer. Passengers shall be asked to remain seated until such time as the Port Health
Staff has made a decision on any action required.
8.2.2.6.15.2 TRANSPORT OF INADMISSIBLE PASSENGERS, DEPORTEES OR
PERSONS IN CUSTODY
The Commander must be informed about the presence of any inadmissible passengers,
deportees or persons in custody.
Inadmissible Passengers (INAD)
Passengers who are refused admission to a country by the authorities of such country, due to:
 Lack of Visa
 Expired passport
 Lack of funds
 Suspected intent to illegally take up employment.

Refusing entry by the authority, the INAD shall be carried on a free of charge basis on the
same PASL flight to outbound destination in the originating country.
Other inadmissible passengers such as mentally disturbed persons shall be accompanied by a
qualified nurse and one other attendant.
Important Note: During Check-in process, PASL ground handling staff/handling agents shall
ensure that the availability of the above legal requirements are met by the passengers. It must
be known that, if the passenger carried by PASL aeroplane does not meet this requirement,
PASL shall be subjected to the payment of fines.
Deportees or Persons in Custody
Persons in custody must be accompanied by guards.
The number of guards must not be less than one guard for one or two prisoners.
Prisoners and guards will be seated at the rear of the aircraft.
Prisoners shall not be seated next to or directly across any door or exit, in any lounge area, or
in any aisle seat.
Deportees are passengers who entered a country illegally, due to illegal entry reasons or;

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 Offences or criminal acts committed in the deporting country
 Extradition at the deporting country,
 Extradition at the request of another country

As a principal rule, PASL is not obliged to carry these categories of passengers;
it is the prerogative of the Commander to refuse the carrying of any inadmissible passenger,
deportee or person in custody or to impose any additional restrictions as considered necessary.
Special Categories of Passenger Notification form shall be duly completed prior to departure of
the intended carriage of inadmissible passengers, deportees or persons who are:
 In custody and the reason for carriage, in particular, inadmissible passengers or deportees
who physically resist carriage.
 Have already been denied transportation by another company or might endanger the safety
of the aeroplane, its load, or other passengers or the crew.
 Deported after execution/suspension of a sentence for a crime of violence, shall be carried

only under escort of a government official.
PASL commander shall brief his/her entire crew in accordance with the “Special Categories of
Passenger Notification” prior to departure. These passengers shall embark/disembark to/from
the aeroplane prior to the other passengers boarding in order to provide utmost discretion.
8.2.2.6.15.3 Stowaways
A person shall not secrete himself or herself for the purpose of being carried on an aircraft
without the consent of either the operator or the pilot in command thereof or any other person
entitled to give consent to his being carried in the aircraft.
It is the Ground Passenger handling staff and Security unit’s responsibility to ensure that the correct
number of passengers are on board, and to check the aircraft holds for stowaways before doors are
closed.
Cabin Crew are responsible for checking toilets, wardrobes, etc. for cabin stowaways.
Flying Staff are to be on the alert for unauthorised persons posing as, or intermingling With Crew,
in order to board aircraft.
If a stowaway is discovered, he is to be handed into the custody of the local police, and the
Airport Authorities informed.
8.2.2.6.15.4 Permissible Size and Weight of Hand Baggage
Nig. CARs 8.9.2.14
Passengers are allowed carry one small piece of hand luggage not weighing more than six (6)
kilos into the passenger cabin.

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All GHA's who are contracted with PASL shall have necessary instructions and the guidance
materials of permissible size and weight of hold and hand baggage including identifying and
communicating to Load Control any adjustment(s) that may be required to the mass and
balance computation for individual or cumulative weights that exceed normal allowances.
Cabin baggage will normally be restricted to handbags, briefcases, cameras outdoor coats and
other items that can be reasonably stowed in approved stowages, unless the carriage in the
cabin of other items has been cleared with the Company at the time of booking.
At check-in, or prior to boarding the aeroplane, passengers will be informed as to items of hand
baggage that are considered to be dangerous goods and must not be carried.
8.2.2.8.1 Carriage of Cargo in Passenger Compartments

a. The PIC and Handling staff of PASL shall ensure that hand baggage and cargo are
adequately and securely stowed in accordance with the AFM and as approved by the
Authority (NCAA.). Cargo when carried anywhere in the passenger compartment shall only
be stowed in an approved cargo bin that meets the following requirements:-
(1) The bin must withstand the load factors and emergency landing conditions applicable
to the passenger seats of the aeroplane in which the bin is installed, multiplied by a
factor of 1.15, using the combined mass of the bin and the maximum mass of cargo that
may be carried in the bin.
(2) The maximum mass of cargo that the bin is approved to carry and any Instructions
necessary to insure proper mass distribution within the bin must be conspicuously
marked on the bin.
(3) The bin may not impose any load on the floor or other structure of the aeroplane that
exceeds the load limitations of that structure.
(4) The bin must be attached to the seat tracks or to the floor structure of the aeroplane,
and its attachment must withstand the load factors and emergency landing conditions
applicable to the passenger seats of the aeroplane in which the bin is installed,
multiplied by either the factor 1.15 or the seat attachment factor specified for the
aeroplane, whichever is greater, using the combined mass of the bin and the maximum
mass of cargo that may be carried in the bin.
(5) The bin may not be installed in a position that restricts access to or use of any required
emergency exit, or of the aisle in the passenger compartment.
(6) The bin must be fully enclosed and made of material that is at least flame resistant.
(7) Suitable safeguards must be provided within the bin to prevent the cargo from shifting
under emergency landing conditions.
(8) The bin may not be installed in a position that obscures any passenger’s view of the
“seat belt” sign, “no smoking” sign, or any required exit sign, unless an auxiliary sign or
other approved means for proper notification of the passenger is provided.
(9) Cargo and carry-on baggage must not be stowed in toilets and shall not be stowed

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against bulkheads or dividers in passenger compartments that are incapable of

restraining articles against movement forwards, sideways or upwards and unless the
bulkheads or dividers carry a placard specifying the greatest mass that may be placed
there, provided that :
(i) It is properly secured by a safety belt or other tie-down having enough
strength to eliminate the possibility of shifting under all normally
anticipated flight and ground conditions.
(ii) It is packaged or covered to avoid possible injury to occupants.
(iii) It does not impose any load on seats or in the floor structure that
exceeds the load limitation for those components
(iv) It is not located in a position that obstructs the access to, or use of, any
required emergency or regular exit, or the use of the aisle between the
crew and the passenger compartment, or is located in a position that
obscures any passenger’s view of the “seat belt” sign, “no smoking” sign
or placard, or any required exit sign, unless an auxiliary sign or other
approved means for proper notification of the passengers is provided.
b. Cargo and carry-on baggage when carried anywhere in the passenger compartment of a
small aircraft shall be stowed in an approved cargo rack, bin, or compartment installed in
the aircraft and duly secured by an approved means, or may be carried
in accordance with each of the following:-
(1) For cargo, it is properly secured by a safety belt or other tie-down having
enough strength to eliminate the possibility of shifting under all normally
anticipated flight and ground conditions, or for carry-on baggage, it is restrained
so as to prevent its movement during air turbulence.
(2) It is packaged or covered to avoid possible injury to occupants.
(3) It does not impose any load on seats or in the floor structure that exceeds the
load limitation for those components.
(4) It is not located in a position that obstructs the access to, or use of, any required
emergency or regular exit, or the use of the aisle between the crew and the
passenger compartment, or is located in a position that obscures any
passenger’s view of the “seat belt” sign, “no smoking” sign or placard, or any
required exit sign, unless an auxiliary sign or other approved means for proper
notification of the passengers is provided.
(5) It is not carried directly above seated occupants and stowed in compliance with
these restrictions during takeoff and landing.
c. PASL shall ensure during Cargo-Only Operations the cargo shall be loaded so that at
least one emergency or regular exit is available to provide all occupants of the aircraft a
means of unobstructed exit from the aeroplane whenever an emergency occurs.

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8.2.2.8.2 Stowage of Cabin Baggage / Carry-on Baggage

PASL operating cabin crew shall ensure no person is allowed to board the aircraft with carry-on
baggage unless it can be adequately and securely stowed in accordance with PASL
procedures on stowage of cabin baggage.
PASL shall ensure no person may allow the closure of passenger entry doors of the aircraft
in preparation for taxi or pushback unless at least one required crewmember has verified that
each article of baggage has been properly stowed in overhead racks with approved restraining
devices or doors, or in an approved location. PASL shall not allow carry-on baggage to be
stowed in a location that would cause that location to be loaded beyond its maximum
placarded mass limitation.
Stowage of items of cabin baggage in preparation of the cabin prior to take off and landing is to
be as shown below:
a) Each item carried in a cabin must be stowed and restrained in an approved stowage;
b) Mass limitations placarded on or adjacent to stowages must not be exceeded;
c) Under-seat stowages must not be used unless the seat is equipped with a restraint bar and
the baggage is of such size that it may adequately be restrained by this equipment and not
obstruct egress from the seat row;
d) Items must not be stowed in toilets or against bulkheads that are incapable of restraining
articles against movement forwards, sideways or upwards and unless the bulkheads carry a
placard specifying the greatest mass that may be placed there;
e) Baggage and cargo placed in lockers must not be of such size that they prevent latched
doors from being closed securely;
a) Baggage and cargo must not be placed where it can impede access to emergency
equipment;
b) Checks must be made before take-off, before landing, and whenever the fasten seat belts
signs are illuminated, or it is otherwise so ordered, to ensure that baggage is stowed where
it cannot impede evacuation from the aeroplane or cause injury by falling (or other
movement) as may be appropriate to the phase of flight;
c) Take-off and landing are not permitted unless each serving cart is secured in its stowed
position.
i) The baggage of crew and any supernumeraries shall be stowed in the hold. Hand-baggage
must not be placed where it can impede access to emergency exits or emergency
equipment. Cabin crew shall visually scan the hand baggage carried by passengers during
embarkation. If such baggage exceeds the allowed size or mass, the cabin crewmember
shall politely deny the passenger access to the aeroplane until such baggage has been
given up to be stowed in a cargo hold.

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8.2.2.9 LOADING AND SECURING THE ITEMS IN THE AIRCRAFT- Nig. CARs 8.6.2.17
The handling staff or handling agent shall ensure that loading shall be performed with utmost
care in order to prevent accidents and to avoid damage to aeroplane or load:
i) Before loading all baggage, cargo or mail, these loads shall be positioned initially in the
aeroplane before commencement of loading onboard the aircraft.
ii) Only appropriate baggage or cargo compartments shall be used for loading.
iii) No loading shall be permitted in toilets, crew compartments and similar places.
iv) Sensitive shipments shall be loaded with special care, and handling instruction shall be
observed e.g. “This Side Up”.
v) Heavy and solidly packed pieces shall be loaded at the bottom.
8.2.2.9.1 AIRCRAFT LOADING, MASS AND BALANCE
(a) PASL Loading Instructions shall be used on each flight to brief the commander on the
nature of the goods carried and that all loads are properly distributed within limits and
safely secured.
(b) PASL will ensure calculation of mass of aircraft, center of gravity location indicate the
flight can be conducted safely considering flight conditions. Load master assures
Captain of proper procedures.
(c) PIC shall ensure that loading and mass and balance calculations are accurate and
comply with aircraft limitations.
All individual items of load either by their nature; shape or density shall be restrained. PASL
restrains these types of loads by filling the compartment, net section or ULD volumetrically
Tie-down. Special attention shall be given to dangerous goods; all packages must be stowed
in an upright position.
Heavy items with an individual weight of 100kg or more as well as wet freight shall always be
latched. Before takeoff and landing, cabin attendant must check that servicing trolleys are
securely stowed.
8.2.2.10 Special Loads
PASL Ground Operations Manual instructions allow for the carriage of special loads, provided
that:
a) They are required to be aboard the aeroplane for operating reasons;
b) They are carried as catering or cabin service supplies;
c) They are carried for use in flight as veterinary aid or as a humane killer for an animal;
d) They are carried for use in flight for medical aid for a patient, provided that:
i) Gas cylinders have been manufactured specifically for the purpose of containing and
transporting that particular gas;

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ii) Drugs, medicines and other medical matter are under the control of trained personnel
during the time when they are in use in the aeroplane;
iii) Equipment containing wet cell batteries is kept and, when necessary, secured in an
upright position to prevent spillage of the electrolyte, and
iii) Proper provision is made to stow and secure all the equipment during take-off and
landing and at all other times when deemed necessary by the Commander in the interest
of safety,
e) They are carried by passengers or crewmembers;
f) They are identified and addressed within the Load Control system, where applicable;
Handling personnel shall, by Special Loads Notification, NOTOC inform the Commander of
such cargo before departure.
8.2.2.10.1 Wet Cargo
Wet Cargo means shipment containing liquids or, which by their nature, may produce liquids
and which are not subject to the Dangerous Goods regulations. These are:
i) Liquids in watertight containers
ii) Wet materials not packed in such containers, e.g. fish packed in wet ice, fresh meat, fresh
animal goods, wet hides
iii) Skins Goods which may produce liquids
Containers with cargo, which may produce liquids, shall be leak proof or contain sufficient
absorbent material. Plastic tarpaulins shall be spread out on the aeroplane’s or ULD’s floor and
walls' so as to arrest spillage. Containers shall be secured in an upright position. All load
devices used for carriage of meat or similar organic material shall be cleaned and disinfected
immediately after unloading. The commander shall be informed by Special Loads Notification
of such cargo before departure and by appropriate message to the transit and destination
station.
8.2.2.10.2 Live Animals
Carriage of live animals in the cabin is limited given consideration to passenger safety and
comfort and the size of the cabin. Carriage in cargo compartments requires Pressurization,
Ventilation, Heating and Lighting. PASL Ground Operations, Handling Department and
Handling Agent shall ensure that animals presented for air transportation must comply with the
procedures laid down in the "IATA Live Animals Regulations".
Live animals shall be transported in special aviation approved animal boxes or in similar
special carriages. The animals presented for transportation shall normally be in such carriage
owned by the passenger. But if required, PASL ground handling staff/handling agent shall
provide the passenger an approved animal box at the check-in counters on a payment basis.
The following rules must be observed for transportation of live animals.
Pets in the Passenger Cabin

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With the exception of guide dogs for blind passengers, only small pets shall be carried in the
passenger cabin, weight not to exceed 5kg. Pets shall be carried in the suitable leak proof
containers or bags and size shall be 45 x 35 x 20cm. During check-in, passengers have to be
informed that pets must stay in their containers or bags on the floor for the duration of the flight.
Carriage of rodents is not allowed in the cabin. The commander and ground handling staff shall
ensure that no animal is carried in the cabin, which might impede an emergency evacuation.
The passenger, under whose care the pet travels, must be in possession of all documents
required by the authorities at destination.
The Quantities
PASL Ground Operations, ground handling staff and handling agents are responsible for the
control of the number of animals/pets in the passenger cabin. The numbers are:
B737 / EMB 145 aeroplane's cabin
 Maximum 2 animals. 2 dogs or 2 cats or 2 birds (2 each of any kind).

Animals in the Cargo Compartments
Live animals shall only be loaded in the prescribed compartments of the AOM. The boxes shall
always be Tied down or latched in order to avoid any kind of movement at take-off, landing or
during flight. The cages shall be stowed in such a way that there is enough distance from other
cages and other load to guarantee sufficient oxygen supply.
The compartments lights shall permanently remain switched on. The corresponding
compartment door shall be closed as late as possible. At the destination or transit station the
compartment door shall be opened promptly. This procedure also applies to technical landings.
The handling staff shall inform the commander before departure of all live animals, their
locations and requirements. In extreme delays, special care shall be given to the animals.
Live animals shall not be loaded in close proximity to any other load, which may have a
negative effect on their well being or health. Male and female animals shall be stowed as far
apart as possible.
8.2.2.10.3 Seeing Eye Dog

Only, Seeing Eye dog shall be accepted on to the passenger cabin with the passenger who is
blind and needs dog assistance. The Seeing Eye Dog has to meet the under-listed
requirements and shall not be added to the list of live animal quantity in the cabin.
i) The dog has to be clean
ii) The dog has muzzle
iii) The dog seats near its blind owner
iv) The dog does not seat near emergency exit.

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8.2.2.10.4 Perishable Cargo

Perishable goods are those whose condition or suitability may deteriorate if exposed to undue
changes in temperature or humidity or delay in carriage. PASL shall only accept these items for
carriage when is reasonably certain that they shall reach destination in good condition.
Therefore, it is mandatory that the shippers provide instructions as to the maximum acceptable
duration for the transportation and any required special handling. PASL shall endeavour to
make appropriate en route arrangements. The temperature range and ventilation of such cargo
must be matched by the capability of the cargo. Perishable cargo shall be accessible without
needing to be loaded whenever any handling is required at a transit or destination station.
Perishable refrigerated with wet ice or containing fluid or moisture, which could leak, shall be
treated as wet cargo. (Refer to Chapter. 8.2.2.10.1 Wet Cargo).
Foodstuffs shall not be loaded together with poisons, infectious substances nor in close
proximity to live animals and non-cremated human remains The Ground Operations staff and
handling agent shall, by Special Loads Notification, inform the commander before departure of
perishables carried and their location. All transit and destination stations shall be informed by
appropriate messages.
8.2.2.10.5 Human Remains
Non-cremated human remains shall be contained in a hermetically sealed inner coffin of lead
or zinc inside a wooden coffin. The wooden coffin may be protected by outer packing and
would be covered by canvas or tarpaulins in such a way that the nature of its contents is not
apparent. Such human remains shall not be loaded in close proximity to food for human or
animal consumption or edible materials. The commander, by Special Loads Notification, and
the transit/destination stations shall be duly informed.
8.2.2.10.6 Prohibition against carriage of Weapons
NOTE: UNDER NO CIRCUMSTANCES MAY WEAPONS, FIREARMS OR
AMMUNITION BE CARRIED IN THE PASSENGER CABIN OR ON THE
FLIGHT DECK.
PASL shall not allow any person while on board a flight to carry onboard or about their
person, a deadly or dangerous weapon, either concealed or unconcealed.
PASL may permit a person to transport weapon in accordance with the approved security
programme approved by the Authority (NCAA) on condition if:-
1. If the weapon is unloaded
2. Both the weapon and ammunition are securely packed in a weapon

pouch and securely stowed in the aircraft belly hold with a padlock to
guarantee inaccessibility to any person during the flight.
3. Law enforcement officials of the State, or crewmembers who are

authorized to carry weapons on board the aircraft in domestic flights,

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shall do so in accordance with PASL approved security programme. In

addition such Law enforcement officials shall not carry weapons aboard an
international flight unless there is prior agreement between Nigeria and all
States in which the operation will be either conducted or overflown.
The PIC shall be notified by Operations personnel releasing the flight as to the number of
armed persons and the location of their seats.
8.2.2.10.6.1 Carriage of Mail, Valuables and Weapons
PASL shall carry mail, valuables and unloaded weapons which must be assured and ensured
to have no relevance to the safety of the aeroplane, its occupants and load similar to any other
neutral cargo.
Small firearms (rifle inclusive) will be carried as valuable cargo in the cargo hold.
PASL ground staff or ground handling agent staff has to supervise these items for storing,
loading, transport, unloading and storage with the shipper in attendance when necessary.
Ground staff shall brief the commander prior to departure orally and by Special Loads
Notification and, the transit and destination station duly advised by coded messages if
necessary.
8.2.2.11 POSITIONING OF GROUND EQUIPMENT
Positioning of ground equipment for servicing is indicated in the “Aircraft characteristics for
airport planning” manual and in the IATA “Airport Handling Manual”.
PASL handling staff and handling agent's staff shall be well trained in the operation of mobile
ground equipment. The pattern to be followed for a given type of aeroplane, in positioning,
loading and servicing equipment has been published in the respective AOM. The ground
equipment shall not be sent to the aeroplane until all engines have been shut down, and the
aeroplane parking brakes have been set or chocks are in position. In exceptional cases, if one
engine is kept running, the ground equipment shall only approach the aircraft from the non-
engine running side. PASL Ground Handling staff and handling agent shall ensure that all-
important rules mentioned below are adhered to:
i. Steps and catering trucks shall be positioned at the aeroplane prior to opening the res-
pective cabin doors.
ii. Sufficient distances between aeroplane and ground equipment.
iii. Fuel hoses and connections shall never be run over by ground equipment.
iv. Mobile equipment shall not be positioned within the venting areas during
deFueling/reFueling.
v. Loading and servicing equipment shall not be positioned or manoeuvred under the wings.
vi. Equipment when parked away from the aeroplane shall have parking brakes set.
vii. Equipment shall not be driven faster than walking speed around the aeroplane.

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viii. Equipment should never move across the path of taxing aeroplane or of embarking/
disembarking passengers.
8.2.2.12 OPERATION OF AIRCRAFT DOORS
Nig. CARs IS 8.10.1.3 (3) (ii-v)
Refer to the AOM of the aircraft for the operation of the doors and especially to the Cabin Crew
Manual for the cabin doors.
Before taxi, once all doors are closed, the cockpit crew, or the senior cabin attendant shall
request, through the aircraft PA, flight attendants to arm doors and cross-check (the opposite
door).
Opening the doors must not be effected without the announcement of the Commander. Before
opening the doors, no cabin differential pressure shall exist. Some doors on some aircraft are
fitted with a cabin differential pressure indicator and/or a warning device.
The following are also applicable:
i. Cabin and compartment doors, upon arrival, shall not be open until all engines have been
shut down and the aeroplane's parking brakes have been set or the chocks are positioned.
ii. All doors shall be closed and locked before start-up of engines, except when start up is
authorised at the jetty and all doors are not fully closed for last minute embarking
passengers
iii. All cabin doors shall be opened and closed by members of the operating crew only, in
exceptional cases, by trained handling staff or ground personnel from outside.
iv. Opening a cabin door from outside, the ground staff member shall knock the door to ensure
that nobody is standing in danger on the inside.
v. Cargo compartment doors shall be operated by the handling staff.
vi. In the event that no ground staff are available to operate the door, it shall only be opened
immediately prior to the positioning of the airstair and closed immediately after the airstair
has been removed.
vii. PASL Aeroplane's door operation does not require special training, but shall have been
demonstrated to the staff concerned before they are permitted to operate such. (Mainly the
entrance door, service door and cargo hold doors)
When escape slide deployment is not required, cabin doors must be disarmed before opening.
Opening a door or emergency exit from the outside automatically deactivates the escape
slide/raft, if armed.
Should the slide/raft, at this door location, be used for evacuation, the door must be first closed
and the escape slide/raft re-armed and the door opened from inside.
Note: For the operation of aeroplane doors in strong winds refer to the AOM which specifies
maximum permissible wind speeds and other particulars to be observed. If difficulties

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occur when attempting to close doors in strong winds, the aeroplane shall be moved in
order to position the doors concerned on the downwind side.
8.2.2.13 SAFETY ON THE RAMP
8.2.2.13.1 Engines Blast and Suction Areas

Normally engines are not running when passengers are embarking or disembarking. However,
if operations necessitate that one engine be kept running, the cockpit crew are required to
preferably keep the right hand engine running for convenience of disembarkation and boarding
of passengers. The Senior Cabin Attendant, Ground Operations Duty Officer and Handling
Agents Employees must ensure that the route for embarking or disembarking passengers
avoid the blast and suction areas of the engines. These danger areas are defined in the FCOM
- Standard Operating Procedures (SOP) Chapter.
8.2.2.13.1a Runway Incursion Avoidance Procedures

Refer to 8.11 of this manual for detail.
8.2.2.13.2 Fire Prevention
The provision of Chapter. 8 and Chapter. 9 have all been developed in order to ensure and
secure the safety on the ramp of all airplanes, crews, passengers, staff, and load. The
following additional provisions shall be observed:
a) Fire prevention is far more important than fire extinguishing. By observing the few points
on fire prevention the chance of a fire actually occurring shall be lessened.
b) Rubbish shall not be allowed to accumulate but should be regularly disposed of into
recognized bins with lids.
c) Ground Staff shall familiarize themselves with the location of fire equipment on the stands
and bring the equipment within 15m, of the aeroplane.
d) Ground Staff shall acquaint themselves with the method and operation of the equipment,
also with the local fire procedures.
e) Any faults with equipment must be reported and the equipment put out of service.
f) Staff shall know how to contact the Airport Fire Service.
g) Always give the aeroplane registration, stand number and nature of the fire when reporting.
h) Attack the fire situation with the equipment provided without taking any personal risks.
i) No unauthorized persons shall enter the ramp.
j) Smoking and the use of open fire are strictly prohibited.
k) Ramp surfaces shall be frequently checked to prevent accidents caused by
slipping/skidding on oil, ice or snow.

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l) Ramp personnel shall wear ear protection to protect their ears in order to prevent hearing
impairment.
m) Ramp personnel shall wear protective material with company or handling agent logo for
easy identification (see and be seen)
n) The responsible staff member in charge shall ensure that the security zones around the
suction and blast areas of the individual aeroplane are observed and that no personnel or
equipment are within such zones when the signals for engine start-up are given.
o) As outlined in this Chapter. during Fueling/de-Fueling no vehicles (except fuel trucks) shall
be positioned within the venting areas.
p) Whenever fuel has been spilled, Fueling/deFueling shall be stopped immediately.
q) Certain systems of the aeroplane shall not be operated on the ramp, refer to respective
AOM.
8.2.2.13.2.1 Protective Clothes / Protective Breathing Equipment
Hydraulic fluid leakage under high pressure (3000 psi) may result in serious injury and
contamination. The use of protective clothes and protective breathing equipment is
recommended whenever fighting an aircraft emergency.
Carbon fibres and other composite materials used in airframe structure and cabin furniture
require the use of a protective breathing equipment whenever fighting any aircraft fire.
8.2.2.13.2.2 Brakes Overheat / Fire
In the event of smoke, protective breathing equipment shall be worn since the dense smoke
generated by tire rubber results in major and irreversible lung damage.
Carbon brakes and steel brakes are to be treated using the same techniques and agents.
In case of severe brake overheat, fuse plugs melting will result in tires deflating and shall
prevent tires and wheels burst. (Refer to AMM).
i. In the event that the tire is inflated, all applicable personnel shall avoid approaching the
area around the wheel for about one hour. When the need arises to go near, this shall be
from the front or rear and not from the side of the wheel.
ii. Unless there is a fire, applicable personnel shall not apply the extinguishing agent (liquid,
water, mist, foam, etc.) with a spray gun onto a hot fire if the tire is inflated.
Extinguishing agent shall not be applied directly into the heat pack of the brake or into the
wheel. This can cause thermal shock to the stressed parts. CO2 especially must not be used,
as this has a strong cooling effect, which is not the same in all areas. It can cause an
explosion in the stressed parts.
Extinguishant on hot wheels can:
i) Increase the time necessary for the fuse(s) to melt, or

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ii) Prevent operation of the fuse(s).

The brakes must be left to cool by itself for at least one hour. The cooling fans (if installed)
shall be used.
Note: Blowers or air conditioning equipment can be used only after:
i) The temperature of the fuses decreases (more than one hour after the aircraft stops) or
ii) The fuses are melted
These must not be used if flames or burning ambers are noticed.
i) In the event of fire, the fire must be stopped immediately. Do not wait until the tires are
deflated. The wheel shall only be approached from the side or the rear of the aircraft.
Note: It is unrecommended to use multi-purpose powders, as this will be changed into solid or
enamelled deposit. These agents stop the fire but decrease the heat dissipation speed. This
can cause permanent structural damages at the brake, the wheel or wheel axle.
ii) Parking brake must not be applied.
iii) A warning notice will be placarded in the cockpit to prevent the operation of the landing
gear lever.
iv) Wheel chocks will be placed in position.
v) All the parts will be cleaned if extinguishing agents were used.
8.2.2.13.2.3 Cargo Compartment Fire
The appropriate flight crew procedures are given in the FCOM - Emergency Procedures.
In case cargo compartment smoke warning occurred with cargo door closed, the ground crew
shall be informed not to open the door of the affected cargo compartment unless passengers
have disembarked and fire services are present.
If the smoke warning is displayed on ground with cargo compartment door opened, the aircraft
extinguishing agent should not be discharged. Ground crew shall be requested to investigate
and to fight the smoke source.
Multi-purpose or specific foam or type B or type C powder or water, as a function of the burning
cargo material (as known) shall be used. If foam is used first, powder shall not be used
afterwards. If powder is used first, foam can be used in addition, if required.
8.2.2.13.2.4 Engine or APU Compartment Fire
The appropriate flight crew procedures are given in the FCOM-– Emergency Procedures.
If fire persists, ground fire fighting using Halon or CO2 spray gun is possible through the
following external access:
- Engines: Oil tank, IDG and other service panels,
APU: Access panel on B737-300/500, B777-200/300 and EMB 145

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8.2.2.13.2.5 Engine Tailpipe Fire

The engine tailpipe fire being an internal engine fire does not discharge the engine fire-
extinguishing agent. The agent has an effect on the nacelle fire only.
The appropriate flight crew procedure is given in the FCOM - Abnormal Procedures. Engine
motoring by the flight crew is the normal and most effective action.
External fire agents can cause severe corrosive damage and therefore will only be considered
if fire persists after the flight crew procedure application, or if no bleed air source is available to
motor the engine.
In such a case, Halon or CO2 shall be sprayed in the engine exhaust nozzle.
8.2.2.14 START-UP, RAMP DEPARTURE AND ARRIVAL PROCEDURES
On PASL aircraft equipped with serviceable cockpit to ground intercom, this equipment shall be
used whenever the aircraft is on the stand, and until clearance for hand signals has been given
prior to departure. Headset responsibility shall be given only to certified Technical Personnel
or handling (agent) staff.
All start-up, ramp departure and arrival procedure shall be applied as per aircraft type Standard
Operating Procedures given in the FCOM.
Ground Marshallers and pilots shall use hand signals defined in ICAO rules of the air Annex 2
also refer to Chapter. 12– “Marshalling Signals”.
PASL aeroplane shall be taxied on the movement area of an aerodrome only by a person:
i) Authorised and found competent by the company
ii) Competent to taxi the aeroplane and to use the required means of communications.
iii) Competent in respect of aerodrome layout, routes, signs, markings, lightings, ATC, and all
applicable procedures.
Note: Engine starting during pushback and towing is permitted.
For communication between Flight Deck and ground personnel, the following phraseology shall
be used:
Flight Deck Ground
ENGINE START
"Ground from cockpit". "Go ahead".
"Ready to start all engines". "All engines clear".
"Ready for ground air". "Ground air available".

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"Remove external electric". "External electric removed".
"Remove ground air". "Ground air removed".
PUSHBACK
"Ready for pushback". "Steering bypass. Release brakes". *
"Brakes released". "Pushing back".
When pushback is complete:

"Set parking brakes".
"Parking brakes set". ** "Tow bar removed. Steering normal".
When ready for taxi:

"Prepare aeroplane for taxi, standing by "Preparing aeroplane for taxi, stand by
for hand signal on left/right side". *** for hand signal from the left".
TAXI IN AND PARKING

"Connect from external power". "External electric connected. Release
parking brakes".
"Brakes released".
* This either means "steering bypass pin inserted" or, for aeroplanes not designed with a
steering bypass, is a request that flight crew shall not operate nose wheel steering.
** This also implies that the brake pressure is checked.
*** When "clear" salute or hand signals have been received and acknowledged, the
Commander shall challenge the Co-Pilot: "Clear on the right."
8.2.2.15 SERVICING OF THE AIRCRAFT
Refer to “Servicing” of the Aircraft Maintenance Manual (AMM) of the aircraft.
8.2.2.15.1 Portable Water

Portable water systems are susceptible to contamination by bacteria and other micro-
organisms. It is therefore essential that, such water is free from chemical substances/ micro-
organisms which might cause illness, and that it is chlorinated. PASL shall ensure that suitable
bacteriological examinations of water samples taken from water supply systems, servicing
vehicles and aeroplane water systems are carried out at least four times a year. Portable water
services shall not be filled up from the same tap and shall not be part or parked in the same

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area as toilet services. Personnel engaged in toilet servicing shall not perform water service.
PASL, in cooperation with its handling agents, shall draw up a list of those stations where uplift
of portable water is permitted and provide it to each flight deck and cabin crew.
8.2.2.15.2 Removal and Disposal of Waste
According to Article 14 (3) of the WHO's (International Health Regulations) "every port and
airport shall be provided with an effective system for the removal and safe disposal of
excrement, refuse, waste water, condemned food, and other matters dangerous to
health". PASL handling agent shall provide warning when the removal of waste at a specific
aerodrome is not ensured. Such information shall be relayed to the commander and cabin
crew.
8.2.2.15.3 Oxygen
Special safety provisions shall be observed when oxygen bottles of the aeroplane are being
filled or exchanged. These precautions are:
 No passengers shall be on board
 No ground power unit shall be connected or disconnected
 Flight and maintenance crew shall switch the required electrical systems "Off" (according to
AOM)
 No Fueling/De-Fueling is permitted
 Filling/exchanging is not permitted during a thunderstorm

8.2.2.15.4 Medical Oxygen Unit
PASL may allow a passenger to carry and operate equipment for the storage, generation or
dispensing of medical oxygen only as prescribed by the Authority. On doctor’s or passenger’s
request, a special portable medical oxygen unit containing 625 litres of oxygen can be placed
on board (approximately twice the volume of the portable oxygen bottles first aid). This special
oxygen bottle (AERO – MED), stowed in a carrying case, and is equipped with
- A shut-off valve
- A pressure gauge, normal dispatch pressure 1800 PSI
- A flow gauge indicating the flow rate of 2 to 8 litres per minute
- A standard O² mask stowed in a sealed plastic bag inside the carrying
case, ready for immediate use
- The control components may be seen with the protective door open
Prior to operation, it should be determined, the amount of oxygen to be administered to the patient
and for what duration. In most cases, a physicianmor a nurse will travel with the patient and
forward these information to the cabin crew during the flight. If no physician or nurse is present,

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cabin crew will receive previous notice and information on the required medical care.
If no information is transmitted, limit the oxygen flow rate to a maximum 4 LPM for an adult and
1 LPM for a child. No person may smoke, and no crewmember may allow any person to smoke
within 10 ft of oxygen storage and dispensing equipment carried for the medical use of a passenger
and no crewmember may allow any person to connect or disconnect oxygen dispensing equipment
to or from an oxygen cylinder while any other passenger is aboard the aircraft.
8.2.2.15.5 Cleaning of Cabin
Cleaning should have been finished, and cleaning personnel should have left the aeroplane
before the boarding of passenger (or before passengers board the aeroplane). If passengers
stay on board during transit, cabin cleaning shall be performed in such a way as not to disturb
passengers. The flight deck may only be cleaned under supervision of an authorized employee
of the company.
8.2.2.16 Documents and Forms for Aeroplane Handling
The following documentation or copies thereof shall be carried on board, and shall be, within a
reasonable time of being requested to do so by a person authorised by an Authority, produced
by the Commander of the aeroplane to that person (Ref: Chptr 8.1.12 ):
a) * Technical Log (see Chapter. 14 of this manual, Appendix D);
b) * OFP, ATS Flight Plan (in case of "repetitive" (stored ") flight plans, the
appropriate detail);
c) * NOTAM/AIS/MET briefing documentation;
d) * Mass and Balance Documentation;
e) * Special Categories of Passenger Notification;
f) * Special Loads Notification, NOTOC etc;
g) * Dangerous Goods Transport Document;
h) * Passenger Manifest(s);
i) * Cargo Manifest(s) (if applicable);
j) Security Certificate (for international flights);
k) Journey Log (see Chapter. 14 of this manual, Appendix B);
l) Flight Report (see Chapter. 14 of this manual, Appendix Q);
m) Current maps, charts, and associated documents or equivalent data to cover the
intended route of Operation of the aeroplane including any diversion, which may
reasonably be expected;
n) General Declaration;

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o) Air Mail Documents;

p) Air Safety Report (see Chapter. 14 of this manual, Appendix C);
(r) Take off Data Calculation.
8.2.3 PROCEDURE FOR THE REFUSAL OF EMBARKATION

Nig. CARs 8.9.2.2
PASL Commander is allowed to refuse to carry or to off-load at any aerodrome any person if,
in his/her opinion, the conduct, status, age, mental or physical condition of the person is such
as to:
i) render him/her incapable of caring for himself/herself without special assistance of cabin
crew.
ii) cause discomfort or make himself/herself objectionable to other passengers.
iii) cause or being involved in any hazard or risk to himself/herself, other passengers, to
property or to the aircraft
iv) fail to observe instructions of the crew
Such persons will include those who are obviously under the influence of alcohol or drugs.
However, this does not apply to persons under the influence of drugs who have been subject to
such condition following emergency medical treatment after commencement of the flight, nor to
persons under medical care accompanied by personnel trained for that purpose.
The cabin crew shall in flight be discrete in serving alcoholic beverages to passengers. No
such beverages shall be served to passengers who appear to be on the verge of intoxication,
or to inadmissible/deported passengers and their escorts or to the passenger or other persons
admitted into the flight deck except otherwise authorised by the Purser under the authority of
the Commander. No person shall be allowed to drink any alcoholic beverages unless the cabin
attendant has served such beverages to him/her.
The air navigation order 1972 makes it an offence on the part of a passenger to enter an
aeroplane when drunk or to be drunk on an aeroplane, or to behave in an unruly or negligent
manner that is likely to endanger an aeroplane or any person on it or to refuse to obey all
lawful commands which the aeroplane commander may give for the purpose of security and
safety of the aeroplane, and of all the souls on board and property carried on it.
Whenever it becomes necessary to remove a passenger from an aircraft, the flight crew shall
inform the local company representative who, in turn, shall take the necessary actions,
considering assistance of the local law enforcement officers (police or relevant paramilitary
agency).
 Responsibilities Of Persons Other Than The Commander
In order to assist the Commander in the proper exercise of his/her authority, all PASL
personnel engaged in passenger handling and loading, including other crew members,

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handling agents and check-in personnel, shall alert the Commander if at any time they
consider that the condition of a particular passenger could jeopardise the safety of flight.
8.2.4 DEICING AND ANTI-ICING PROGRAMME - Nig.CARs 9.3.1.22.
PASL when planning to operate an aircraft in conditions where frost, ice, or snow may
reasonably be expected to adhere to the aircraft shall—
(1) Use only aircraft adequately equipped for such conditions;
(2) Ensure flight crew is adequately trained for such conditions; and
(3) Have an approved ground dicing and anti-icing programme.
8.2.4.1 De-Icing and Anti-Icing on the Ground General- Nig.CARs 8.8.1.3; 8.12.1.9;
Any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may
drastically affect flying characteristics owing to reduced aerodynamic lift, increased drag,
modified stability and control characteristics. Furthermore, freezing deposits may cause moving
parts, such as elevators, ailerons, flap actuating mechanism etc., to jam or restrict movement
creating a potentially hazardous condition.
Engine/APU/system performance may deteriorate due to the presence of frozen contaminants

to blades, intakes and components. Also, engine operation may be seriously affected by the
ingestion of snow or ice, thereby causing engine stall or compressor damage. In addition,
ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces, etc.) due
to effects of cold fuel/structures, even in ambient temperatures above 0°C.
The procedures established by PASL for de-icing and/or anti-icing in accordance with
appropriate regulations are intended to ensure that the aeroplane is clear of contamination so
that degradation of aerodynamic characteristics or mechanical interference will not occur and,
following anti-icing to maintain the airframe in that condition during the appropriate holdover
time. The de-icing and/or anti-icing procedures should therefore include requirements,
including type-specific taking into account manufacturer’s recommendations and cover:
It is imperative, therefore, that any deposits adhering to a parked aeroplane are completely
removed (de-icing) and, if conditions exist for the formation of ice before take-off, the aeroplane
horizontal surfaces and controls are coated with an ice-preventing agent (anti-icing) which will
retain its effectiveness for the period between application and take-off (holdover time).
Specific procedures must be followed when ground de-icing and anti-icing is necessary. The
various local rules concerning aeroplane cold weather operations are specific and shall be
strictly adhered to.
A pilot shall not take-off in an aeroplane that has:
a) Deposits on engine inlets or fuselage surfaces in front of the engines;
b) Frost, snow or ice on any windshield or power plant installation or on airspeed, altimeter,
rate of climb or flight altitude instrument systems;
c) Snow, slush or ice on the wings, stabilisers or control surfaces, in gaps between the
airframe and control surfaces, or in gaps between control surfaces or any frost on the upper
surfaces of wings or stabilisers or control surfaces.

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The contamination check shall include the detection of clear ice and under-wing frost.
Flight into known or expected prolonged icing conditions shall be avoided.
Under certain meteorological conditions de-icing and/or anti-icing procedures may be

ineffective in providing sufficient protection for continued operations. Examples of these
conditions are freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping
OAT or any time when freezing precipitation with high water content is present. No Holdover
Time Guidelines exist for these conditions.
8.2.4.2 Definitions
Anti-Icing. The procedure that provides protection against the formation of frost or ice and
accumulation of snow on treated surfaces of the aeroplane for a limited period of time
(holdover time).
Anti-Icing code describes the quality of the treatment the aircraft has received and provides
information for determining the holdover time.
Anti-icing fluid. Anti-icing fluid includes but is not limited to the following:
i. Type I fluid if heated to min 60° C at the nozzle;
ii. Mixture of water and Type I fluid if heated to min 60°C at the nozzle;
iii. Type II fluid;
iv. Mixture of water and Type II fluid;
v. Type III fluid;
vi. Mixture of water and Type III fluid;
vii. Type IV fluid;
viii. Mixture of water and Type IV fluid.
NOTE: On uncontaminated aeroplane surfaces Type II, III and IV anti-icing fluids are normally
applied unheated.
Aquaplaning or hydroplaning is a situation where the tires of the aircraft are, to a large
extent, separated from the runway surface by a thin fluid film.
Braking action is a report on the conditions of the airport movement areas, providing pilots the
quality or degree of braking that may be expected. Braking action is reported in terms of: good,
medium to good, medium, medium to poor, poor, nil or unreliable.
Clear ice. A coating of ice, generally clear and smooth, but with some air pockets. It forms on
exposed objects, the temperature of which are at, below or slightly above the freezing
temperature, by the freezing of super-cooled drizzle, droplets or raindrops. See also (Cold
soak).
Cold soak: Even in ambient temperature between -2°C and at least +15°C, ice or frost can
form in the presence of visible moisture or high humidity if the aircraft structure remains at 0°C
or below. Anytime precipitation falls on a cold-soaked aircraft, while on the ground, clear icing

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may occur. This is most likely to occur on aircraft with integral fuel tanks, after a long flight at
high altitude. Clear ice is very difficult to visually detect and may break loose during or after
takeoff. The following can have an effect on cold soaked wings: Temperature of fuel in fuel
cells, type and location of fuel cells, length of time at high altitude flights, quantity of fuel in fuel
cells, temperature of refueled fuel and time since refueling.
Conditions conducive to aeroplane icing on the ground. Freezing fog, freezing
precipitation, frost, rain or high humidity (on cold soaked wings), mixed rain and snow and
snow.
Contamination. Contamination in this context is understood as all forms of frozen or semi-
frozen moisture such as frost, snow, slush, or ice.
Contamination check. Check of aeroplane for contamination to establish the need for de-
icing.
Contaminated runway: A runway is considered to be contaminated when more than 25% of
the runway surface area (whether in isolated areas or not) within the required length and width
being used is covered by the following:
 Surface water more than 3 mm (0.125 in) deep, or slush, or loose snow, equivalent to
more than 3 mm (0.125 in) of water; or
 Snow which has been compressed into a solid mass which resists further compression
and will hold together or break into lumps if picked up (compacted snow); or
 Ice, including wet ice
Damp runway: A runway is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance.
De-icing is a procedure by which frost, ice, slush or snow is removed from the aircraft in order
to provide clean surfaces. This may be accomplished by mechanical methods, pneumatic
methods, or the use of heated fluids.
De-icing company A subcontracted company to perform De-ice/anti-ice checks and
procedures with methods and procedures approved and checked by PASL by means of a
Quality Audit.
De/Anti-icing is a combination of the two procedures, de-icing and anti-icing, performed in one
or two steps.
A de-/anti-icing fluid, applied prior to the onset of freezing conditions, protects against the build
up of frozen deposits for a certain period of time, depending on the fluid used and the intensity
of precipitation. With continuing precipitation, holdover time will eventually run out and deposits
will start to build up on exposed surfaces. However, the fluid film present will minimize the
likelihood of these frozen deposits bonding to the structure, making subsequent de-icing much
easier.
Dew point is the temperature at which water vapor starts to condense.

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Dry runway: A dry runway is one which is neither wet nor contaminated, and includes those
paved runways which have been specially prepared with grooves or porous pavement and
maintained to retain (effectively dry) braking action, even when moisture is present.
Fluids (de-icing and anti-icing)
 De-icing fluids are:
a) Heated water
b) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075 specification)
c) Mixtures of water and Type I fluid
d) Non-Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with ISO 11078
specification)
e) Mixtures of water and Type II or IV fluid
NOTE: De-icing fluid is normally applied heated to ensure maximum efficiency.
 Anti-icing fluids are:
a) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075 specification)
b) Mixtures of water and Type I fluid
c) Non-Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with ISO 11078
specification)
d) Mixtures of water and Type II or IV fluid
NOTE: Anti-icing fluid is normally applied unheated on clean aircraft surfaces.
Freezing conditions are conditions in which the outside air temperature is below +3°C (37.4F)
and visible moisture in any form (such as fog with visibility below 1.5 km, rain, snow, sleet or
ice crystals) or standing water, slush, ice or snow is present on the runway.
Freezing fog (Metar code: FZFG) is a suspension of numerous tiny supercooled water
droplets which freeze upon impact with ground or other exposed objects, generally reducing
the horizontal visibility at the earth’s surface to less than 1 km (5/8 mile).
Freezing drizzle (Metar code: FZDZ) is a fairly uniform precipitation composed exclusively of
fine drops - diameter less than 0.5 mm (0.02 inch) - very close together which freeze upon
impact with the ground or other objects.
Freezing rain (Metar code: FZRA) is a precipitation of liquid water particles which freezes
upon impact with the ground or other exposed objects, either in the form of drops of more than
0.5 mm (0.02 inch) diameter or smaller drops which, in contrast to drizzle, are widely
separated.
Friction coefficient is the relationship between the friction force acting on the wheel and the
normal force on the wheel. The normal force depends on the weight of the aircraft and the lift of
the wings.

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Frost is a deposit of ice crystals that form from ice-saturated air at temperatures below 0°C
(32°F) by direct sublimation on the ground or other exposed objects. Hoar frost (a rough white
deposit of crystalline appearance formed at temperatures below freezing point) usually occurs
on exposed surfaces on a cold and cloudless night. It frequently melts after sunrise; if it does
not, an approved de-icing fluid should be applied in sufficient quantities to remove the deposit.
Generally, hoar frost cannot be cleared by brushing alone. Thin hoar frost is a uniform white
deposit of fine crystalline texture, which is thin enough to distinguish surface features
underneath, such as paint lines, markings, or lettering.
Glaze ice or rain ice is a smooth coating of clear ice formed when the temperature is below
freezing and freezing rain contacts a solid surface. It can only be removed by deicing fluid;
hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage
to the aircraft.
Ground Ice Detection System (GIDS). System used during aeroplane ground operations to
inform the ground crew and/or the flight crew about the presence of frost, ice, snow or slush on
the aeroplane surfaces.
Grooved runway: see dry runway.
Ground visibility: The visibility at an aerodrome, as reported by an accredited observer.
Hail (Metar code: GR) is a precipitation of small balls or pieces of ice, with a diameter ranging
from 5 to 50 mm (0.2 to 2.0 inches), falling either separately or agglomerated.
Holdover time is the estimated time anti-icing fluid will prevent the formation of frost or ice and
the accumulation of snow on the protected surfaces of an aircraft, under (average) weather
conditions mentioned in the guidelines for holdover time.
The ISO/SAE specification states that the start of the holdover time is from the beginning of the
anti-icing treatment.
Ice Pellets (Metar code PE) is a precipitation of transparent (sleet or grains of ice) or
translucent (small hail) pellets of ice, which are spherical or irregular, and which have a
diameter of 5 mm (0.2 inch) or less. The pellets of ice usually bounce when hitting hard ground.
Icing conditions may be expected when the OAT (on the ground and for takeoff) or when TAT
(in flight) is at or below 10°C, and there is visible moisture in the air (such as
clouds, fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or standing
water, slush, ice or snow is present on the taxiways or runways. (AFM definition)
Icy runway: A runway is considered icy when its friction coefficient is 0.05 or below.
Light freezing rain is a precipitation of liquid water particles which freezes upon impact with
exposed objects, in the form of drops of more than 0.5 mm (0.02 inch) which, in contrast to
drizzle, are widely separated. Measured intensity of liquid water particles are up to 2.5mm/hour
(0.10 inch/hour) or 25 grams/dm2/hour with a maximum of 2.5 mm (0.10 inch) in 6 minutes.
Lowest Operational Use Temperature (LOUT). The lowest temperature at which a fluid has
been tested and certified as acceptable in accordance with the appropriate aerodynamic

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acceptance test whilst still maintaining a freezing point buffer of not less than:
7° C for type II, III or IV de-/anti-icing fluids.
Non-Newtonian fluids have characteristics that are dependent upon an applied force. In this
instance it is the viscosity of Type II and IV fluids which reduces with increasing shear force.
The viscosity of Newtonian fluids depends on temperature only.
NOTAM is notice containing information concerning the establishment, condition or change in
any aeronautical facility, service, procedure or hazard, the timely knowledge of which is
essential to personnel concerned with flight operations.
One step de-/anti-icing is carried out with an anti-icing fluid, typically heated. The fluid used to
de-ice the aircraft remains on aircraft surfaces to provide limited anti-ice capability.
Post treatment check. An external check of the aeroplane after de-icing and/or anti-icing
treatment accomplished from suitably elevated observation points (e.g. from the de-icing
equipment itself or other elevated equipment) to ensure that the aeroplane is free from any
frost, ice, snow, or slush.
Pre-take-off check. An assessment, normally performed from within the flight deck, to validate
the applied holdover time.
Pre-take-off contamination check. A check of the treated surfaces for contamination,
performed when the hold-over-time has been exceeded or if any doubt exists regarding the
continued effectiveness of the applied anti-icing treatment. It is normally accomplished
externally, just before the commencement of the take-off run.
Precipitation: Liquid or frozen water that falls from clouds as rain, drizzle, snow, hail, or sleet.
Continuous: Intensity changes gradually, if at all.
Intermittent: Intensity changes gradually, if at all, but precipitation stops and starts at least once
within the hour preceding the observation.
Precipitation intensity is an indication of the amount of precipitation falling at the time of
observation. It is expressed as light, moderate or heavy. Each intensity is defined with respect
to the type of precipitation occurring, based either on rate of fall for rain and ice pellets or
visibility for snow and drizzle. The rate of fall criteria is based on time and does not accurately
describe the intensity at the time of observation.
Rain (Metar code: RA) is a precipitation of liquid water particles either in the form of drops of
more than 0.5 mm (0.02 inch) diameter or of smaller widely scattered drops.
Rime (a rough white covering of ice deposited from fog at temperature below freezing).
As the fog usually consists of super-cooled water drops, which only solidify on contact with a
solid object, rime may form only on the windward side or edges and not on the surfaces. It can
generally be removed by brushing, but when surfaces, as well as edges, are covered it will be
necessary to use an approved de-icing fluid.

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Saturation is the maximum amount of water vapor allowable in the air. It is about 0.5 g/m3 at -
30°C and 5 g/m3 at 0°C for moderate altitudes.
Shear force is a force applied laterally on an anti-icing fluid. When applied to a Type II or IV
fluid, the shear force will reduce the viscosity of the fluid; when the shear force is no longer
applied, the anti-icing fluid should recover its viscosity. For instance, shear forces are applied
whenever the fluid is pumped, forced through an orifice or when subjected to airflow. If
excessive shear force is applied, the thickener system could be permanently degraded and the
anti-icing fluid viscosity may not recover and may be at an unacceptable level.
SIGMET is an information issued by a meteorological watch office concerning the
occurrence, or expected occurrence, of specified en-route weather phenomena which may
affect the safety of aircraft operations.
Sleet is a precipitation in the form of a mixture of rain and snow. For operation in light sleet
treat as light freezing rain.
Slush is water saturated with snow, which spatters when stepping firmly on it. It is encountered
at temperature around 5° C.
Snow (Metar code SN): Precipitation of ice crystals, most of which are branched, starshaped,
or mixed with unbranched crystals. At temperatures higher than about -5°C (23°F), the crystals
are generally agglomerated into snowflakes.
(i) Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon
release; specific gravity: up to but not including 0.35. Dry snow is normally experienced
when temperature is below freezing and can be brushed off easily from the aircraft.
(ii) Wet snow: Snow which, if compacted by hand, will stick together and tend to or form a
snowball. Specific gravity: 0.35 up to but not including 0.5. Wet snow is normally
experienced when temperature is above freezing and is more difficult to remove from the
aircraft structure than dry snow being sufficiently wet to adhere.
(iii) Compacted snow: Snow which has been compressed into a solid mass that resists further
compression and will hold together or break up into chunks if picked up.
Specific gravity: 0.5 and over.
Snow grains (Metar code: SG) is a precipitation of very small white and opaque grains of ice.
These grains are fairly flat or elongated. Their diameter is less than 1 mm (0.04 inch).
When the grains hit hard ground, they do not bounce or shatter.
Snow pellets (Metar code: GS) is a precipitation of white and opaque grains of ice.
These grains are spherical or sometimes conical. Their diameter is about 2 to 5 mm (0.1 to 0.2
inch). Grains are brittle, easily crushed; they bounce and break on hard ground.
Supercooled water droplets is a condition where water remains liquid at negative Celsius
temperature. Supercooled drops and droplets are unstable and freeze upon impact.
Two step de-icing/anti-icing consists of two distinct steps. The first step (de-icing) is followed

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by the second step (anti-icing) as a separate fluid application. After de-icing a separate
overspray of anti-icing fluid is applied to protect the relevant surfaces, thus providing maximum
possible anti-ice capability.
Visibility: The ability, as determined by atmospheric conditions and expressed in units of
distance, to see and identify prominent unlit objects by day and prominent lit objects by night.
Visible moisture: Fog, rain, snow, sleet, high humidity (condensation on surfaces), ice crystals
or when taxiways and/or runways are contaminated by water, slush or snow.
Visual meteorological conditions: Meteorological conditions expressed in terms of visibility,
distance from cloud, and ceiling, equal to or better than specified minima.
Wet runway: A runway is considered wet when the runway surface is covered with water, or
equivalent, less than or equal to 3 mm or when there is sufficient moisture on the runway
surface to cause it to appear reflective, but without significant areas of standing water.
8.2.4.3 De / Anti-Icing awareness checklist. The Basic requirements
8.2.4.3.1 Applicable Legislation
8.2.4.3.1.1 Ice and Other Contaminants — Ground Procedures
a) PASL shall establish procedures to be followed when ground de-icing and anti-icing and
related inspections of the aeroplane(s) are necessary.
b) A commander shall not commence take-off unless the external surfaces are clear of any
deposit which might adversely affect the performance and/or controllability of the
aeroplane except as permitted in the Aeroplane Flight Manual.
8.2.4.3.1.2 Ice and Other Contaminants — Flight Procedures
(a)PASL shall establish procedures for flights in expected or actual icing conditions.
(b)A commander shall not commence a flight nor intentionally fly into expected or actual icing
conditions unless the aeroplane is certificated and equipped to cope with such conditions.
8.2.4.3.1.3 Responsibility
The PASL Techincal Engineer technically releasing the aircraft are responsible for the
performance and verification of the results of the de-/anti-icing treatment. The responsibility of
accepting the performed treatment lies, however, with the Commander. The transfer of
responsibility takes place at the moment the aircraft starts moving under its own power. The
Commander is also responsible to apply and maintain the Clean Aircraft Concept.

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8.2.4.4 De / Anti-Icing aircraft on ground: “When, Why and How”

8.2.4.4.1 Necessity
Icing conditions on ground can be expected when air temperatures approach or fall below
freezing and when moisture or ice occurs in the form of either precipitation or condensation.
Aircraft-related circumstances could also result in ice accretion, when humid air at
temperatures above freezing comes in contact with cold structure.
8.2.4.4.2 Clean Aircraft Concept
Any contamination of aircraft surfaces can lead to handling and control difficulties, performance
losses and/or mechanical damage. The Commander is responsible to ensure the clean aircraft
concept.
8.2.4.4.3 De-Icing
Are the conditions of frost, ice, snow or slush such that de-icing is required to provide clean
surfaces at engine start?
8.2.4.4.4 Anti-Icing
Is the risk of precipitation such that anti-icing is required to ensure clean surfaces at lift off?
8.2.4.4.5 Checks
The Technical Engineer personnel shall have enough information and adequate knowledge to
dispatch the aircraft?
8.2.4.4.6 General
a. Any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may
drastically affect its flying qualities because of reduced aerodynamic lift, increased drag,
modified stability and control characteristics. Furthermore, freezing deposits may cause moving
parts, such as elevators, ailerons, flap actuating mechanism etc., to jam and create a
potentially hazardous condition.engine/APU/ systems performance may deteriorate due to the
presence of frozen contaminants to blades, intakes and components. Also, engine operation
may be seriously affected by the ingestion of snow or ice, thereby causing engine stall or
compressor damage. In addition, ice/frost may form on certain external surfaces (e.g. wing
upper and lower surfaces, etc.) due to the effects of cold fuel/structures, even in ambient
temperatures well above 0° C.
b. The procedures established by PASL for de-icing and/or anti-icing in accordance with
appropriate regulations are intended to ensure that the aeroplane is clear of contamination so
that degradation of aerodynamic characteristics or mechanical interference will not occur and,
following anti-icing, to maintain the airframe in that condition during the appropriate holdover
time. The de-icing and/or anti-icing procedures should therefore include requirements,
including type-specific, taking into account manufacturer’s recommendations and cover:
(i) Contamination checks, including detection of clear ice and under-wing frost.
Note: limits on the thickness/area of contamination published in the AFM or other
manufacturers’ documentation should be followed;

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(ii) De-icing and/or anti-icing procedures including procedures to be followed if de-icing and/or
antiicing procedures are interrupted or unsuccessful;
(iii) Post treatment checks;
(iv) Pre take-off checks;
(v) Pre take-off contamination checks;
(vi) The recording of any incidents relating to de-icing and/or anti-icing; and
(vii) The responsibilities of all personnel involved in de-icing and/or anti-icing.
c. Under certain meteorological conditions de-icing and/or anti-icing procedures may be
ineffective in providing sufficient protection for continued operations. Examples of these
conditions are freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping
OAT or any time when freezing precipitation with high water content is present. No Holdover
Time Guidelines exist for these conditions.
8.2.4.4.7 Conditions Which Cause Aircraft Icing
Water is a well-known component of atmospheric air. Clear air includes water vapor in very
variable proportions according to air temperature (SAT or OAT). The maximum amount of
water vapor allowable in the air is about 0.5 g/m3 at - 30°C and 5 g/m3 at 0°C for moderate
altitudes. These limiting conditions are called saturation.
Any amount of water in excess of the saturation conditions will show under the form of water
drops or ice crystals. These form clouds.
Saturation conditions may be exceeded by two processes:
i. First, is the lifting of warm air. Air lifting may be produced by meteorological instability or
orography. Instability is associated with weather systems, perturbations or large amounts of
clouds. Orographic effect is due to wind blowing onto a mountain, hence lifting on the
exposed side.
ii. Second is the rapid cooling of the lower air layer during a night with clear sky.
In both of these conditions, the amount of water initially present in the air mass may be in
excess of the saturation conditions at the new (lower) temperature. Excess water precipitates
in the form of drops, droplets or ice crystals.
The icing phenomenon is due to the fact that water does not necessarily turn into ice just at, or
below 0°C.Water at negative Celsius temperature may remain liquid; then, it is called
supercooled. But supercooled drops and droplets are unstable. This means that they can
freeze all of a sudden if they hit, or are hit by, an object, especially if the object is at negative
temperature. That is the basic mechanism for aircraft icing.
Consequences of the above are the following:

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i. The range of OAT for icing is: slightly positive °C, down to -40°C; but severe icing rarely
occurs below -12°C. This can be translated into altitudes: at mid latitudes, altitudes where
severe icing is most likely to occur are around FL 100 down to the ground.
ii. Due to varying temperature conditions around the airframe, a slightly positive OAT does not
protect from severe icing.
iii. Accumulation of ice (icing) occurs on the «penetrating» or protruding parts of the airframe:
nose, wing or fin, or tailplane leading edges, engine intakes, antennas, hinges, etc.
iv. On ground, in addition to all types of precipitation (all types of snow, freezing rain), the full
airframe may get covered with frost. That almost systematically occurs overnight, if the sky
is clear and temperature gets around 0° C or below.
v. Most of the time, icing conditions does not last for long in the sky. This is why it is unsafe to
rely only on pilot reporting (PIREP or absence of PIREP) to detect icing conditions.
WEATHER CONDITIONS DICTATE THE “WHEN” OF THE “WHEN, WHY AND HOW” OF
AIRCRAFT DE / ANTI ICING 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. Frost occurs systematically when OAT is negative and sky is clear overnight.
To these weather conditions must be added further phenomena that can also result in aircraft
ice accretion on the ground:
8.2.4.4.8 Freezing Rain Conditions
Aircraft anti-icing fluids Hold Over Times have not been evaluated under moderate and heavy
freezing rain conditions.
Aircraft have not been certified to fly in freezing rain conditions. The ability of an aircraft to
continue to fly safely in these conditions is questionable.
Operation of an aircraft during freezing rain conditions should be avoided whenever possible.
8.2.4.4.9 Ice Pellet Conditions

Ice pellet conditions most often occur in conjunction with freezing rain.
The holdover time performance of an anti-icing fluid in the presence of ice pellets has not been
evaluated, but is expected to be extremely short.
If ice pellets fall after anti-icing fluid has been applied to the critical surfaces of an aircraft, the
fluid should be considered as failed.

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8.2.4.4.10 Snow Conditions
Snow Column Cells in the HOT Table Guidelines
a) The capability of anti icing fluid to tolerate a heavy snowfall rate has not been evaluated;
therefore holdover times for heavy snow conditions have not been generated.
b) In continuous heavy snow, operations should be suspended; holdover times are extremely
short and inspections of the surfaces cannot guarantee safety.
c) Operations during occasional heavy snow conditions will require that an inspection be
conducted immediately prior to take-off to ensure that contamination is not adhering to the
critical surfaces. This inspection is required irrespective of the time that has elapsed since
anti-icing occurred. Such an inspection can only be carried out when the applicable
moderate snow holdover time is a minimum of 20 minutes. There must be at least 5 minutes
of moderate snow holdover time remaining after the inspection has been accomplished. The
take-off needs to be initiated within five minutes of completion of the inspection. Further
delay after inspection should result in a return for deicing/anti-icing.
d) Type I fluid is particularly vulnerable to sudden failure and therefore must not be used as an
anti-icing fluid during heavy snow conditions.
e) During variable snow conditions the most conservative HOT Table cell time should be
utilized; that is, the lowest time.
8.2.4.4.11 Wind Effects
If an aircraft encounters conditions of high winds and blowing snow on the ground, it is possible
that aerodynamically quiet areas may become contaminated with snow. It may be difficult using
normal deicing/anti-icing inspection techniques to detect this condition. It is recommended that
specific additional inspections be conducted under such circumstances. It may be necessary to
extend the high lift devices to accomplish an inspection in this case.
8.2.4.4.12 Freezing Drizzle
The fluids provide greater protection for freezing drizzle than for freezing rain, but similar caution
should be exercised.
High winds or high taxi speeds can increase the effective precipitation rate for freezing drizzle.
Drizzle can also be very light such that it is almost imperceptible.
8.2.4.4.13 Cold Dry Snow Falling on a Cold Dry Wing
Conditions are encountered whereby cold dry snow is falling onto the cold wing of an aircraft.
The wind often causes the snow to swirl and move across the surface of the wing and it is
evident that the snow is not adhering to the wing surface. Under these circumstances the
application of deicing/anti-icing fluid to the wing of the aircraft would result in the snow sticking
to the fluid. Under such operational conditions it may not be prudent to apply fluids to the wing.
However, if snow has accumulated at any location on the wing surface it must be removed

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prior to take-off. It cannot be assumed that an accumulation of snow on a wing will “blow off”
during the take-off.
8.2.4.4.14 Hoarfrost
Hoarfrost is a uniform thin white deposit of fine crystalline texture, which forms on exposed
surfaces during below-freezing condition, calm, cloudless nights with the air at the surface
close to saturation but with no precipitation. The deposit is thin enough for surface features
underneath, such as paint lines, markings and lettering, to be distinguished.
8.2.4.4.15 Frost on the Fuselage
Despite the requirement to clean contamination from critical surfaces, it is acceptable for
aircraft, including those with aft fuselage mounted engines, to take off when hoarfrost is
adhering to the upper surface of the fuselage if it is the only remaining contaminant, provided
all vents and ports are clear.
8.2.4.4.16 Rain
8.2.4.4.16.1 Rain on a Cold Soaked Wing
Cold soaking derives largely from fuel stored in a wing for an extended period of time at high
altitude; which often results in the aircraft arriving at an airport with the wings at a below freezing
temperature. When rain or warm humid conditions are present at the destination airport ice tends
to form on the wing upper surface. There may also be an accumulation of ice at the wing’s cold
corner. In addition, there may also be substantial frost or ice forming under the wing. Under such
conditions careful checks should be made because this type of ice is often difficult to identify; the
wing may only appear to be wet.
8.2.4.4.17 Estimating Precipitation Rate
8.2.4.4.17.1 Snowfall rate

The meteorological approach to estimating snow rate has always been based on visibility
alone. Scientific research has indicated that the use of visibility in snow as the sole criteria for
establishing snowfall rate/intensity is invalid. The evidence indicates that a visibility and
temperature pair needs to be used for establishing more accurate snowfall rates. The highest
snowfall rates occur near 0ºC.
It has also been determined that during night snowfall conditions for the same snowfall rate,
visibility is about twice as good as it is during the day. This factor must also be considered in
estimating the snowfall rate.
The relationship between visibility and snowfall intensity was analyzed and documented by
Transport Canada visibility in snow vs. snowfall rates chart.

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Visibility in Snow vs. Snowfall Intensity
Temperature Range Visibility in Snow (Statute Miles)

Lighting
°C °F Heavy Moderate Light Very Light
-1 and above 30 and above 1St >1 to 2½ >2½ to 4 >4

Darkness
Below -1 Below 30 =3/4 >3/4 to 1½ >1½ to 3 >3
-1 and above 30 and above =½ >½ to 1½ >1½ to 3 >3

Daylight
Below -1 Below 30 =3/8 >3/8 to 7/8 >7/8 to 2 >2
Example: based upon the 2004 Transport Canada visibility in snow vs. snowfall intensity chart,
assume that the daytime visibility in snowfall is 1 statute mile and that the temperature is -7ºC.
Using the “visibility in snow vs. snowfall intensity chart”, we conclude that the snowfall rate is
light. This snowfall rate will be used to determine which HOT Guideline value is appropriate for
the fluid in use.
8.2.4.4.17.2 Precipitation rates for other than snow
Meteorological reports of precipitation rates for the airport of operation may be the best source
of information for forms of precipitation other than snow.
Meteorologists report light freezing drizzle (-ZR) for a wide range of precipitation rates.
The pilot alone has no way to measure or otherwise reasonably judge what the freezing drizzle
precipitation rate is other than to receive information about the measurements taken by
qualified meteorological persons.
This measurement report will imply a rather wide range of possible precipitation rates. The
worst case rate must be assumed. That is, the highest precipitation rate must therefore be
assumed, and hence the lowest HOT value in freezing drizzle cell, for the conditions, should be
chosen.
Likewise for light freezing rain the meteorologist reports would imply a rather wide range of
precipitation values for the condition from 1.2 to 2.5 mm/hr. Again the lowest time value in the
HOT cell for the conditions, corresponding to the highest rate, should be chosen.
8.2.4.5 Aircraft-Related Conditions
The concept of icing is commonly associated only with exposure to inclement weather.
However, even if the OAT is above freezing point, ice or frost can form if the aircraft structure
temperature is below 0° C (32° F) and moisture or relatively high humidity is present.

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With rain or drizzle falling on sub-zero structure, a clear ice layer can form on the wing upper
surfaces when the aircraft is on the ground. In most cases this is accompanied by frost on the
underwing surface
8.2.4.6 Checks to Determine the Need to De-ice/Anti-ice
8.2.4.6.1 The Clean Aircraft Concept
Why de-ice/anti-ice on ground? The aircraft performance is certified based upon an

uncontaminated or clean structure. If the clean aircraft concept were not applied, ice, snow or
frost accumulations would disturb the airflow, affect lift and drag, increase weight and result in
deterioration.
Aircraft preparation for service begins and ends with a thorough inspection of the aircraft
exterior. The aircraft, and especially its surfaces providing lift, controllability and stability, must
be aerodynamically clean.
OTHERWISE, SAFE OPERATION IS NOT POSSIBLE.
An aircraft ready for flight must not have ice, snow, slush or frost adhering to its critical flight
surfaces (wings, vertical and horizontal stabilizers and rudder).
Nevertheless, a frost layer less than 3mm (1/8 inch) on the underside of the wings, in the
area of fuel tanks, has been accepted by the Airworthiness Authorities without effect on
takeoff performance, if it is caused by cold fuel (low fuel temperature, OAT more than
freezing and high humidity).
Otherwise take off is forbidden even if small amounts of frozen contamination adhered
to the aircraft’s critical surfaces.
Also a thin layer of rime (thin hoar-frost) or a light coating of powdery (loose) snow is
acceptable on the upper surface of the fuselage.
Refer to Flight Crew Operating Manual:
SUPPLEMENTARY TECHNIQUES
Adverse weather
- Cold weather
8.2.4.6.2 External inspection
An inspection of the aircraft must visually cover all critical parts of the aircraft and be performed
from points offering a clear view of these parts.
In particular, these parts include:
a) Wing surfaces including leading edges,

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b) Horizontal stabilizer upper and lower surface,

c) Vertical stabilizer and rudder,
d) Fuselage,
e) Air data probes,
f) Static vents,
g) Angle-of-attack sensors,
h) Control surface cavities,
i) Engines,
j) Generally intakes and outlets,
k) Landing gear and wheel bays.
8.2.4.6.2.1 Clear ice phenomenon

Under certain conditions, a clear ice layer or frost can form on the wing upper surfaces when
the aircraft is on the ground. In most cases, this is accompanied by frost on the underwing
surface. Severe conditions occur with precipitation, when sub-zero fuel is in contact with the
wing upper surface skin panels. The clear ice accumulations are very difficult to detect
from ahead of the wing or behind during walk-around, especially in poor lighting and when the
wing is wet. The leading edge may not feel particularly cold.
The clear ice may not be detected from the cabin either because wing surface details show
through.
The following factors contribute to the formation intensity and the final thickness of the clear ice
layer:
i. Low temperature of fuel that was added to the aircraft during the previous ground stop
and/or the long airborne time of the previous flight, resulting in a situation that the
remaining fuel in the wing tanks is below 0° C.
ii. Abnormally large amount of remaining cold fuel in wing tanks causing the fuel level to be
in contact with the wing upper surface panels as well as the lower surface, especially in
the wing tank area.
iii. Temperature of fuel added to the aircraft during the current ground stop, adding
(relatively) warm fuel can melt dry, falling snow with the possibility of re-freezing.
iv. Drizzle/rain and ambient temperatures around 0°C on the ground is very critical. Heavy
freezing has been reported during drizzle/rain even at temperatures of 8 to 14°C (46 to
57°F).
v. The areas most vulnerable to freezing are:
vi. The wing root area between the front and rear spars,

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vii. Any part of the wing that contains unused fuel after flight,
viii. The areas where different wing structures are concentrated (a lot of cold metal), such as
areas above the spars and the main landing gear doubler plate.
8.2.4.6.2.2 General checks
A recommended procedure to check the wing upper surface is to place high enough steps as
close as possible to the leading edge and near the fuselage, and climb the steps so that the
Technical Engineer can touch a wide sector of the tank area by hand. If clear ice is detected,
the wing upper surface should be de-iced and then re-checked to ensure that all ice deposits
have been removed.
IT MUST ALWAYS BE REMEMBERED THAT BELOW A SNOW / SLUSH / ANTI-ICING
FLUID LAYER THERE CAN BE CLEAR ICE.
During checks on ground, electrical or mechanical ice detectors should only be used as a
back-up advisory. They are not a primary system and are not intended to replace physical
checks.
Ice can build up on aircraft surfaces when descending through dense clouds or precipitation
during an approach.
When ground temperatures at the destination are low, it is possible that, when flaps are
retracted, accumulations of ice may remain undetected between stationary and moveable
surfaces. It is, therefore, important that these areas are checked prior to departure and any
frozen deposits removed.
Under freezing fog conditions, it is necessary for the rear side of the fan blades to be checked
for ice build-up prior to start-up. Any discovered deposits should be removed by directing air
from a low flow hot air source, such as a cabin heater, onto the affected areas.
When slush is present on runways, inspect the aircraft when it arrives at the ramp for slush/ice
accumulations. If the aircraft arrives at the gate with flaps in a position other than fully
retracted, those flaps which are extended must be inspected and, if necessary, de-iced before
retraction.
As mentioned above, the Flight Crew Operating Manual allows takeoff with a certain amount of
frost on certain parts of the aircraft (a frost layer less than 3mm (1/8 inch) on the underside of
the wings, in the area of fuel tanks and a thin layer of rime or a light coating of powdery (loose)
snow on the upper surface of the fuselage.)
This allowance exists to cope mainly with cold fuel, and humid conditions not necessarily linked
to winter operations. However, when the aircraft need to be de-iced, these areas must be
also de-iced.
It is important to note that the rate of ice formation is considerably increased by the presence of
an initial depth of ice. Therefore, if icing conditions are expected to occur along the taxi and
takeoff path, it is necessary to ensure that all ice and frost is removed before flight. This
consideration must increase flight crew awareness to include the condition of the taxiway,
runway and adjacent areas, since surface contamination and blown snow are potential causes
for ice accretion equal to natural precipitation.

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8.2.4.7 Responsibility: The De-Icing/Anti-Icing Decision

8.2.4.7.1 De-Icing/Anti-Icing Company responsibility.
The information report (de-icing/anti-icing code) given to the cockpit is a part of the technical
airworthiness of the aircraft. The subcontracted agent is responsible for the performance and
verification of the results of the de/anti-icing treatment. The responsibility of accepting the
performed treatment lies, however, with the Commander.
8.2.4.7.2 Operational responsibility.
The general transfer of operational responsibility takes place at the moment the aircraft starts
moving by its own power.
8.2.4.7.3 De-Icing/Anti-Icing ground crew decision.
When called upon the responsible ground crew member should be clearly nominated. He
should check the aircraft for the need to de-ice. He will, base on his own judgement, initiate de-
/anti-icing, if required, and he is responsible for the correct and complete de-icing and/or anti-
icing of the aircraft.
8.2.4.7.4 Commander’s Decision
As the final decision rests with the Commander, his request will supersede the ground crew
member’s judgement not to de-ice.
As the Commander is responsible for the anti-icing condition of the aircraft during ground
maneuvering prior to takeoff, he can request another anti-icing application with a different
mixture ratio to have the aircraft protected for a longer period against accumulation of
precipitation. Equally, he can simply request a repeat application.
Therefore, the Commander should take into account forecasted or expected weather
conditions, taxi conditions, taxi times, holdover time and other relevant factors. The
Commander must, when in doubt about the aerodynamic cleanliness of the aircraft, perform (or
have performed) an inspection or simply request a further de-/anti-icing.
Even when responsibilities are clearly defined and understood, sufficient communication
between flight and ground crews is necessary.
Any observation considered valuable should be mentioned to the other party to have
redundancy in the process of decision making.
8.2.4.8 Communications
During off-gate de-icing/anti-icing a two-way communication between flight crew and de-
icing/anti-icing operator/supervisor must be established prior to the de-icing/anti-icing
treatment. This shall be done either by intercom or by VHF radio. In case VHF is used, the
register or "tail number" of the aeroplane instead of flight number must be used during all
communications. During treatment all necessary information to the Flight Deck must be given
by this means (Beginning of treatment, treatment of sections requiring de-activation of
aeroplane systems, anti-icing code, etc.). Contact with flight crew may be closed after anti-icing
code and readiness for taxi-out has been announced.

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When an off-gate de-icing/anti-icing area is entered by taxiing, sufficient taxi and stopping
guidance must be arranged, or marshaller assistance must be provided. In such cases radio
contact must be established the signs with clearly marked operation frequency must be visible
from the Flight Deck before entering the de-icing/anti-icing area.
The de-icing/anti-icing operator together with the aerodrome authorities must publish all
necessary information and procedures in respect of operating at the off-gate site by NOTAM
and/or Navtech Guide. This information shall include the location of, and standard taxi routeing
to, the de-icing/anti-icing area, with means to coordinate the de-icing/anti-icing operation,
means to communicate before and during the de-icing/anti-icing operation and information
about taxi and stopping guidance.
Standard communication terminology during off-gate de-icing/ anti-icing procedures:

De-Icing: "Set parking-brakes, confirm aeroplane is ready for treatment, inform any special
requests."
After aeroplane is configured for treatment:

Flight Deck: "Brakes are set, you may begin treatment and observe ...... (any special requests
like: ice under wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear, anti-
ice with type IV fluid, etc.)".
De-Icing: "We begin treatment now and observe ........... (special request given, like "ice under
wing", etc.). I will call you back when ready".
Only after equipment is cleared from aeroplane and all checks are made:
De-Icing: "De-icing/anti-icing completed, anti-icing code is: ............ (plus any additional info
needed). I am disconnecting, standby for clear signal at right/left and/or contact ground/tower
for taxi clearance."
Flight Deck: "De-icing/anti-icing completed, anti-icing code is...... ".
The following information shall be recorded and be communicated to the flight crew by referring
to the last step of the procedure and in the sequence provided below:
a) The fluid type; i.e. Type I, II, IV;
b) The concentration of fluid within the fluid/water mixture, expressed as a percentage by

volume;
c) The local time (hours/minutes) at the beginning of the final de-icing/anti-icing step;
d) The date (written: day, month, and year);
e) The complete name of the anti-icing fluid (so called "brand name").
Transmission of elements a), b), and c) to the flight crew confirms that a post de-icing/anti-icing
check was completed and the aeroplane is clean.

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If two different companies are involved in the de-icing/anti-icing treatment and post de-
icing/anti-icing check, it must be ensured that the Anti-Icing Code is not given before this check
is completed.
EXAMPLE
A de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of a type II fluid
and 25% water, commencing at 13:35 local time on 20 February2009, is recorded as follows:
TYPE II/75 13:35 (20 FEB 2009) ("complete name of anti-icing fluid")
8.2.4.8.1 Before Aeroplane Treatment
When the aeroplane is to be treated with the flight crew on board, the flight and ground crews
should confirm the fluid to be used, the extent of treatment required, and any aeroplane type
specific procedure(s) to be used. Any other information needed to apply the HOT tables should
be exchanged.
BEFORE FLUID APPLICATION STARTS, THE COMMANDER SHALL BE REQUESTED TO
CONFIGURE THE AIRCRAFT FOR DE-ICING / ANTI-ICING (SURFACES, CONTROLS AND
SYSTEMS, AS PER AIRCRAFT TYPE REQUIREMENTS.
(REFER TO FCOM)
COMMANDER SHALL BRIEF THE PURSER THAT DE-ICE / ANTI-ICE WILL TAKE PLACE.
PURSER SHALL MAKE AN ANNOUNCEMENT EXPLAINING TO PASSENGERS THAT DE-
ICE / ANTI ICE WILL TAKE PLACE.
The de-icing crew shall wait for confirmation that this has been completed before commencing
the treatment.
For treatments carried out without the flight crew present, a suitably qualified individual shall be
nominated by PASL to confirm the treatment required and to confirm correct configuration of
the aircraft. Any other information needed to apply the HOT tables should be exchanged.
8.2.4.9 Ice and Other Contaminants Procedures
8.2.4.9.1 Procedures to de-Ice and Anti-Ice an Aircraft
When aircraft surfaces are contaminated by frozen moisture, they must be de-iced prior to
dispatch.
When freezing precipitation exists and there is a risk of precipitation adhering to the surface
at the time of dispatch, aircraft surfaces must be anti-iced.
If both anti-icing and de-icing are required, the procedure may be performed in one or two
steps.
The selection of a one or two step process depends upon weather conditions, available
equipment, available fluids and the holdover time required to be achieved.
When a large holdover time is expected or needed, a two-step procedure is recommended,

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using undiluted fluid for the second step.

8.2.4.9.1.1 De-Icing
Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids or mechanical
methods.
For maximum effect, fluids shall be applied close to the aircraft surfaces to minimize heat loss.
Different methods to efficiently remove frost, snow, and ice are described in detail in the ISO
method specification.
8.2.4.9.1.1 General De-Icing Fluid Application Strategy
THE FOLLOWING GUIDELINES DESCRIBE EFFECTIVE WAYS TO REMOVE SNOW AND

ICE.
Wings/horizontal stabilizers: Spray from the tip towards the root, from the highest point of the
surface camber to the lowest.
Vertical surfaces: Start at the top and work downward.
Fuselage: Spray along the top centerline and then outboard; avoid spraying directly onto
windows.
Landing gear and wheel bays: Keep application of de-icing fluid in this area to a minimum.
It may be possible to mechanically remove accumulations such as blown snow. However,
where deposits have bonded to surfaces they can be removed using hot air or by carefully
spraying with hot de-icing fluids. It is not recommended to use a high-pressure spray.
Engines: Deposits of snow should be mechanically removed (for example using a broom or
brush) from engine intakes prior to departure. Any frozen deposits, that may have bonded to
either the lower surface of the intake or the fan blades, may be removed by hot air or other
means recommended by the engine manufacturer.
8.2.4.9.1.3 Anti-icing
Applying anti-icing protection means that ice, snow or frost will, for a period of time, be
prevented from adhering to, or accumulating on, aircraft surfaces. This is done by the
application of anti-icing fluids.
Anti-icing fluid should be applied to the aircraft surfaces when freezing rain, snow or
other freezing precipitation is falling and adhering at the time of aircraft dispatch.
For effective anti-icing protection, an even film of undiluted fluid is required over the aircraft
surfaces which are clean or which have been de-iced.
For maximum anti-icing protection undiluted, unheated Type II or IV fluid should be used. The
high fluid pressures and flow rates normally associated with de-icing are not required for this
operation and, where possible, pump speeds should be reduced accordingly. The nozzle of the
spray gun should be adjusted to give a medium spray.

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The anti-icing fluid application process should be as continuous and as short as possible.
Anti-icing should be carried out as near to the departure time as is operationally possible, in
order to maintain holdover time. In order to control the uniformity, all horizontal aircraft surfaces
must be visually checked during application of the fluid. The required amount will be a visual
indication of fluid just beginning to drip off the leading and trailing edges.
Most effective results are obtained by commencing on the highest part of the wing section and
covering from there towards the leading and trailing edges. On vertical surfaces, start at the top
and work down.
The following surfaces should be protected by anti-icing:
 Wing upper surface,
 Horizontal stabilizer upper surface,
 Vertical stabilizer and rudder,
 Fuselage depending upon amount and type of precipitation.
Type I fluids have limited effectiveness when used for anti-icing purposes. Little benefit
is gained from the minimal holdover time generated.
When an aeroplane is anti-iced and a longer holdover time is needed/desired, the use of
a less diluted Type II or Type IV fluid should be considered.
8.2.4.9.2 Limits and precautions
CAUTION:
UNDER NO CIRCUNSTANCES CAN AN AIRCRAFT THAT HAS BEEN ANTI-ICED
RECEIVE A FURTHER COATING OF ANTI-ICING FLUID DIRECTLY ON TOP OF THE
EXISTING FILM.
In continuing precipitation, the original anti-icing coating will be diluted at the end of the
holdover time and re-freezing could begin. Also a double anti-ice coating should not be applied
because the flow-off characteristics during takeoff may be compromised.
CAUTION:
DURING THE ANTI-ICING/DE-ICING AND WASHING PROCEDURES, MAKE SURE THAT
THE HOT WATER OR HOT WATER/FLUID MIXTURES DO NOT CAUSE THE
TEMPERATURE OF THE AIRCRAFT SKIN TO INCREASE TO MORE THAN +70 C.
CAUTION:
DO NOT USE JET EXHAUST TO REMOVE SNOW OR ICE FROM THE AIRFRAME.
THE HIGH PRESSURE AND HIGH TEMPERATURE OF JET EXHAUST CAN CAUSE

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DAMAGE TO THE AIRCRAFT.

Some Type IV fluids may, over a period of time under certain low humidity conditions, thicken
and affect the aerodynamic performance of the fluid during subsequent takeoff. If gel residues
of Type IV fluids are found at departure, the surface must be cleaned and reprotected as
necessary.
Should it be necessary for an aircraft to be re-protected prior to the next flight, the external
surfaces must first be de-iced with a hot fluid mix before a further application of anti-icing fluid
is made.
The aircraft must always be treated symmetrically - the left hand and right hand sides (e.g. left
wing/right wing) must receive the same and complete treatment.
CAUTION:
DO NOT APPLY ANTI-ICING/DE-ICING FLUID WITH A SPRAY GUN IN THE ENGINE
INLET. THE DEICING FLUID CAN CAUSE CONTAMINATION OF THE AIRFOILS AND
OTHER COMPONENTS OR DETERIORATION OF THE ENGINE PERFORMANCE.
Engines are usually not running or are at idle during treatment. Air conditioning should be
selected OFF. The APU may be run for electrical supply but the bleed air valve should be
closed.
All reasonable precautions must be taken to minimize fluid entry into engines, other intakes /
outlets and control surface cavities.
Do not spray de-icing / anti-icing fluids directly onto exhausts or thrust reversers.
CAUTION:
DO NOT APPLY ANTI-ICING/DE-ICING FLUID IN:
- THE AIR INTAKES AND EXHAUST OF THE ENGINES OR APU
- THE AIR OUTLET OF THE OUTFLOW VALVES
- ALL OTHER AIR INTAKES OR OUTLETS.
De-icing / anti-icing fluid should not be directed into the orifices of pitot heads, static vents
or directly onto angle-of-attack sensors.
Do not direct fluids onto flight deck or cabin windows because this can cause cracking of
acrylics or penetration of the window sealing.
All doors and windows must be closed to prevent:
 Galley floor areas being contaminated with slippery de-icing/anti-icing fluids
 Upholstery becoming soiled.
Any forward area from which fluid may blow back onto windscreens during taxi or subsequent
takeoff should be free of fluid residues prior to departure. If Type II or IV fluids are used, all
traces of the fluid on flight deck windows should be removed prior to departure, with particular

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attention being paid to windows fitted with wipers.

De-icing/anti-icing fluid can be removed by rinsing with clear water and wiping with a soft cloth.
Do not use the windscreen wipers for this purpose. This will cause smearing and loss of
transparency.
Landing gear and wheel bays must be kept free from build-up of slush, ice or accumulations
of blown snow.
Do not spray de-icing fluid directly onto hot wheels or brakes.
CAUTION:
BEFORE COMMENCING THE ANTI-ICING/DE-ICING PROCEDURE, THE PROTECTION
(SHEET MATERIAL) SHOULD ALWAYS BE PLACED ON THE BRAKE UNITS.
ANTI-ICING/DE-ICING FLUID CAN CAUSE CORROSION.
When removing ice, snow or slush from aircraft surfaces, care must be taken to prevent it
entering and accumulating in auxiliary intakes or control surface hinge areas, i.e. remove
snow from wings and stabilizer surfaces forward towards the leading edge and remove from
ailerons and elevators back towards the trailing edge.
Do not close any door until all ice has been removed from the surrounding area.
CAUTION:
DO NOT TRY TO OPERATE ANY OF THE FLIGHT CONTROL SURFACES IF THERE IS
ICE ON THEM. IF DONE, DAMAGE CAN BE CAUSED TO THE SYSTEM.
SMALL SURFACE MOVEMENT IS PERMITTED AT HYDRAULIC POWER-UP OF

AIRCRAFT
A functional flight control check using an external observer may be required after deicing /
anti-icing. This is particularly important in the case of an aircraft that has been subjected to an
extreme ice or snow covering.

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8.2.4.9.3 Aircraft no Spray Zones
8.2.4.10 De-Ice / Anti-Ice in a Heated Hangar

If due to operational conditions the De-Ice / Anti-Ice Company choose to anti-ice the aircraft
while the aircraft remains in a heated hangar. This is one way to reduce the consumption of
deicing fluid and to minimize the environmental impact of deicing.
The period of time after Type IV fluid application and the air temperature in the hangar both
have an effect on the ability of the fluid to protect the aircraft when it is pulled out of the hangar
and into freezing/frozen precipitation.
The HOT Value for a fluid is based largely upon the fluid’s thickness on the surface. The fluid
thickness varies with time and temperature. Therefore, the holdover time clock must be started
at the time of first application of anti-icing fluid onto a clean wing. It may not be started when
the aircraft is first exposed to frozen precipitation.
8.2.4.11 Anti-icing code
(a) PASL procedures shall include an anti-icing code, which indicates the treatment the
aeroplane has received. This code provides the flight crew with the minimum details
necessary to estimate a holdover time (see para 5 below) and confirms that the aeroplane
is free of contamination.
(b) The procedures for releasing the aeroplane after the treatment should therefore provide the
Commander with the anti-icing code.
(c) Anti-icing Codes to be used (examples):
i. ”Type I“ at (start time) – To be used if anti-icing treatment has been performed with a
Type I fluid;

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ii. ”Type II/100“ at (start time) – To be used if anti-icing treatment has been performed with
undiluted
iii. Type II fluid;
iv. ”Type II/75“ at (start time) – To be used if anti-icing treatment has been performed with
a mixture of 75% Type II fluid and 25% water;
v. ”Type IV/50“ at (start time) – To be used if anti-icing treatment has been performed
with a mixture of 50% Type IV fluid and 50% water.
AEA Type II / 75 / 16:43 local / FRA 28 DEC 03
AEA Type II : Type of fluid used

: Percentage of fluid used/water mixtures by volume 75% fluid 25% water
16:43 : Local time of start of last application
28 DEC 03 : Date
ISO Type I / 50:50 / 06.30 UTC / 28 DEC 03

: 50% fluid / 25% water
: Time (UTC) of start of last application
Note 1: When a two-step de-icing/anti-icing operation has been carried out, the Anti-Icing
Code is determined by the second step fluid. Fluid brand names may be included, if desired.
8.2.4.11.1 After Treatment
Before reconfiguring or moving the aeroplane, the flight crew should receive a confirmation
from the ground crew that all de-icing and/or anti-icing operations are complete and that all
personnel and equipment are clear of the aeroplane.
The aircraft shall not be dispatched for departure after a de-icing/anti-icing operation until the
Commander has been notified of the type of de-icing/anti-icing operation performed (Anti-icing
Code). The Anti-icing Code shall be provided by a qualified person at the completion of the
treatment, indicating that the checked surfaces are free of ice, frost, snow, and slush, and in
addition includes the necessary information to allow the Commander to estimate the holdover
time to be expected under the prevailing weather.
Before reconfiguring or moving the aeroplane, the flight crew should receive a confirmation
from the ground crew that all de-icing and/or anti-icing operations are complete and that all

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personnel and equipment are clear of the aeroplane.

Commander will fill the Technical log with the relevant information (see next page).
REMEMBER: UNCERTAINTY SHOULD NOT BE RESOLVED BY TRANSFERRING
RESPONSIBILITY. THE ONLY SATISFACTORY ANSWER IS CLEAR COMMUNICATION.
DON’T RELY ON SOMEONE ELSE TO HAVE DONE THE JOB, UNLESS IT IS CLEARLY
REPORTED AS HAVING BEEN DONE.
8.2.4.12 Pre takeoff check
The Commander continually monitors the environmental situation after the performed
treatment.
Prior to take-off he/she performs a pre-take-off check, which is an assessment whether the
applied HOT is still appropriate. This pre-take-off check includes, but is not limited to, factors
such as precipitation, wind and OAT.
If any doubt exists as to whether a deposit may adversely affect the aeroplane’s performance
and/or controllability characteristics, the Commander should require a pre-take-off
contamination check to be performed in order to verify that the aeroplane’s surfaces are free of
contamination. Special methods and/or equipment may be necessary to perform this check,
especially at night time or in extremely adverse weather conditions. If this check cannot be
performed just prior take-off, re- treatment should be applied.
When freezing precipitation exists, it may be appropriate to check aerodynamic surfaces just
prior to the aircraft taking the active runway or initiating the takeoff roll in order to confirm that
they are free of all forms of frost, ice and snow. This is particularly important when severe
conditions are experienced, or when the published holdover times have either been exceeded
or are about to run out.
When deposits are in evidence, it will be necessary for the de-icing operation to be repeated.
If the takeoff location cannot be reached within a reasonable time, and/or a reliable check of
the wing upper surface status cannot be made from inside the aircraft, consider a repeat
aircraft treatment.
If aircraft surfaces cannot adequately be inspected from inside the aircraft, it is desirable to
provide a means of assisting the flight crew in determining the condition of the aircraft.
The inspection should be conducted as near as practical to the beginning of the departure
runway.
CABIN CREW SHOULD CHECK SURFACES CONTAMINATION DURING ALL PRE-FLIGHT
PHASES BUT SPECIALY DURING TAXI BEFORE “CABIN READY “ SIGNAL TO THE
COCKPIT.
CABIN CREW IS RESPONSIBLE TO COMMUNICATE ANY SAFETY CRITICAL
INFORMATION IN RELATION TO SURFACE CONTAMINATION, TO THE FLIGHT CREW
AS SOON AS PRACTICABLE.

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WHEN RE-TREATMENT IS NECESSARY, ANY RESIDUE OF THE PREVIOUS

TREATMENT SHOULD BE REMOVED AND A COMPLETELY NEW DE-ICING/ANTI-ICING
TREATMENT APPLIED.
When airport configuration allows, it is desirable to provide de-icing/anti-icing and inspection of
aircraft near the beginning of departure runways to minimize the time interval between aircraft
de-icing / anti-icing and takeoff, under conditions of freezing precipitation
8.2.4.12.1 Pre-Take-off Contamination Check
A check of the critical surfaces for contamination. This check shall be performed when the
condition of the critical surfaces of the aeroplane cannot be effectively assessed by a pre-take-
off check or when the applied holdover time has been exceeded. This check is normally
performed from outside the aeroplane. The alternate means of compliance to a pre-take-off
contamination check is a complete de-icing/ anti-icing re-treatment of the aeroplane.
8.2.4.12.2 Ground Ice Detection System (GIDS)

PASL does not approve the use of GIDS as a sole mean of detection.
8.2.4.13 Ramp and Taxi Precautions
Icy conditions on the ramp/gate area mean that the push-back vehicle may not be able to
develop sufficient traction to push the aeroplane with engines running. In this case, after
completing checks down to engine start, have the aeroplane pushed back to a position from
which it can taxi forward before starting engines. Idle thrust may be sufficient to move the
aeroplane forward even though the parking brake is set.
Engine inlet ice can build-up during taxi and ground holding operations. Ice can form in engine
inlets at temperatures above +10°C with high humidity present during extensive ground holds
with the engines at idle. If visible moisture is present with a temperature below that specified in
the Operations Manual Part B, nacelle anti-ice systems must be selected ON after each engine
is started.
Ensure that probe and sensor heating systems are ON before taxiing.
Taxi slowly to avoid steering problems. Neither aeroplane nor ground vehicles are capable of
stopping quickly. Snow may cover the normal taxi markings. Be alert to the possibility of foreign
object damage (FOD) due to high snow banks in ramp areas or along narrow taxiways. Test
braking and steering capabilities frequently. Maintain a greater distance than normal from other
traffic to avoid jet-blast, which could adversely affect anti-ice treatment and/or blow
contaminants onto the aeroplane.
Engine thrust may need to be higher than normal to overcome the drag caused by slush or
snow. Changes should be made slowly and carefully to avoid blowing equipment and/or
contaminants into other aeroplane.
Flaps should be kept UP when taxiing through slush or standing water, with pre take-off checks
delayed until it is possible to lower flaps and select anti-skid ON.

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8.2.4.14 Take-off
a) General;
Take-off is prohibited if any of the following conditions exist:
i) Snow, ice or frost deposits are adhering to the wings, control surfaces, or engine nacelles
of the aeroplane;
i) Heavy fall of wet snow with ambient temperature around freezing point;
ii) Moderate or heavy freezing rain;
iii) The runway braking action is reported as "poor" (braking coefficient less than 0.25).
Observe appropriate performance limitations for take-off. Acceleration will be adversely

affected by slush or standing water on the runway, which cause significantly greater drag.
Be alert for conditions which could affect stopping and directional control should it become
necessary to abort.
Line up carefully and ensure that the nose wheel is straight, as skidding of an offset nose
wheel upsets directional control. Apply thrust slowly to prevent asymmetry, which would also
affect directional control.
During take-off roll maintain positive forward pressure on the nose wheel and use rudder for
directional control as soon as it becomes effective.
b) Rejected/Aborted Take-Off;
Directional control problems may be aggravated during an aborted take-off due to excessive
anti-skid cycling and/or individual wheels skidding. The rudder must be used as the primary
steering aid and, to regain directional control, be prepared to release wheel brakes, cancel
reverse thrust and re-select forward idle. Brakes should be re-applied when directional control
is regained. Do not "pump" the wheel brakes when the anti-skid system is ON.
c) Rotation Technique;
During take-off in poor weather conditions or in a contaminated runway situation, take-off roll
and rotation shall be equal to a normal take-off situation, holding light forward pressure and
using rudder and aileron to maintain directional control. Target pitch attitude shall be attained
using normal rotation rate of 2-3°/sec. This will ensure that any abnormal pitch-up tendency
due to possible residual contamination over the airfoil is detected early and the wing angle of
attack does not become higher than normal.
If pitch-up or lateral instability is experienced after lift-off, use elevator, rudder and aileron to
maintain the desired attitude. Apply maximum available thrust and use smooth continuous
control inputs to avoid over-controlling.

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 Do not allow further increase in pitch attitude until full lateral control has been regained.
 Select wing anti-ice systems ON as required.
8.2.4.15 Residues
Dried fluid residues occur when surfaces have been treated but the aeroplane has not
subsequently been flown and not been subject to precipitation. The fluid may than have dried
on the surfaces.
Repetitive application of thickened de-icing/anti-icing fluids may lead to subsequent

formation/build up of a dried residue in aerodynamically quiet areas, such as cavities and gaps.
This residue may re-hydrate if exposed to high humidity conditions, precipitation, washing, etc.,
and increase to many times its original size/volume. This residue will freeze if exposed to
conditions at or below 0°C. This may cause moving parts such as elevators, ailerons, and flap
actuating mechanisms to stiffen or jam in flight.
Re-hydrated residues may also form on exterior surfaces, which can reduce lift, increase drag
and stall speed.
Re-hydrated residues may also collect inside control surface structures and cause clogging of
drain holes or imbalance to flight controls.
Residues may also collect in hidden areas: around flight control hinges, pulleys, grommets, on
cables and in gaps.
8.2.4.16 Holdover Protection
a. Holdover protection is achieved by a layer of anti-icing fluid remaining on and protecting
aeroplane surfaces for a period of time.
With a one-step de-icing/anti-icing procedure, the holdover time (HOT) begins at the
commencement of de-icing/anti-icing. With a two-step procedure, the holdover time begins at
the commencement of the second (anti-icing) step. The holdover protection runs out:
i. At the commencement of take-off roll (due to aerodynamic shedding of fluid) or
ii. When frozen deposits start to form or accumulate on treated aeroplane surfaces, thereby
indicating the loss of effectiveness of the fluid.
b. The duration of holdover protection may vary subject to the influence of factors other than
those specified in the holdover time (HOT) tables. Guidance should be provided by the
technical Engineer to take account of such factors which may include:
i. Atmospheric conditions, e.g. exact type and rate of precipitation, wind direction and
velocity, relative humidity and solar radiation and
ii. The aeroplane and its surroundings, such as aeroplane component inclination angle,
contour and surface roughness, surface temperature, operation in close proximity to other
aeroplanes (jet or propeller blast) and ground equipment and structures.

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c. Holdover times are not meant to imply that flight is safe in the prevailing conditions if the
specified holdover time has not been exceeded. Certain meteorological conditions, such as
freezing drizzle or freezing rain, may be beyond the certification envelope of the aeroplane.
d. PASL shall publish in the Operations Manual the holdover times in the form of a table or
diagram to account for the various types of ground icing conditions and the different types
and concentrations of fluids used. However, the times of protection shown in these tables
are to be used as guidelines only and are normally used in conjunction with pre-take-off
check.
e. References to usable HOT tables may be found in the ‘AEA recommendations for de-/anti-
icing aircraft on the ground’.
These tables are reproduced in this manual and updated yearly.
8.2.4.16.1 Fluids
a. Type I fluid. Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to
which it is applied which, under certain weather conditions, gives a very limited holdover
time. With this type of fluid, increasing the concentration of fluid in the fluid/water mix does
not provide any extension in holdover time.
b. Type II and type IV fluids contain thickeners which enable the fluid to form a thicker liquid-
wetting film on surfaces to which it is applied. Generally, this fluid provides a longer holdover
time than Type I fluids in similar conditions. With this type of fluid, the holdover time can be
extended by increasing the ratio of fluid in the fluid/water mix.
c. Type III fluid: a thickened fluid intended especially for use on aeroplanes with low rotation
speeds.
d. Fluids used for de-icing and/or anti-icing should be acceptable to the Company and the
aeroplane manufacturer. These fluids normally conform to specifications such as SAE AMS
1424, 1428 or equivalent.
Use of non-conforming fluids is not recommended due to their characteristics not being
known.
Note: The anti-icing and aerodynamic properties of thickened fluids may be seriously
degraded by, for example, inappropriate storage, treatment, application, application
equipment and age.
Tables 1, 2 and 3 below provide an indication of the protection timeframe that could reasonably
be expected under precipitation conditions.
However, due to the many variables that can influence holdover times, these times should not
be considered as minimum or maximum, since the actual time of protection may be
extended or reduced, depending upon the particular conditions existing at the time.
The lower limit of the published time span is used to indicate the estimated time of protection
during heavy precipitation and the upper limit, the estimated time of protection during light
precipitation.

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Caution: The protection times represented in these tables will be shortened in severe weather
conditions. Heavy precipitation rates or high moisture content, high wind velocity and jet blast
may cause a degradation of the protective film. If these conditions occur, the protection time
may be shortened considerably. This is also the case when the aircraft skin temperature is
significantly lower than the outside air temperature.
The indicated times should, therefore, only be used in conjunction with a pretakeoff
check.
All de/anti-icing fluids following the specifications mentioned below are approved for all
BOEING aircraft:
• Type I : SAE AMS 1424 standard
• Type II : SAE AMS 1428 standard
• Type IV : SAE AMS 1428C standard
The list of approved fluids is given in AMM 12.31
8.2.4.17 Post De-icing Check

When de-icing has been completed a careful inspection must be carried out by a trained and
qualified person in accordance with the manufacturer's recommendations. This is to confirm
that flying and control surfaces have been cleared, hinge slots, static vents, intakes and drain
holes are free of any obstruction and control surfaces and linkages move through the full
range.
Any contamination found shall be removed by further de-icing/anti-icing treatment and the
check shall be repeated.
8.2.4.18 Pre-Take-off Check
The Commander shall continually monitor the environmental situation after the performed de-
icing/ anti-icing treatment. Prior to take-off he shall assess whether the applied holdover time is
still appropriate. This check is normally performed from inside the Flight Deck.
8.2.5 METEOROLOGIC CONDITIONS FOR WHICH THE HOT GUIDELINES ARE NOT
APPLICABLE
The HOT Guidelines do not include guidelines for all meteorological conditions. The conditions
not covered are generally expected to result in short times of protection; they include:
1. Ice Pellets;
2. Snow pellets;
3. Hail;
4. Freezing Rain;

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5. Ice Pellet Conditions; and

6. Heavy Snow Conditions.
CAUTION
Operations should be stopped when these conditions exist.
Additionally, aircraft are NOT certified for flight in freezing rain conditions.
8.2.5.1 SAE TYPE I HOT TABLE
Table 1
SAE TYPE I FLUID HOLDOVER GUIDELINES
NOTES
1 To use these times, the fluid must be heated to a minimum temperature providing 60°C
(140°F) at the nozzle and an average rate of at least 1 litre/m2 (2 gal./100 sq. ft.) must be
applied to deiced surfaces, OTHERWISE TIMES WILL BE SHORTER.
2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail.
3 Type I Fluid / Water Mixture is selected so that the freezing point of the mixture is at least 10°C
(18°F) below outside air temperature.
4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
5 Ensure that the lowest operational use temperature (LOUT) is respected.

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6 Use light freezing rain holdover times in conditions of light snow mixed with light rain.
CAUTIONS
 The only acceptable decision-making criterion, for takeoff without a pre-takeoff

contamination inspection, is the shorter time within the applicable holdover time table
cell.
 The time of protection will be shortened in heavy weather conditions, heavy

precipitation rates, or high moisture content.
 High wind velocity or jet blast may reduce holdover time.
 Holdover time may be reduced when aircraft skin temperature is lower than outside air
temperature.
 Fluids used during ground deicing/anti-icing do not provide in-flight icing protection
8.2.5.1.2 SAE TYPE II HOT TABLE
Table 2
SAE TYPE II FLUID HOLDOVER GUIDELINES FOR WINTER 2009-20101
NOTES
1 Based on the lowest holdover times
2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail.
3 These holdover times only apply to outside air temperatures to -10°C (14°F) under freezing
drizzle and light freezing rain.
4 Use light freezing rain holdover times if positive identification of freezing drizzle is not

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possible.
5 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of
Type I when Type II fluid cannot be used.
6 Use light freezing rain holdover times in conditions of light snow mixed with light rain.
CAUTIONS

contamination inspection, is the shorter time within the applicable holdover Time table
cell.

 Holdover time may be reduced when aircraft skin temperature is lower than outside air
temperature.
 Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
8.2.5.1.3 SAE TYPE IV HOT TABLE
Table 3
SAE TYPE IV FLUID HOLDOVER GUIDELINES FOR WINTER 2009-20101
NOTES
1. Based on the lowest holdover times.

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2. Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail.
3. These holdover times only apply to outside air temperatures to -10°C (14°F) under freezing
drizzle and light freezing rain.
4. Use light freezing rain holdover times if positive identification of freezing drizzle is not
possible.
5. Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of
Type I when Type IV fluid cannot be used.
6. Use light freezing rain holdover times in conditions of light snow mixed with light rain.
CAUTIONS

contamination inspection, is the shorter time within the applicable holdover time
table cell.

 Holdover time may be reduced when aircraft skin temperature is lower than
outside air temperature.
 Fluids used during ground deicing/anti-icing do not provide in-flight icing

protection.
8.2.5.2 Special Maintenance Considerations
(a) General
PASL shall take proper account of the possible side-effects of fluid use. Such effects may
include, but are not necessarily limited to, dried and/or re-hydrated residues, corrosion and the
removal of lubricants.
(b) Special considerations due to residues of dried fluids
(c) PASL shall establish procedures to prevent or detect and remove residues of dried
fluid. If necessary the technical Engineer will establish appropriate inspection intervals based
on the recommendations of the airframe manufacturers and/or own experience:
(d) Dried fluid residues.
i. Dried fluid residue could occur when surfaces has been treated but the aircraft has not
subsequently been flown and not been subject to precipitation. The fluid may then have
dried on the surfaces;
ii. Re-hydrated fluid residues.

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iii. Repetitive application of thickened de-icing/anti-icing fluids may lead to the subsequent
formation/build up of a dried residue in aerodynamically quiet areas, such as cavities
and gaps. This residue may re-hydrate if exposed to high humidity conditions,
precipitation, washing, etc., and increase to many times its original size/volume. This
residue will freeze if exposed to conditions at or below 0° C. This may cause moving
parts such as elevators, ailerons, and flap actuating mechanisms to stiffen or jam in
flight.
iv. Re-hydrated residues may also form on exterior surfaces, which can reduce lift,
increase drag and stall speed.
v. Re-hydrated residues may also collect inside control surface structures and cause
clogging of drain holes or imbalances to flight controls.
vi. Residues may also collect in hidden areas: around flight control hinges, pulleys,
grommets, on cables and in gaps;
vii. The Technical Engineer are strongly recommended to request information about the
fluid dry-out and rehydration characteristics from the fluid manufacturers and to select
products with optimised characteristics;
viii. Additional information should be obtained from fluid manufacturers for handling,
storage, application and testing of their products.

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8.3 FLIGHT PROCEDURES
8.3.1 VFR/IFR Policy
Nig. CARs 8.6.1.1; 8.6.2.5; 8.8.3.3; 8.8.3.4; 8.8.3.5; 8.8.4.11; IS 8.8.3.4
All flights shall be operated in accordance with Instrument Flight Rules. All flights require that
an ATS IFR Flight Plan is filed. Commanders are not allowed to cancel an IFR Flight Plan, or to
procede VFR at any stage of a flight, but may declare themselves in visual contact with other
identified traffic or in visual contact with the ground to facilitate the progress of the flight or to
allow them to conduct a visual approach.
Certain flights authorised by the ATC may be cleared to fly VFR during all or only part of a flight
to meet the special needs of the flight, e.g. return to base when full IFR flight instrumentation is
not serviceable; a special sight-seeing flight. All flights flying on a VFR clearance shall maintain
VMC at all times. Special care will be taken to maintain a look-out for other traffic and to remain
clear of terrain and obstacle as required by VFR's.
PASL flights shall not operate under VFR at night under any circumstances.
Flights will be identified on the ATS - flight plan as follows:
a) "Y" - when the flight is started under IFR;
b) "Z" - when the flight is started under VFR.
Unless operating in a holding pattern or manoeuvring in turns flights shall maintain the flight
level appropriate to track described in the Jeppesen Guide when in level cruising flight above
3000ft AMSL, unless otherwise authorised by ATC.
8.3.1.1 Meteorological Conditions - Weather Limitations for VFR Flights
8.3.1.1.1 VFR Flights - Nig.CARs 8.8.3.1; 8.8.3.2,8.6.2.4
i. A flight to be conducted in accordance with VFR shall not be commenced unless available
current meteorological reports, or a combination of current reports and forecasts, indicate that
the meteorological conditions along the route, or that part of the route to be flown under VFR,
will, at the appropriate time, allow VFR operations. A VFR flight shall not be commenced when
the flight visibility is less than, or at a distance from the clouds that is less than that prescribed,
ii. No VFR flight shall operate at an altitude less than 1000ft above the surface or 3000ft
AMSL whichever is higher, or within 1000ft of any mountain, hill, or other obstruction to
flight.
iii. All VFR flights must be clear of cloud by not less than 1500m and 1000ft vertically.
Visibility must be 5km or more below 10,000ft AMSL and 8km or more above 10,000ft
AMSL.

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iv. Take-off or landing under VFR from/at an aerodrome located within a control zone, or
entering the aerodrome traffic zone or traffic pattern airspace under VFR is not
permitted unless:
a) Reported ceiling is at least 1500ft; and
b) Reported ground visibility is at least 5km; or, except when a clearance is obtained
from ATC.
Take-off or landing or entering the traffic pattern under VFR from/at an aerodrome located
outside a control zone is not permitted, unless VMC conditions are at or above those indicated
above.
8.3.1.1.2 IFR flights
1. IFR Destination Aerodromes- Nig.CARs 8.6.2.5
PASL shall not commence an IFR flight unless the available information indicates
that the weather conditions at the aerodrome of intended landing and, if required, at
least one suitable alternate at the estimated time of
arrival, will be at or above the:
i) minimum ceiling and visibility values for the standard
instrument approach procedure to be used; or
ii) minimum operating altitude if no instrument approach
procedure is to be used, that would allow a decent in VMC
to the aerodrome.
For Flight Planning purposes , the weather at the destination does not have to be at or
above the approach minima to release and commence a flight, provided that the designated
alternate aerodrome meets the IFR weather selection criteria.
2. The Commander shall only:
a) Commence take-off; or continue beyond the point from which a revised flight plan
applies in the event of in-flight re-planning, when information is available indicating that
the expected weather conditions, at the time of arrival, at the destination and/or
required alternate aerodrome(s) are at or above the planning minima;
b) Continue towards the planned destination aerodrome when the latest information
available indicates that, at the expected time of arrival, the weather conditions at the
destination, or at least one destination alternate aerodrome, are at or above the
planning applicable aerodrome operating minima;
c) Continue beyond the decision point when using the Reduced Contingency Fuel
Procedure or the pre-determined point when using the pre-determined point procedure
when information is available indicating that the expected weather conditions, at the
time of arrival, at the destination and/or required alternate aerodrome(s) are at or above
the applicable aerodrome operating minima.

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8.3.1.2 Flights taking off or terminating from VFR Aerodromes expecting an IFR
Clearance for the En-Route Portion of the Flight
Nig. CARs 8.8.1.6; 8.6.2.4

No aeroplane shall take-off from a VFR aerodrome unless able to maintain VMC until the IFR
clearance becomes effective (Ref Chpt 8.3.1.1.1 above).
All PASL flights are conducted as IFR flights unless specific permission is provided by the
DFO. No flight shall cancel IFR unless observed and reported Met-conditions at a VFR only
aerodrome permit the maintenance of VMC from that point where IFR is cancelled until
landing.
PASL shall not operate into uncontrolled aerodromes. An uncontrolled aerodrome is an

aerodrome without an operating control tower.
PASL shall only operate in designated airspace in accordance with ICAO rules and
procedures. The NCAA adopts ICAO rules and procedures.
8.3.1.2.1 IFR Cruising Altitude or Flight Level in Controlled Airspace
An aircraft operating in controlled airspace under IFR must havefiled an IFR flight plan;
and received an appropriate ATC clearance.The aircraft shall maintain the altitude or
flight level assigned that aircraft by ATC.In order to comply with IFR, an aircraft
i. Must comply with the minimum height rule, position reporting
requirement, communication failure procedures, adherence to flight plan
and ATC clearances.
ii. Minimum height rule within controlled airspace shall be as prescribed;
a. At least one nautical mile horizontally from cloud
b. At least 1000 feet vertically from cloud
c. Flight visibility of at least three miles
The PIC of an PASL aircraft operated in controlled airspace under IFR shall report as
soon as practicable to ATC any malfunctions of navigational, approach,or
communication equipment occurring in flight.The report shall include the aircraft
identification, equipment affected, degree to which the capability of the pilot to operate
under IFR in the ATC system is impaired, and, nature and extent of assistance desired
from ATC.
Provided that, in the controlled zone, in case of special VFR flights, the aircraft is flown
in accordance with instructions given by an appropriate air traffic control unit.
8.3.1.2.2 IFR Cruising Altitude or Flight Level in Uncontrolled Airspace
When operating an aircraft in level cruising flight under IMC at altitude
above 900m (3,000 ft) from the ground or water, PASL pilots shall
maintain:

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i. For magnetic courses from zero degrees to 179 degrees,

any odd thousand MSL altitude or flight level, such as 5,000,
7,000, or FL210; and
ii. For magnetic courses from 180 degrees to 359 degrees, any
even thousand MSL altitude or flight level, such as 4,000,
6,000 or FL 220
The pilot may deviate from the cruising altitudes specified above
only when authorised by ATC or operating in holding pattern or
manoeuvring in turns.
8.3.1.2.3 Change from IFR Flight to VFR Flight - Nig.CARs 8.8.4.18

A pilot electing to change from IFR flight to VFR flight shall notify the appropriate ATC facility
specifically that the IFR flight is cancelled and then communicate the changes to be made to
his or her current flight plan. When a pilot operating under IFR encounters VMC, he or she may
not cancel the IFR flight unless it is anticipated, and intended, that the flight will be continued
for a reasonable period of time in uninterrupted VMC.
8.3.1.2.3.1 Changes to a Flight Plan VFR/IFR Policy - Nig.CARs. 8.6.1.5
The flight plan is always to indicate clearly whether the flight is to be conducted under
IFR or VFR.
In cases where the rules governing the flight are expected to be changed en route, the change
from IFR to VFR, or vice versa, is to be annotated on the flight plan, as is the position at which
the change is planned to take place. If circumstances such as an unforecast deterioration in
weather conditions indicate the need for a revised clearance, this is to be requested
immediately from the appropriate ATC unit.
Information submitted before departure regarding fuel endurance or total number of persons
carried on board, if incorrect at time of departure, constitutes a significant change and shall be
reported.
a) A pilot operating in VFR who wishes to change to IFR shall if a flight plan was submitted,
communicate the necessary changes to be effected to its current flight plan, or submit a
flight plan to the appropriate ATC facility and obtain a clearance prior to proceeding IFR
when in controlled airspace. Flight in visual meteorological conditions is to be maintained
until the IFR clearance is received .

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b) A pilot electing to change from IFR flight to VFR flight shall notify the appropriate ATC
facility specifically that the IFR flight is cancelled and then communicate the changes to
be made to his or her current flight plan. When a pilot operating under IFR encounters
VMC, he or she may not cancel the IFR flight unless it is anticipated, and intended, that
the flight will be continued for a reasonable period of time in uninterrupted VMC.
8.3.1.3 Visual Look-out to be Maintained
The general policy is to maintain a visual look-out to avoid collision with other flying objects
(e.g., met-balloons, gliders, other aeroplanes).
8.3.1.4 INSTRUMENT DEPARTURE AND APPROACH PROCEDURES
Instrument departure and approach procedures established by the state in which the
aerodrome is located have to be used (Refer to Jeppesen Manual Route and Airport
Instructions and Information).
However, a Commander will accept an ATC clearance which deviates from above, provided
obstacle clearance criteria are observed and full account is taken of the operating conditions.
The final approach must be flown visually or in accordance with the established instrument
approach procedure.
Different procedures (e.g. EOSID) will be implemented if approved by the Authority.
PASL aircraft shall not descend in IMC below the minimum (sector) safe altitude (MSA) as
shown on the instrument approach chart until it is established in the approved or holding
procedure.
In the vicinity of the airport an approach will be conducted by visual manoeuvring (circling)
under IFR rules if this type of approach is cleared by the ATC and if weather conditions permit
it (Refer to 8.1.3 – Aerodrome operating minima). If visual reference is lost, the circling
approach must be aborted.
The minima for a specific type of approach and landing procedure are considered applicable if:
 The ground equipment shown on the respective chart required for the intended procedure
is operative;
 The aircraft systems required for the type of approach are operative;
 The required aircraft performance criteria are met; and
 The crew are qualified accordingly.

Any increment imposed by the Authority must be added to the minima specified in accordance
with company’s minima defined in 8.1.3.
8.3.1.5 TAKE-OFF CONDITIONS
Before commencing take-off, PASL commander must satisfy himself/herself that:
 The RVR or visibility in the take-off direction of the aircraft is equal to or better than the
applicable minimum, and

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 The condition of the intended runway to be used shall not prevent a safe take-off and
departure
8.3.1.6 COMMENCEMENT AND CONTINUATION OF AN APPROACH

Before commencing an approach to land, PASL Commander must satisfy himself/herself that
according to the information available to him/her, the weather at the aerodrome and the
condition of the intended runway to be used shall not prevent a safe approach, landing or
missed approach, having regard to the performance information contained in the Operations
Manual (refer to 8.1.3.3.2).
The in-flight determination of the landing distance shall be based on the latest available
weather report, preferably not more than 30 minutes before the expected landing time.
The Commander or the pilot to whom the conduct of the flight has been delegated can
commence an instrument approach regardless of the reported RVR/visibility, but the approach
shall not be continued beyond the outer marker, or its equivalent position, if the reported
RVR/visibility is less than the applicable minima.
Where RVR is not available, RVR values will be derived by converting the reported visibility in
accordance with Ref: of Chapter. 8.1.3.3.4.
If, after passing the outer marker or equivalent position in accordance with the above, the
reported RVR/visibility falls below the applicable minimum, the approach can be continued to
DA/H or MDAH.
Where no outer marker or equivalent position exists, the Commander or the pilot to whom the
conduct of the flight has been delegated shall make the decision to continue or abandon the
approach before descending below 1 000 ft above the aerodrome on the final approach
segment.
The approach can be continued below DA/H or MDA/H and the landing can be completed
provided that the required visual reference is established at the DA/H or MDA/H and the visual
reference is maintained.
The touch-down zone RVR is always the controlling factor. If reported and relevant, the mid
point and stop end RVR are also a controlling factor. The minimum RVR value for the mid-
point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop-end.
For aircraft equipped with a roll-out guidance or control system, the minimum RVR value for the
mid-point is 75 m.
Note: “Relevant”, in this context, means that part of the runway used during the high speed
phase of the landing down to a speed which is approximately 60 kt.

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8.3.1.7 NOISE ABATEMENT PROCEDURE

Noise abatement procedures mentioned below ensures that the necessary safety of flight
operations is maintained whilst minimising exposure to noise on ground.
Nothing in this procedure shall prevent the pilot-in-command from exercising authority in
regards to the safe operation of the aeroplane.
The noise abatement departure procedures (NADPs) have been developed so as to assure
that the necessary safety of flight operations is maintained whilst minimizing exposure to noise
on the ground. Therefore a departure procedure has been developed to meet the close-in
noise abatement objective. And another one has “been developed to meet the distance noise
abatement objective.
1. Noise close to the aerodrome (NAP 1):

Take-off to 800 ft above aerodrome elevation:
- take-off power
- take-off flap
- climb at V2 + 10 to 20 kt.
At 800 ft:
- reduce thrust to climb power
At 3,000 ft:
- accelerate to enroute climb speed with flap retraction on schedule.
2. Distant Procedure (NAP 2):
Take-off to 800ft above aerodrome elevation:
- take-off power
- take-off flap
At 800ft:
- reduce thrust to climb power
- accelerate to flaps-up speed with flap retraction
At 3,000ft:
- accelerate to enroute climb speed.
Note: These noise abatement procedures must only be flown in case they do not interfere with
local departure procedures. The NADPs shall be operated as approved by the NCAA.
And unless otherwise directed by the Authority the NADPs shall be the same for all
airports.

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8.3.2 Navigational Accuracy
PASL shall ensure, for each proposed route or area, that the navigational systems and facilities it
uses are capable of navigating the aircraft within the degree of accuracy required for ATC; and to the
airports in the operational flight plan within the degree of accuracy necessary for the operation
involved. Operations on route segments where the use of celestial or other specialised means of
navigation is required shall be approved by the Authority.
8.3.2.1 Navigation Procedures Nig General- Nig.CARs 7.4
An aeroplane shall not be operated unless the navigation equipment required or otherwise
installed is approved and installed in accordance with the applicable requirements including
operational airworthiness requirements and the minimum standards applicable.
The failure of a single navigation unit may still allow the aeroplane to operate safely on the
route to be flown. Detailed information about the required operational status of equipment is
provided in the relevant MEL.
8.3.2.1.1 Navigation
The most important principle that governs the performance of all navigation tasks is
redundancy's navigational errors which carry a significant risk potential. Whether navigating on
manually tuned navigation aids, on the navigation system or on radar vectors, crosschecks of
primary aids are essential. The sole use of the airborne navigation systems carried on the
aeroplane is not adequate for all phases of flight and shall be supplemented by specific
independent checks using other equipments not directly required for navigation.
Both pilots shall check flight plans activated in the navigation system waypoint by waypoint
against the flight plan. Where an FMS is also suitable and authorized for pre-flight planning and
for in-flight re-planning, all available means shall be used to crosscheck the corresponding
data.
A flight will not be commenced unless it has been ascertained, to the extent possible, that
conditions and ground facilities required for the flight are adequate for the type of operation.
Factors to determine if the conditions at the aerodrome(s) of operation are adequate for
operations includes, as applicable:
a) Navigation aids;
b) Runways, taxiways, ramp areas;
c) Curfews;
d) PPR (prior permission required)
e) Field conditions
f) Lighting
g) ARFF;
h) Applicable operating minima.

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See Chpt. 8.1.2 for further details.
When dispatching a flight, OCC shall ensure that suitable emergency aerodromes, are
available during the time of operation, as applicable in Jeppesen Manual.
8.3.2.2 Policy
Pilots are responsible for the approved use of automation and navigation equipment and
systems in accordance with the procedures and limitations laid down for the relevant type in
the Operations Manual Part B.
Flight crew shall continuously monitor the automated flight and navigation systems to ensure
appropriate aeroplane response to inputs.
Special attention must be made to the engagement status of systems used in order to avoid
later recognition of mode or configuration changes which could result in abnormal situations
(e.g. unscheduled disengagement). Manual flight shall be resumed when aeroplane response
is not appropriate or adequate.
Independent cross-checks of keyboard and mode control panel entries must be made where
these affect the flight path to be followed by the aeroplane. Such entries of mode changes shall
be observed by both flight crewmembers and the aeroplane response supervised and any
resulting guidance actioned.
8.3.2.3 Flight Guidance
Flight guidance consists of those functions, which assist the crew in tracking flight parameters
selected manually or generated by navigation or a performance system. They make use of
systems and their associated controls (e.g. autopilot, flight director).
8.3.2.4 Procedures for System Degradation
Degradation of on-board equipment must be taken into consideration for any in-flight
planning/re-planning with regard to destination and alternate weather, for fuel planning for en-
route conditions.
Any downgrading of ground facilities must be assessed with regard to possible increased
landing minima at destination and/or alternate aerodromes.
8.3.2.5 Radio Equipment
The radio equipment comprises not less than:
a) Two independent radio communication systems necessary under normal operating

conditions to communicate with an appropriate ground station from any point on the route
including diversions; and
b) SSR transponder equipment as required for the route being flown.
8.3.2.6 Navigation Equipment

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Navigation equipment comprises not less than:
a) Two VOR receiving systems, two ADF systems and two DME systems;
b) Two ILS systems;
c) One Marker Beacon receiving system where a Marker Beacon is required for approach
navigation purposes.
Refer to the MEL for additional information.
8.3.2.7 FM Immunity Performance Standards
VHF communication equipment, ILS Localiser and VOR receivers installed on PASL
aeroplanes to be operated in IFR are of a type that has been approved as complying with the
FM immunity performance standards.
8.3.2.8 Transponder Equipment
Nig. CARs 7.4.1.5
All PASL aeroplanes are equipped with pressure altitude reporting SSR transponders and
airborne collision avoidance systems (ACAS II).
8.3.2.9 Navigation
In the event of in-flight re-planning the Commander shall not continue beyond the point from
which a revised flight plan applies unless the expected weather conditions at the destination
and/or the alternate aerodromes.
The Commander shall only continue the IFR flight towards the planned destination when the
latest information available indicates that, at the expected time of arrival, the expected weather
conditions at the destination or at least one alternate aerodrome are at or above the applicable
aerodrome operating minima.
The Commander shall only continue the IFR flight beyond the decision point when using
reduced contingency fuel, when the latest available information indicating that the expected
weather conditions at the expected time of arrival at the destination or required alternate
aerodromes are at or above the applicable aerodrome operating minima.
8.3.2.10 Navigation Redundancy
The most important principle governing the performance of all navigation tasks is redundancy,
as navigational errors carry a significant risk potential.
Whether navigating on manually tuned navigation aids, on the navigation system or on radar
vectors, cross-checks of the primary aids are essential. The sole use of the airborne navigation
systems carried on the aeroplane is not adequate for all phases of flight and should be
supplemented by specific independent checks using equipment not directly required for
navigation. Any dowing rading of ground facilities shall be accessed with regard to possible
increased landing minima at destination and or alternate airports.

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8.3.2.11 Procedures
Notwithstanding the overall responsibility of the Commander for precise navigation and proper
use and handling of navigation systems, the Pilot Flying (PF) is responsible for the selection of
the navigation aids and of the required navigation system configuration.
Radio aids should be selected and used to assure a high degree of accuracy in navigation. In a
radar control environment, radio aids relevant to the airways clearance should continue to be
selected and tuned so that a continuous awareness of geographical position is maintained.
In general, the radio aids for the PF should be tuned to the aids used for tracking, while the
aids for the PM tuned and set up for cross-cuts intercepts and distance checks. Otherwise the
PM radio should be selected to the tracking aids and used to monitor the navigation of the
aeroplane.
When tracking between two aids, as on airways, the closer of the two aids will be used for
navigation. When tracking inbound to a radio aid both radios should be selected to that aid.
After passing a radio aid both radios should remain tuned to aid until it has been confirmed that
the aeroplane is established outbound from the aid. At this point if the next radio aid is within
range, the radio of the PM should be selected to this aid and a cross-check made the
aeroplane is proceeding towards the aid. At the midpoint the radio for the PF should then be
selected to the inbound aid, given equal reception quality;
The PF, whenever taxiing, flying manually or on autopilot below 10,000ft, will direct the Pilot
Monitoring (PM) to set specific nav aids. In such cases, the PM is responsible to set, identify
and check the nav aids specified by the PF and to establish the required navigation system
configuration.
When flying on autopilot above 10,000ft, the PF sets and identifies the navaids and checks the
navigation system configuration. Any changes made by PM shall be made at request or with
the consent of, and be checked by the PF.
The pilots shall inform each other of any doubts about the reliability of a navigation aid or of a
system.
If the departure procedures are stored in the navigation database, the system-computed
positions checked continuously against displayed navigation aids. If these conditions cannot be
met, take-off and climb must be performed according to conventional radio-navigation.
If the arrival procedures for descent and approach are stored in the navigation database the
system-computed positions must be checked continuously against displayed navigation aids.
ILS facilities of all categories are known to produce false beams outside their coverage sectors
due to radiation aberrations. Such beams are subject to being captured without a warning flag.
In order to ensure proper localiser beam capture, the ILS mode shall not be armed until within
the protected area of the beam, and shall be checked by independent navigation aids. The
capture shall also be verified and monitored independently.
A DME distance check at glide-slope intercept should be performed whenever possible. An

altitude check must be performed at the OM position or its equivalent.
Where necessary in the absence of DME, pilots should be prepared to determine position
along track by means of cross cuts fixes using the Jeppesen Navigation chart and Plotter or
alternative (GPS).

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Pilots are required to have the means to determine aeroplane TAS and G/S and
headwind/tailwind component (use FMCS). Close monitoring of headwind/tailwind component
is necessary on longer flights where range capability during flight needs to be monitored.
Where the aeroplane is being flown beyond the range of the navigation aid, or an adequate
signal is not being received the heading flown must be the course/track corrected for drift. The
expected drift and ground speed should be accurately predetermined using the forecast wind
and the heading flown must be double checked by both pilots.
FMS vertical navigation features may not substitute for altitude pre-select procedures and
practices.
Reliance should not be placed on information derived from ground beacons until the
appropriate coded signal has been identified and confirmed by both pilots. One pilot should
read aloud FMS co-ordinates, tracks or distances while the other pilot operates the keyboard
and reads back the figures he has programmed as a cross-check of their accuracy.
In flight, other available navigation equipment should be selected and used to confirm the
accuracy of the primary aid, and to be readily available for use if the primary equipment gives
indications of inaccuracy or malfunction.
Flight crew duties and responsibilities include procedures for monitoring navigation
performance and verifying present position which may include but not limited to RNP, "High
Accuracy" FMS alerts, GPS, and navigation radio accuracy checks (radial/DME).
Navigation accuracy must be verified prior to any approach and always after any prolonged in-
flight operation relying solely on IRS navigation.
Flight crewmembers must remain alert to the possibility of errors in programming or

performance, and be prepared to revert to the use of raw data provided by such standard VOR,
ADF and DME equipment.
8.3.2.12 Navigation Log
Navigational log entries shall be completed on the OFP by the flight crew en-route, except
when operating in busy terminal areas at lower altitudes in climb and descent. ETA's should be
kept revised to take account of significant changes. Note should be made of any diversion from
the planned route, whether initiated by the Commander or requested by ATC.
A brief description of any changed circumstances, such as the time an alteration to course was
made, wind or altitude changes to the OFP, icing conditions, turbulence encountered or any
fuel re-planning calculations, are required to be noted on the OFP
Completion of the navigation log entries on the OFP depend on the ATC environment, length of
flight, and must include:
a) Block times and flight times;
b) Flight Plan ETA's for each reporting point;
c) Revised ETA's where necessary (if more than ±3 mins);

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d) Flight Plan departure and arrival clearances;
e) ATAs are optional in a radar control environment but otherwise required; and
f) Monitoring of G/S and a fuel contents/remaining check en-route are required at regular
intervals to evaluate and compare actual fuel consumption with planned fuel consumption. A
fuel check shall determine that the fuel remaining is sufficient to complete the flight including
estimating expected total fuel remaining at destination. (Fuel uplift, departure and arrival fuel
and fuel used are recorded in the Journey Log).
The fuel remaining must be logged against the first waypoint or abeam-point after TOC and at
waypoints/abeam-points en-route at intervals not greater than one hour segments of the flight,
and at TOD.
8.3.2.13 Navigation Aids
PASL aeroplanes are equipped with:
a) Instrumentation and/or avionics, readily visible to the intended flight crewmembers,

necessary to conduct operations and meet applicable flight parameters, manoeuvres and
limitations;
b) Equipment necessary to satisfy applicable operational communication requirements,

including emergency communication;
c) Avionics, equipment and/or components necessary to satisfy applicable navigation

requirements, provide necessary redundancy and, as applicable, authorised by the NCAA
for use in RNP and/or RVSM operations;
d) Avionics, instrumentation and/or radio equipment necessary to satisfy applicable approach

and landing requirements;
e) Other components and/or equipment necessary to conduct operations under applicable

flight conditions, including instrument meteorological conditions.
Navigation aids should be selected for coverage and geometry with adequate cross-checks.
Distance information for cross checks shall be used only if a DME is co-located with a VOR
which coincides with a waypoint.
DME's co-located to ILS or approach localisers normally indicate zero DME at touchdown and
therefore unless otherwise specified, are not suitable for navigational purposes other than the
final approach.
The ILS localiser beam width and range available for guidance is normally 3° on either side of
the centreline and 25nm respectively. Within 30° on either side of this sector, coverage is
provided normally to the extent that a full-scale deflection to the correct side is available.
ILS glide path azimuth coverage sector width is normally 8° on either side of the centreline and
extends normally to at least 10nm. The elevation available for guidance ranges normally from
at least 2° above to 1.5° below the nominal glide path, below which full-scale fly-up deflection is
available.

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Locators in TMA's normally provide reliable guidance within 25nm only.
If not otherwise specified for certain procedures, manually tuned navigation aids must be
positively identified at the time of selection. VOR or ILS associated DMEs require separate
identification.
Whenever elements of information relative to position are contradictory, the reliability of any
relevant navigation aid(s) should be verified by additional independent means.
Navigation and approach aids must not be used whenever positive identification is not possible
or whenever reports or other information (e.g., NOTAMS) indicate that a system might be
unreliable or inadequate for en-route navigation or approach. Published minima apply to the
unrestricted availability of approach aids.
With VHF Navigation aids, the outbound and inbound course direction between two stations
may differ because of different magnetic variation at each station. Course arrows/deviation
points on HSI's should be selected accordingly.
The VOR pointers on the RMI should be selected to the aids used for tracking unless otherwise
used for cross cuts.
Pilots should be conscious of strong cross winds at altitude and lay-off drift before unnecessary
deviation from track occurs and of corrections necessary to regain the centreline in such
conditions.
Aeroplanes subject to radar vectors/heading should not assume that they are cleared on
course when reading the next radio aid/turning point. If in doubt, as to whether a radar
vector/heading still applies then clarification should be requested from ATC.
In the event of failure of either airborne or ground navigation equipment, or loss or degradation
of radio signal the flight crew should use any remaining operating navigation equipment, or
alternative aid, including a request for radar vectors to navigate the aeroplane. If there is a
temporary loss of all radio guidance then the aeroplane must be navigated in accordance with
dead reckoning principles, utilising the navigation plan/log and Navtech en-route charts, until
radio aids are received, or ATC assistance can be given.
8.3.2.14 Operations in MNPS , RVSM or RNP Airspace - Nig.CARs 7.4.1.2; 8.8.1.21
PASL shall not operate an aircraft in MNPS, RVSM or RNP airspace, except with a written
authorisation issued by the Authority and in accordance with the conditions of the procedures/
restrictions required for that airspace with the applicable flight crew members having received
training in RVSM / RNP procedures.
8.3.2.15 POLAR Navigation
Not applicable
8.3.2.16 REDUCED VERTICAL SEPARATION MINIMUM - RVSM
8.3.2.16.1 General Concept
RVSM is slowly but surely becoming global in nature. The first region to implement this was
the North Atlantic (NAT) region in March 1997 (in MNPS airspace), followed by the Pacific
Oceanic airspace in 2000. Then in 2001 the West Atlantic Route System (WATRS) airspace,

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in the South West of the NAT region and Australian continental. In 2002 RVSM has been
implemented in Europe, in the Western Pacific and South China Sea. RVSM is planned for
2003 in the Middle East and South of Himalayas and for 2004/5 in South Canada and USA,
and implemented in Nigeria September 2008.
RVSM airspace, is defined as an airspace or route where aircraft are vertically separated by 1
000 feet (rather than 2 000 feet) between FL 290 and FL 410 inclusive.
The objective is to increase the route capacity of saturated airspace, while maintaining (at
least) the same level of safety.
This is achieved by imposing strict requirements on equipment and on the training of per-
sonnel, flight crews and ATC controllers. As part of the RVSM program, the aircraft “altitude-
keeping performance” is monitored, by overhead specific ground-based measurement units, to
continuously verify that airspace users are effectively applying the approved criteria and that
overall safety objectives are maintained.
ICAO NON-RVSM RVSM AIRSPACE
180o – 359o 000o – 179o 180o – 359o 000o – 179o
FL 430 FL 430
FL 410 FL 410
FL 400
FL 390 FL 390
FL 380
FL 370 FL 370
FL 360
FL 350 FL 350
FL 340
FL330 FL 330
FL 320
FL 310 FL 310
FL 300
FL 290 FL 290
FL 280 FL 280
8.3.2.16.2 Aircraft Certification Status

All PASL B737-400/500 aircraft have RVSM capability.

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The minimum required equipment for RVSM is:

- Two independent altitude measurement systems
- One secondary surveillance radar transponder
- One altitude alert system
- One automatic altitude control system
Any Boeing aircraft is considered to be a member of an aircraft group for the purposes of
RVSM approval. A modification or SB number formalises the RVSM data package
implementation. Thus modification or SB is required for inclusion of the RVSM capability in the
AFM.
8.3.2.16.3 MMEL Requirements
The MMEL for all Boeing models have been revised to ensure that operators refer to the list of
required equipment published in the AFM.
8.3.2.16.4 Flight Planning
During flight planning the flight crew should pay particular attention to conditions that may
affect operation in RVSM airspace. These include, but may not be limited to:
a) Verifying that the airframe is approved for RVSM operations;
b) Reported and forecast weather on the route of flight;
c) Minimum equipment requirements pertaining to height keeping and alerting systems; and
d) Any airframe or operating restriction related to RVSM approval;
The letter "W" must be entered at item 10 of the ICAO flight plan (at item "Q" of a repetitive
flight plan) to indicate that the aeroplane has State approval to be flown within RVSM airspace.
8.3.2.16.5 Pre-Flight Procedures at the Aeroplane for each Flight
The following actions should be accomplished during the pre-flight procedure:
a) Review technical logs and forms to determine the condition of equipment required for flight
in the RVSM airspace. Ensure that maintenance action has been taken to correct defects to
required equipment;
b) During the external inspection of aeroplanes, particular attention should be paid to the
condition of static sources and the condition of the fuselage skin near each static source and
any other component that affects altimetry system accuracy. This check may be

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accomplished by a qualified and authorised person other than the pilot (e.g. a flight engineer
or ground engineer);
c) Before take-off, the aeroplane's altimeters should be set to the QNH of the aerodrome and
should display a known altitude, within the limits specified in the Operations Manual, Part B.
The two primary altimeters should also agree within limits specified by the Operations
Manual, Part B. An alternative procedure using QFE may also be used. Any required
functioning checks of altitude indicating systems should be performed.
Note: The maximum value for these checks cited in operating manuals should not exceed 75ft
(23m) from a known aerodrome reference elevation or exceed 50ft (15m) between
independent altimeters.
Before take-off, equipment required for flight in RVSM airspace should be operative, and any
indications of malfunction should be resolved.
8.3.2.16.6 Procedures Prior to RVSM Airspace Entry
The following equipment should be operating normally at entry into RVSM airspace:
a) Two primary altitude measurement systems;

b) One automatic altitude-control system;
c) One altitude-alerting device;
d) Mode C or greater Operating Transponder.
Note: Should any of the required equipment fail prior to the aeroplane entering RVSM airspace,
the pilot should request a new clearance to avoid entering this airspace;
8.3.2.16.7 In-Flight Procedures
a) Flight crew will need to comply with any aeroplanes operating restrictions, if required for the
specific aeroplane group, e.g. limits on indicated Mach number, given in the RVSM
airworthiness approval;
b) Emphasis should be placed on promptly setting the sub-scale on all primary and standby
altimeters to 1013.2 (hPa)/29.92in. Hg when passing the transition altitude, and rechecking
for proper altimeter setting when reaching the initial cleared FL;
c) In level cruise it is essential that the aeroplane is flown at the cleared FL. This requires that
particular care is taken to ensure that ATC clearances are fully understood and followed.
The aeroplane should not intentionally depart from cleared FL without a positive clearance
from ATC unless the crew are conducting contingency or emergency manoeuvres;
d) When changing levels, the aeroplane should not be allowed to overshoot or undershoot the
cleared flight level by more than 45m (150ft);
Note: It is recommended that the level off be accomplished using the altitude capture feature of
the automatic altitude-control system, if installed.

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e) An automatic altitude-control system should be operative and engaged during level cruise,
except when circumstances such as the need to re-trim the aeroplane or turbulence require
disengagement. In any event, adherence to cruise altitude should be done by reference to
one of the two primary altimeters. Following loss of the automatic height keeping function,
any consequential restrictions will need to be observed.
f) Ensure that the altitude-alerting system is operative;
g) At intervals of approximately one hour, cross-checks between the primary altimeters should
be made. A minimum of two will need to agree within ±60m (±200ft). Failure to meet this
condition will require that the altimetry system be reported as defective and notified to ATC:
i) The usual scan of Flight Deck instruments should suffice for altimeter cross-checking on
most flights;
ii) Before entering RVSM airspace, the initial altimeter cross-check of primary and standby
altimeters should be recorded.
Note: Some systems may make use of automatic altimeter comparators.
h) In normal operations, the altimetry system being used to control the aeroplane should be
selected for the input to the altitude reporting transponder transmitting information to
ATC;
i) If the pilot is notified by ATC of an assigned altitude deviation which exceeds ±90m
(±300ft) then the pilot should take action to return to cleared FL as quickly as possible.
Altitude deviation more than ±90m (±300ft) shall be reported by an ASR within 72
hours.
8.3.2.16.8 Contingency Procedures after Entering RVSM
The pilot should notify ATC of contingencies (equipment failures, weather) which affect the
ability to maintain the cleared FL, and co-ordinate a plan of action appropriate to the airspace
concerned.
Examples of equipment failures which should be notified to ATC are:
a) Failure of all automatic altitude-control systems aboard the aeroplane;

b) Loss of redundancy of altimetry systems;
c) Loss of thrust on an engine necessitating descent; or
d) Any other equipment failure affecting the ability to maintain cleared FL.
If aeroplane RVSM capabilities are affected due to equipment, the pilots should notify ATC
using the standard phraseology:
"Unable RVSM due to equipment"

The pilots should notify ATC when encountering greater than moderate turbulence. If unable to
keep the FL within the RVSM limits, the standard message to ATC should be:

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"Unable RVSM due to turbulence"
8.3.2.16.9 Contingency Procedures if Unable to Notify ATC
If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared FL, the
pilot should:
a) Deviate from the assigned route;
b) Advise ATC and obtain revised clearance as soon as possible;
a) If in emergency set transponder to code 7700 and select the emergency mode on the
automatic dependent surveillance/controller-pilot data link communication system is, if
applicable;
c) Turn on aeroplane exterior lights;
d) Watch for conflicting traffic both visually and by reference of ACAS; and
e) Coordinate further actions with the appropriate ATC unit.
8.3.2.16.10 Post Flight
In making Technical Log entries against malfunctions or defects in height keeping systems, the
pilot should provide sufficient detail to enable maintenance to effectively troubleshoot and
repair the system. The pilot should detail the actual defect and the crew action taken to isolate
and rectify the fault. The following information should be recorded when appropriate:
a) Primary and standby altimeter readings;
b) Altitude selector setting;
c) Subscale setting on altimeter;
a) Autopilot used to control the aeroplane and any differences when an alternative autopilot
system was selected;
d) Differences in altimeter readings, if alternate static ports selected;
e) Use of air data computer selector for fault diagnosis procedure;
b) The transponder selected to provide altitude information to ATC and any difference noted
when an alternative transponder was selected.

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8.3.2.16.11 Phraseology Associated with RVSM
CIRCUMSTANCES PHRASEOLOGY
ATC Ascertain the RVSM approval (call sign)

1 status of a flight: CONFIRM RVSM APPROVED
Pilot indication of non-RVSM approval
status:
To be stated
In the initial call of any frequency
within the RVSM airspace (ATC shall
provide a read back with this same
2 phrase), and In all requests for FL NEGATIVE RVSM
changes pertaining for flight levels
within RVSM airspace, In all
readbacks to FL clearances within the
RVSM airspace. As well, pilots of
aeroplanes, other than State
aeroplanes, shall respond to level
clearances involving the vertical
transit through either FL290 or FL410
with the phrase:
3 Pilot indication of RVSM approval AFFIRM RVSM
status:
(call sign) UNABLE CLEARANCE
INTO
ATC denial of clearance into RVSM
4 airspace: RVSM AIRSPACE, MAINTAIN (or
DESCENT TO, or CLIMB TO) FL
(number)
For the case of individual aeroplanes
5 reporting severe turbulence or other Unable RVSM due to turbulence
severe weather related phenomenon:
The phraseology required to
6 communicate equipment contingency: Unable RVSM due to equipment
The pilot shall communicate his/her
ability to resume operation within the
7 RVSM airspace after equipment of WX READY TO RESUME RVSM
related contingency with the phrase:
To solicit the above information ATC (call sign)

8 shall use the phrase: REPORT ABLE TO RESUME RVSM

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Flight crew are qualified to operate in RVSM (for qualification requirements see Operations
Manual, Part D).
8.3.2.16.12 Suspension or Revocation of RVSM Approval
The Flight Technical Services liaising with the Maintenance department and the Flight
Operations Manager will report any height-keeping deviations to the applicable Authority within
72 hours when the deviation exceeds:
- A total Vertical Error of 300 feet (for example, measured by an HMU).
- An Altimetry System Error of 245 feet.
- An Assigned System Error
These errors, which can be caused by either equipment failure or operational errors, can lead
to the applicable Authority suspending or revoking the company’s applicable RVSM approval.
In this regard, it is imperative for the various designated responsible officers of the Operations
Department liaising with the Flight Operations Manager, Flight Technical Services and the
Engineering/Maintenance Department to report any poor height-keeping performance to the
applicable national Authority and to indicate the corrective actions that have been taken to
prevent such re-occurrence.
8.3.2.17 Area Navigation (RNAV) General
Area Navigation (RNAV) is a method of navigation, which permits aeroplane 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.
An RNAV system can be used in the horizontal plane, which is known as Lateral Navigation
(LNAV) and can also include functional capabilities for operations in the vertical plane, known
as Vertical Navigation (VNAV). RNAV is also used in Terminal Areas for SID, STAR and
Instrument Approach Procedures (IAP) of NPA type.
Aeroplane position is determined by processing data from one or more sensors (VOR, DME,
IRS, GPS, etc). Navigation parameters such as distance and bearing to a waypoint are
computed from the aeroplane position and the location of the waypoint.
An RNAV-capable aeroplane can automatically determine its position, from one or more of a
variety of inputs, from such navaids as VHF Omni-directional Range (VOR), Distance
Measuring Equipment (DME), LORAN-C, Global Navigation Satellite System (GNSS or GPS),
and Inertial Reference Systems (IRS).
Single-sensor RNAV systems only use one source of navigation data, such as DME stations,
while multi-sensor RNAV systems monitor a number of navaid systems to determine the best
source of navigation data.
The accuracy of an RNAV system is defined in terms of the total system tolerance, which
represents the difference between an aeroplane's true position and the desired position. The
total system tolerance takes account of the flight technical tolerances as well as the cross track
and along track tolerances.
The Required Navigation Performance (RNP) is a parameter describing lateral deviations from
assigned or selected track as well as along track position.
.

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This is illustrated in the diagram below. Track guidance is usually provided by the RNAV
system directly to the autopilot or via the flight director/course deviation indicator. If the
aeroplane is being flown uncoupled to the RNAV system, the display of imminent changes in
speed, heading or height, are expected to be provided, in sufficient time, for the pilot to
respond in a manner which will keep the aeroplane within similar flight technical tolerances to
that achieved with the autopilot coupled. Flight Technical Error (FTE) is defined as the ability of
the pilot or the avionics to fly the aeroplane along a selected path.
B RNAV: Based originally on VOR/DME,
Lateral accuracy 5nm
Limited functionality
JAA TGL 2
P RNAV: Based originally on DME/DME
Accuracy 1nm Capable of use in TMA
JAA TGL 10
In the event of an RNAV system failure or the failure of a sole navigation infrastructure, the
Commander shall revert to conventional navigation and request radar vectoring.
In the event of a failure of the navigation infrastructure where alternate infrastructures are
available, the participating aeroplane should automatically revert to the alternate RNAV sensor
and continue with the procedure.
In the event of a communications failure, the published procedure should require the aeroplane
to continue with the RNAV procedure.
The navigation database installed in the aeroplane must be checked for its validity before the

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flight.
It is the crew's responsibility to ensure that the navigation accuracy is maintained. In particular,
the utmost care will be taken to avoid the following:
a) Insertion errors: The pilot has the correct coordinates or waypoints of the cleared route, but
inserts incorrect data into the system; particular care should be exercised in case of re-
clearance;
b) De-coupling: The pilot allows the autopilot to become de-coupled from the equipment which
he believes is providing steering output;
c) Using faulty equipment: The pilot might continue to use a navigation system which was
becoming inaccurate.
8.3.2.18 BRNAV (RNP-5 or RNP-4) Based On Radio Navaid
It is normally the responsibility of the airspace administration to support the required navigation
performance by providing the adequate navaid infrastructure. NOTAMs are published when a
navaid failure will affect the navigation performance on a given route.
8.3.2.18.1 Aircraft Certification Status

For all PASL Boeing models AFM has appropriate reference to justify this type of RNP
capability if applicable.
8.3.2.18.2 MEL Repercussion
Specific MEL requirements for BRNAV (RNP-5/-4) airspace are covered by the MMEL if
applicable.
8.3.2.18.3 Loss of BRNAV Capability
Except for aircraft with GPS PRIAMRY, when GPS is available, the normal FMS position
monitoring with raw data navaid as described in the FCOM must be observed.
Any discrepancy, between raw data and FMS position, with a magnitude in the order of the
RNP-X value shall be considered as a loss of RNP capability.
The RNP-X capability will be considered as lost if the system stays in IRS ONLY navigation
(without GPS available) for more than the approved time limit (2 hours for Basic RNAV in
Europe).
Aircraft equipped with GPS PRIMARY fulfils all RNP requirements up to RNP-1 when GPS
PRIMARY is available. When GPS PRIMARY LOST indication is displayed; the RNP capability
is maintained in the conditions described above for aircraft without GPS. (M) CDU Messages
like FMS1/FMS2 POS DIFF or CHECK A/C POSITION, will also indicate a RNP capability loss,
except if the unserviceable/faulty system has been identified and the serviceable/healthy
system is used for navigation and is monitored.

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If RNP-X capability is lost, the flight crew must advice the ATC, who may require the aircraft to
leave the RNP airspace.
If both FMS fails including NAV BACK UP, RNP and RNAV capability are lost. The flight crew
must revert to conventional radio navigation and informs ATC for re-routing or radar
assistance.
8.3.2.19 Conditions to Enter the BRNAV Airspace
RNP airspace can be entered only if the required equipment is operative.
Only one RNAV system is required to enter RNP airspace within radio navaid coverage, which
means basically for Boeing aircraft that the following equipment is operative:
- 1 FMS (or 1 INS) - 1 DME
- 1 (M) CDU - 2 ND with flight plan (or 2 HSI)
- 1 VOR - Navaid raw data on ND or DDRMI
The excepted RNP-X capability must be available. This is done by verifying that the conditions
of RNP capability loss (see above) are not present.
8.3.2.20 P-RNAV
8.3.2.20.1 Introduction
Precision-RNAV (P-RNAV) is the natural progression from Basic RNAV (B-RNAV).
Initial application is in the Terminal Area and P-RNAV track keeping equates to cross track
accuracy of RNP 1 (lateral accuracy ±1nm).
P-RNAV procedures are designed to a common set of design principles specific to RNAV
equipped aeroplanes.
P-RNAV approval must be obtained before commencing P-RNAV operations.
8.3.2.20.2 Pre-Flight Planning
a) Crew Qualification
The crew must be trained, qualified and current for the intended route.
The crew must be qualified and current for P-RNAV operations.

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b) Flight Planning
For an aeroplane with P-RNAV approval, a "P" shall be inserted in the FPL Item-10, in
addition to the "R" for BRNAV approval.
c) NOTAM's
The NOTAM's must advise lack of availability of any navigation aid that might affect the
navigation infrastructure required for the intended operation, including any non-RNAV
contingencies and must be confirmed for the period of intended operation.
8.3.2.20.3 Minimum Equipment List (MEL)
Any navigation equipment unserviceability must be checked against the MEL for effect on
RNAV operations.
Availability of the on-board navigation equipment necessary for the route to be flown must be
confirmed. In certain areas, this may include the availability of an autopilot and/or a flight
director to maintain track keeping accuracy. Where the responsible airspace Authority has
specified in the AIP that dual P-RNAV systems are required for a specific Terminal Area P-
RNAV procedure, the availability of dual P-RNAV systems must be confirmed. This typically will
apply where procedures are effective below the applicable minimum obstacle clearance
altitude or where radar coverage is inadequate for the purposes of supporting P-RNAV. This
will also take into account the particular hazards of a Terminal Area and the feasibility of
contingency procedures following loss of P-RNAV capability.
8.3.2.20 Dispatch Procedures
Where P-RNAV is a requirement in Terminal Areas, the MEL shall reflect dispatch
serviceability of required equipment necessary to perform P-RNAV procedures.
Items required for P-RNAV, but unserviceable, may not necessarily lead to a no dispatch
situation.
If a P-RNAV component is not required for conventional navigation accuracy requirements, the
flight may be dispatched but P-RNAV will not be permitted.
For minimum equipment required for P-RNAV operations for individual aeroplane refer to the
respective MEL.
Contingency procedures must be executed if any required system or components are lost
during a P-RNAV operation. .
8.3.2.20.5 Electronic Navigation Database
The on-board Flight Management System (FMS) navigation database must be current and
appropriate for the intended operation which includes the relevant navigation aids, waypoints,
and coded Terminal Area procedures for the departure, arrival and alternate aerodromes. The
database must be provided by an approved supplier conforming to a recognised standard for
data integrity and checked via the Company procurement procedure.

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Flight crew shall verify timely and current and unaltered electronic navigation data for electronic
navigation systems has been inserted into the relevant FMS database and is current prior to
the first flight on the effective date for the new database and each subsequent flight.
Oversight of electronic data integrity remains with PASL. Audits shall be conducted according
to the quality audit processes relating to monitoring and control of products acquired from
external organisations.
Verification that the electronic data capabilities are assured include:
a) Assessing the level of integrity is commensurate with the intended application;
b) Assuring compatibility with the intended function of the equipment in which it is installed;
c) Ensuring electronic data is distributed in a manner to allow insertion of current and

unaltered electronic navigation data into all aeroplanes that require it.
8.3.2.20.6 P-RNAV Procedures
All P-RNAV procedures must be flown in LNAV mode. If, it is not possible to perform the flight
in LNAV, or the performance of the navigation system (RNP) is degraded outside +/-1.0nm, the
requirements to continue the P-RNAV procedure are no longer fulfilled.
The P-RNAV procedures must be selected from the database and flown without modifications
other than those imposed by ATC, such as direct to a waypoint within the P-RNAV procedure
or altitude corrections according to the SID/STAR procedure laid down.
For an aeroplane with P-RNAV approval, a "P" shall be inserted in the FPL Item-10, in addition
to the "R" for B-RNAV approval.
a) Before Start:
i) System Initialisation:
At system initialisation, the flight crew must confirm that the navigation database is current and
verify that the aeroplane position has been entered correctly. Usually the GPS position is used
after confirmation of its validity.
Flight crew must use normal CDU set-up for all phases of P-RNAV operations.
Before departure, a full alignment of the IRS systems is required.
A P-RNAV procedure shall not be used if any doubt exists concerning the validity of the stored
procedure or RNAV compliance.
The creation of new waypoints by manual entry into the RNAV system by the flight crew would
invalidate the P-RNAV procedure and is not permitted.
Where a contingency to revert to conventional procedures is required, the flight crew must brief
accordingly.

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ii) Check the Active Flight Plan:
The active flight plan should be checked by comparing the charts, SID or other applicable
documents, with the Map Display. This includes confirmation of the correct waypoint sequence,
reasonableness of track angles and distances, any altitude or speed constraints, and correct
identification, where possible, of waypoints as fly-by or fly-over waypoints.
Pilots shall particularly focus on any segment of the P-RNAV procedure which is below MSA. If
required by a procedure, a check shall be made to confirm that position updating will use a
specific navigation aid, or to confirm exclusion of a specific navigation aid. A procedure shall
not be used if doubt exists as to the validity of the procedure in the navigation database.
iii) Route Modifications:
Route modifications in the Terminal Area may take the form of radar headings or 'direct to' ATC
clearances and the flight crew must be ready to react promptly. This may include the insertion
in the flight plan of a waypoint sequence loaded solely from the database as part of an
alternative manual entry or modification by the flight crew of the loaded procedure. Using
temporary waypoints or fixes not provided in the database, is not permitted. Any published
altitude and speed constraints must be observed, unless otherwise instructed by ATC.
b) Take Off:
Prior to commencing take-off, the flight crew must verify that the P-RNAV system is available
and operating correctly and the correct aerodrome and runway data have been loaded.
Unless automatic updating of the actual departure point is provided, the flight crew must
ensure initialisation on the runway either by means of a manual runway threshold or
intersection updates, as applicable. This is to preclude any inappropriate or inadvertent
position shift after take-off.
GNSS specific: the signal must be acquired before the take off roll commences and GNSS
position then may be used in place of the runway update.
Once airborne, no turns shall be initiated below 400ft either manually or by selection of an
automated roll mode.
c) Departure:
i) Flight Plan Monitoring:

During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness, by cross-checks with conventional navigation aids using the primary displays
in conjunction with the MCDU. Transition to the P-RNAV structure shall only be made from the
point where the aeroplane has entered DME/DME coverage.
Note: When a procedure is designed to be started conventionally, then the first point of the P-
RNAV procedure will be identified on the charts.
ii) Track Keeping Monitoring:
When using autopilot and/or flight director, particular attention should be paid to the
selected/armed mode as the resultant track keeping accuracy may vary. Track keeping
monitoring of a P-RNAV procedure below MSA will also require particular attention in degraded
.

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conditions such as engine failure, as both the vertical and the lateral obstacle clearance are
more critical.
d) Descent and Arrival:
i) Check of the Active Flight Plan:
As for departure, prior to the arrival phase, the flight crew should verify that the correct terminal
procedure has been loaded. The active flight plan should be checked by comparing the charts
with the map display (if applicable) and the CDU.
This includes confirmation of the way-point sequence, reasonableness of track angles and
distances, any altitude or speed constraints, where possible, which way-points are fly-by and
which are fly-over.
Some P-RNAV procedures, called open procedures, are terminated by means of a heading
segment to assist sequencing and to prevent automatic turns onto final approach. Pilots shall
focus on the segments of the P-RNAV procedures which are below MSA. If required, a check
will need to be made to confirm that updating will include or exclude a particular navigation aid
as appropriate.
A procedure shall not be used if doubt exists as to the validity of the procedure in the
navigation database.
Note: As a minimum, the arrival checks could be a simple inspection of a suitable display to
achieve the objectives of this paragraph. The crew briefing shall include reversion to a
conventional procedure and the go around procedure. As for departure, the creation of new
waypoints manual entry into the RNAV system by the flight crew is not permitted as it would
invalidate the P-RNAV procedure.
ii) System Accuracy Check:

For RNAV systems without GNSS updating, reasonableness check is required during the
descent phase before reaching the Initial Approach Waypoint (IAWP). For example, where
feasible, display bearing/range to a VOR/DME on the RNAV system and compare it to the
actual RMI reading of that particular navaid. It should be noted that for some systems the
accuracy may be derived from the navigation mode or accuracy mode.
Where the CDU is not capable of displaying accuracy in decimal units, then an approved
alternative means of checking will have to be followed.
GNSS specific: for GNSS based systems, absence of a triggered alarm is considered
sufficient. If the check fails, a conventional procedure must then be flown. Where the
contingency to revert to a conventional arrival procedure might be required, the flight crew
must make the necessary preparation and briefing.
iii) Track Keeping Monitoring:
As for departure, when using autopilot and/or flight director, particular attention should be paid
to the selected/armed mode as the response to the track keeping demand may vary.

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8.3.2.20.7 Contingency
Contingency includes failure or degradation of RNP required accuracy. Contingency

procedures address cautions and warnings for the following conditions:
a) Failure of the P-RNAV system components including those affecting flight technical errors
(e.g. failures of the flight director or automatic pilot);
b) Multiple system failures;
c) Failure of the navigation sensors;
d) Coasting on inertial sensors beyond a specified time limit.
The Commander must notify ATC of any problem with the P-RNAV system that results in the
loss of the required navigation capability, together with the proposed course of action.
8.3.2.20.8 Contingency Procedures
Under the conditions described in Chpt. 8.3.2.19.7 above, contingency procedures must be
followed:
a) Revert to basic flight instruments (conventional navigation);
b) Report to ATC "UNABLE PRECISION RNAV" and follow new instructions;
c) Climb to MSA until under radar vectoring from ATC, or established on a NON P-RNAV
procedure.
Contingency procedures during departure and approach must be briefed by the PF and will be
executed for the respective phase of flight:
Departure:
Continue LNAV track, state "UNABLE PRECISION RNAV" and request radar vectors or
request reversion to a conventional procedure or as instructed by ATC. Climb at least until
reaching MSA (Minimum Sector Altitude).
Arrival:
Continue LNAV track, state "UNABLE PRECISION RNAV" and request radar vectors to final or
request reversion to a conventional approach procedure and execute the following:
If the aeroplane is below MSA, climb to MSA on the LNAV track, inform ATC and forward
Commander’s request, or;
If the aeroplane is at or above MSA, maintain altitude, inform ATC and forward Commander’s
request.

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In the event of communications failure, the flight crew should continue with the RNAV
procedure in accordance with the published lost communication procedure.
8.3.2.20.9 RTF Phraseology
The phrase "NEGATIVE - RNAV" shall be included by the pilot immediately following the
aeroplane call sign whenever initial contact on an ATC frequency is established.
If an RNAV arrival or departure procedure, which has been assigned, cannot be accepted by
the pilot, for reasons of either the RNAV equipment or circumstances associated with its
operational use, the pilot shall inform the ATC immediately by use of the phrase:
UNABLE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE
If for any other reason, the pilot is unable to comply with an assigned terminal area procedure,
the pilot shall inform ATC immediately by the use of the phrase:
UNABLE (designator) DEPARTURE [or ARRIVAL] (reasons)

If ATC is unable to assign a RNAV arrival or departure procedure requested by a pilot, for
reasons associated with the type of on-board RNAV equipment indicated in the FLIGHT PLAN,
ATC shall inform the pilot by the use of the phrase:
UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE
If for any other reason, ATC is unable to assign an arrival or departure procedure requested by
the pilot, ATC shall inform the pilot by use of the phrase:
UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] (reasons)
As a means for ATC to confirm the ability of a pilot to accept a specific RNAV arrival or
departure procedure, ATC shall use the phrase:
ADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL]
8.3.3 ALTIMETRY - Nig.CARs 8.8.1.4
Each flight crew operating an aircraft, shall maintain the cruising altitude or flight level by
Reference to an altimeter setting provided by the ATC service. Altimetry setting procedures
including instructions for the use of barometric altimeter reference settings appropriate for the
area of operation are detailed in Fleet Type specific manuals. Barometric altimeters, referenced
to QNH, shall be used as the sole barometric altitude reference for the takeoff, approach and
landing phases of flight. Proper computation and application of conversions shall be applied for
operations that require metric/imperial (ft) conversions for barometric altimeter readings.

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Potential errors in altimetry setting resulting from:

a) the effects of Outside Air Temperature (OAT) that is significantly lower
than standard temperature;
b) maximum allowable barometric altimeter errors:
i) referenced to field elevation;
ii) compared to other altimeters;
iii) required to meet RVSM limitations.
shall be corrected as per details contained in Fleet Type specific manuals.
In addition, altitude awareness includes the use of automated or verbal flight
crew altitude callouts and any other actions to be taken by the flight crew to
maintain altitude awareness.
8.3.3.1 GENERAL ALTIMETER SETTING PROCEDURES
Altimeters Setting Procedures are defined in part VI of ICAO “Aircraft Operations” Doc 8168 -
OPS 611 and in part II of ICAO “Rules of the Air and Traffic Services” Doc 4444 - RAC/501/12.
Aircraft altimeter system is described in the FCOM systems description Volume –
“Instruments”, and associated procedures are given in FCOM Standard Operating Procedures
(SOP) or Normal Procedures.
Altimeter tolerances are given in FCOM “Procedures and Techniques/Supplementary
Techniques”.
Note: All altimeter misreadings are to be treated as reportable incidents.
PASL's altitude awareness policy uses automated and verbal flight crew altitude call-outs and
other actions by the flight crew to maintain altitude awareness and avoid altitude overshoot.
For specific procedures see Operations Manual, Part B. Flight crew shall read back cleared
FL's, and report the cleared FL when in first contact with ATC, unless specifically requested not
to do so.
Flight crew shall monitor all ATC instructions and be particularly vigilant in identifying call signs
to avoid call sign confusion during altitude clearance, acceptance and read-back.
All PASL aeroplanes are equipped with a device that provides positive warning to the flight
crew of any dangerous loss of pressurisation.
These procedures provide adequate vertical separation from other aeroplanes and, in
conjunction with correct navigation procedures, ensure adequate terrain clearance during all
phases of flight. When cleared to a FL, the altimeter must be changed to 1013 hPa or 29.92ins
irrespective of whether the aeroplane is above or below transition altitude and similarly when
cleared to an altitude the altimeter must be changed to QNH.

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8.3.3.2 TYPES OF ALTIMETER SETTINGS

The three different types of altimeter settings are “standard” (1013 hPa/29.92 inHg), QNH and
QFE.
As indicated below, each setting will result in a similar indication that provides a measure of the
vertical distance with regards to ICAO Standard Atmosphere (ISA) above the particular
reference datum shown.
Altimeter Setting Reference Datum Altimeter Indication
Standard 1013.2hPa / 29.92 Flight Level
Local Mean Sea Level Altitude

QNH
Pressure
Aerodrome or threshold Height above reference

QFE
elevation elevation
8.3.3.3 Altimeter Serviceability Checks

Altimeters are to be checked during the pre-flight phase and noted to the OFP as follows:
a) Both primary altimeters are to be set to the aerodrome QFE when available; they should
indicate within ±50ft of zero, and the readings should be within 75ft of each other;
b) With No. 1 altimeter on QFE and No. 2 on aerodrome QNH, the difference between the
readings should be equivalent to the aerodrome altitude above mean sea level, to within
50ft;
c) Set both primary altimeters to aerodrome QNH and check that they indicate within ±50ft of
the aerodrome elevation, and within 75ft (RVSM requirement) of each other;
d) Ensure during checks (a) to (c) above that rotation of the setting knob on each altimeter
through ±10MB produces a corresponding movement of the height indication through
approx. ±300ft in the appropriate direction.
Note: The altimeters are numbered such that No. 1 is the PF's primary instrument and the No.
2 is the PM's primary instrument. The No. 3 standby barometric altimeter must be included in
the serviceability checks.
8.3.3.4 IFR FLIGHT LEVEL TABLES – Semi Circular Rules
Note: Not applicable for RVSM spaces (refer to chpt. 8.3.2.5).

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Table 1 – Flight Levels ICAO Rule
180o – 359o 360o – 179o
Ft (×100) metres Ft (×100) 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 2 – Flight Levels PR of China Rule
180o – 359o 360o – 179o
20 600 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
276 8 400 295 9 000
315 9 600 335 10 200
354 10 800 374 11 400
394 12 000 426 13 000

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Table 3 – Flight Levels CIS, Mongolia and DPR of Korea Rule
180o – 359o 360o – 179o
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
8.3.3.5 SETTING PROCEDURE

When changing an altimeter setting, each PASL flight crew (Pilot) will call out the new setting
which will be set and both altimeters altitude cross checked.
a) Take-off and Climb

i. All take-off will be performed with altimeters set on QNH.

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ii. When passing transition altitude, all altimeters will be set to standard (1013.25 hPa)
and baro settings and altitude readings cross checked.
b) Cruise
i. If cursing below or at transition altitude, both pilots’ altimeters will be set on the
QNH of the nearest station available, or applicable ATC reported local QNH.
ii. If cruising above the transition altitude, both altimeters will be on standard (1013.25
hPa)
c) Descent
i. At transition level, both pilots will reset their altimeter to the appropriate QNH.
8.3.3.5.1 Transition Altitude
During flight at or below "Transition Altitude" an aeroplane is flown at "Altitudes" based upon
QNH. The altimeter setting will be provided by ATC, normally the regional QNH, unless
operating below a TMA when the Zone QNH or associated Aerodrome QNH should be set. A
Transition Altitude is normally specified for each aerodrome by the State.
8.3.3.5.2 Transition Height

In the states of the former U.S.S.R. (except for the Baltic States), Bulgaria and at some Military
aerodromes where procedures are based upon QFE, Transition "Height" is used with
aerodrome QFE as the datum. The QFE reference is the "Aerodrome Elevation". However,
Threshold Elevation shall be used as the datum for a precision approach runway and for a non-
precision approach runway with the threshold 2m (7ft) or more below the aerodrome elevation.
Conversion tables for metre to feet are provided on the approach charts.
8.3.3.5.3 QFE Altimeter Setting Procedure
In the States listed Ref: 8.3.3.4.2 above, vertical dimensions are metric. IAL charts for these
aerodromes indicate all vertical distances as altitudes (QNH) in feet with conversion to heights
in feet-QFE and metres-QFE.
a) ATC instructions and flight crew reports concerning vertical navigation below transition
height/level are expressed in "metres QFE" (height).
b) For departure, for en route flying at or below transition altitude/level and for intermediate
and final approach, both altimeters shall be set to QNH and the QNH/QFE conversions
used to establish and report vertical position.
a)A standby altimeter should be set to QFE for monitoring.
8.3.3.5.4 Flight Levels
Flight above the Transition Altitude is conducted at "Flight Levels" which are surfaces of
constant atmospheric pressure based on the "Standard" altimeter setting of 1013.2 hPa/29.92
in. The Flight Level is the altimeter reading divided by 100 (e.g. 23,000ft = FL230)

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Note: In some Eastern European States and Russia, Flight Levels are metric and the complete
altimeter reading is used so that 5000m (16,400ft) is stated as "Flight Level 5000 metres
Standard". Conversion tables are found on the en-route charts.
8.3.3.5.5 Transition Level
The transition level is the lowest FL available for use above the transition altitude.
8.3.3.5.6 Transition Layer
a) The transition from FL's to altitudes and vice versa in the vicinity of an aerodrome is
effected in the airspace between the transition altitude and the transition level called the
transition layer;
b) Change from FL to altitude shall be made at the transition level when descending and from
altitude to FL at the transition altitude when climbing;
c) When the aeroplane has been cleared to climb to a FL, both pilots should set their altimeter
to Standard Setting. When passing the transition altitude during climb, all altimeters shall
be set to Standard Setting;
d) When an aeroplane has been cleared to descend to an altitude, both pilots must set their
altimeter to the appropriate QNH.
8.3.3.5.7 Checking of Terrain Clearance – Ref: Chpt 8.1.1
a) The cruising flight level/altitude shall always be equal to or higher than true minimum safe
en-route altitude/minimum safe grid altitude. When selecting cruising levels the following
factors must therefore be taken into account:
i) Actual QNH (1 hPa = 30ft);
ii) OAT (10°C ISA Dev. corresponding 4% altitude).
Note: Low pressure and low temperature require additional safety.
b) Example: FL160 OAT-30 °C MEA 12,000ft Lowest QNH 977 hPa.
Step 1:
Temperature Correction; Standard
Temperature; FL160 = -17°C;
OAT FL160 = -30°C; ISA Dev. -
13°C; 13°C = 5%;

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12,000ft + 5% = 12,600ft;
Step 2:
QNH Correction;
1013-977 = 36 hPa;
12,600ft + (36 x 30) = 13,680ft; Lowest
usable flight level;
FL140; FL160 is safe.
c) The adequacy of terrain clearance during the departure phase of flight and during the
approach to land is determined by using the QNH altimeter setting of the aerodrome
concerned (generally no temperature correction has to be applied; see d) below);
d) For circling, final approach and landing generally no correction need be applied. At
aerodromes with high circling minima, however, due consideration should be given to the
temperature correction if the outside air temperature is low. The specified circling height
which is the true height above official aerodrome elevation must then be converted into
indicated circling height.
8.3.3.5.8 Temperature Error
Pressure altimeters are calibrated to indicate true altitude under International Standard
Atmosphere (ISA) conditions. Any deviation from ISA will therefore result in an erroneous
reading on the altimeter. The altimeter error may be significant under conditions of extremely
cold temperature and appropriate corrections should be applied.
Aerodrome Altitude Above Altimeter Source Elevation (ft)
(Normally destination elevation)
Temp °C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0° 0 20 20 20 20 40 40 40 40 60 80 140 180 220
-10° 20 20 40 40 40 60 80 80 80 120 160 260 340 420
-20° 20 40 40 60 80 80 100 120 120 180 380 380 500 620

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-30° 40 40 60 80 100 120 140 140 140 160 500 500 660 820
-40° 40 60 80 100 120 140 160 180 180 200 620 620 820 1020
-50° 40 80 100 120 140 180 200 220 220 240 740 740 980 1220
Values to be added to Published Altitudes (ft)
8.3.3.6 Setting of Radio Altimeters
In all phases of flight, the radio altimeter shall be set to a positive value.
8.3.4 Altitude Alerting Systems Procedures
For the purpose of this paragraph, 'altitude alerting systems' include both those devices which,
when set, give aural/visual warning of the approach to, or deviation from the selected
altitude/flight level, and the more simple device which merely acts as a reminder, via a digital
indicator, of the required altitude/flight level.
Whenever an altitude or flight level change is notified by the appropriate ATS unit, or the
Commander elects to vary his cruising altitude/flight level and advises the ATS unit
accordingly, the altitude alerting system is to be reset to the new altitude/level. This will be
completed by the PF or PM and the new setting is to be cross-checked by the pilot who has not
been responsible for resetting the system itself.
Notes:
a) Care must be exercised when resetting altitude alerting devices which form part of the
aeroplane's Automatic Flight Control System (AFCS) in order to prevent any unplanned
aeroplane excursion from its desired flight path.
b) The altitude alerting system does not in any way relieve the flight crew from the
responsibility of ensuring that the aeroplane levels off or will be levelled off at the correct
altitude or FL.
When acting on altitude or FL clearances received by ATC, the instructions received must
be clearly read back to ATC including the flight's call sign.
Care must be taken not to reply to instructions issued by ATC to similar call signs, and
confirmation must be sought before manoeuvring the aeroplane if such confusion exist, or
the flight crew are uncertain of the instructions issued by ATC.
c) When changing to a different frequency, the flight crew must state their passing FL/altitude
and cleared Flight Level/altitude on first contact with the next ATC, unless specifically
instructed not to do so. The altitude alerting system shall be supplemented by required
verbal calls by the flight crew including:
i) Leaving and approaching cleared altitudes and when level;

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ii) A cross-check that the assigned altitude is above MSA;
iii) "1000ft to go" standard call out;
iv) Dual pilot response for an ATC altitude clearance;
i) Both pilots physically pointing to and confirming the new altitude set in the MCP
window. When descending below 3000ft above MSA, flight crew shall restrict the rate of
descent to no greater than 2000fpm.
High rates of climb or descent within 3000ft of a cleared altitude are not permitted.
8.3.5 GROUND PROXIMITY WARNING SYSTEM/TERRAIN AVOIDANCE WARNING

SYSTEM
Nig. CARs 7.7.1.5
8.3.5.1 General
All PASL aeroplanes are equipped with a GPWS that has a forward looking terrain avoidance
function.
Whenever either system is fitted, however, it is to be energised and used throughout the flight,
unless it has become unserviceable and the MEL for the particular aeroplane type permits it to
remain so for a specified period.
The following paragraphs are intended as a guide to the purposes and use of GPWS and
EGPWS generally; specific technical details of particular equipment will be included in the type
specific AOM.
EGPWS is intended to provide warning of unintentional closure with the ground, which requires
immediate remedial action by the flight crew. It is not infallible, but an immediate and positive
response must be made to all its alerts and warnings. These alerts/warnings are based on
radio altitude and combinations of barometric altitude, airspeed, glide slope deviation and
aeroplane configuration and they are called "radio altitude based alerts". During EGPWS
response action, high pitch angles may result. Investigation of the reason for the alert/warning
must take second place.
EGPWS automatically provides aural warnings, which may be supplemented by visual signals,
on one of the following:
a) Sink rate;
b) Ground proximity;
c) Altitude loss after take-off or go-around;
d) Incorrect landing configuration; and

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e) Downward glide-slope deviation.
These warnings and alerts require immediate action by the flight crew. An immediate and
positive response must be made to all EGPWS alerts and warnings.
8.3.5.2 CFIT - Controlled Flight into Terrain
Controlled Flight into Terrain (CFIT) - the term used to describe accidents in which an
aeroplane that the crew can control in direction and speed collides with the ground or water -is
still the cause of more fatalities than any other accident associated with air travel.
Most CFIT accidents occur under or adjacent to the intermediate or final approach path.
The EGPWS system has been designed to provide alerts and warnings that the aeroplane has
infringed certain preset thresholds and that, if not corrected by the pilot, it may fly into terrain.
The system is not a substitute for flight crew planning and executing their flight so that the need
for EGPWS never arises. Despite continuous improvements and the undoubted safety benefit
EGPWS can provide, the system cannot be relied upon absolutely.
There is not, and there never will be, any better 'CFIT Avoidance' system than pilots and other
flight crewmembers who by their pre-flight preparations and in-flight actions ensure that all
relevant preventive measures to avoid CFIT are applied conscientiously on every occasion.
Crews should acquaint themselves with the information contained in current AIC's.
The maximum rate of descent shall not exceed 2000fpm within 3000ft of MSA.
8.3.5.2.1 Alerts and Warnings
Alerts and warnings are defined as follows:

a) Alert - a caution generated by the EGPWS equipment;
b) Warning - a command generated by the EGPWS equipment which may be:
i) Genuine, i.e. in accordance with its technical specification;
ii) Nuisance, i.e. although the equipment is operating as intended, the pilot is following an
authorised, safe procedure;
False, i.e. the

equipment is not
operating as
designed and the
warning is
spurious.Irrespective
of their nature, all
alerts and warnings
are to be immediately
reported by the
Commander and/or
First Officer so that

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the
circumstances may
be investigated and
the reliability of the Alert Warning
equipment
established. Flight
crew must beware of
becoming slow to
react to EGPWS
alert/warnings purely
on the basis of
previous suspect
performance.
EGPWS Mode
Excessive
descent rate ‘Sink Rate’ ‘Whoop Whoop Pull
Up’
Excessive terrain
closure rate ‘Terrain Terrain’ ‘Whoop Whoop Pull
Up’
Altitude loss after
take-off or go-around
‘Don’t Sink’ ‘Whoop Whoop Pull
Up’
Unsafe terrain Proximity to terrain
clearance while not
in the landing Gear not locked down ‘Too Low Gear’ ‘Whoop Whoop Pull
configuration Up’
Proximity to terrain
Flaps not in a
‘Too low Flaps’ ‘Too Low Terrain’
Landing position
Descent below glide-

‘Glide slope’
slope
Descent below
minima ‘Minima’

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8.3.5.3 Action on Receipt of Alert/Warning
a) Basic GPWS:
As indicated in the above table, basic GPWS equipment gives warnings, rather than alerts, in
all modes except Mode 5, descent below glideslope. In this mode, activation will cause the
aural warning "Glideslope" to be repeated, and the flight crew must take immediate action to
regain the glideslope as quickly as possible, until the alert ceases.
Whenever a warning is received, the immediate response must be to level the wings and
Initiate a maximum gradient climb to the MSA for the sector being flown (but see c) below);
b) EGPWS:
EGPWS is a development of GWPS that includes a predictive terrain hazard warning function.
The predictive function is achieved by feeding the aeroplane's known position (as determined
by a Global Positioning System (GPS) to a terrain data base, enabling the computer to predict
terrain ahead and to the side of the aeroplane's flight path. Terrain features can then be
displayed to the flight crew.
EGPWS therefore overcomes shortcomings associated with GPWS in that it produces earlier
alerts and warnings of significant terrain that lie ahead at all stages of flight. Furthermore, with
reference to terrain around airfields, it can warn of descent below safe vertical profiles when
the aeroplane is in a landing configuration and there is no ILS glideslope signal present.
EGPWS equipment indicates the mode of operation and provides alerts as well as warnings
(see table above). The immediate action on receiving an alert will vary according to the stage
of flight and aeroplane configuration, but should involve correcting the condition for which the
alert was valid. No attempt should be made to recover the original flight path until the cause of
the alert has been positively established and eliminated.
Whenever a warning is received, however, the immediate response must be to level the wings
and initiate a maximum gradient climb to the MSA for the sector being flown, except as in c)
below;
c) Warnings — Discretionary Action by Commander
The response to a warning, as outlined in a) and b) may be limited to that appropriate to an

alert only if:
i) The aeroplane is being operated by day in conditions which enable it to remain 1nm
horizontally and 1000ft vertically from cloud, and in a flight visibility of at least 5nm; and
ii) It is immediately obvious to the Commander that the aeroplane is in no danger in respect of
its configuration, proximity to terrain or current flight manoeuvre

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8.3.5.4 False and Nuisance Warnings
Data reveals that false and nuisance warnings were approximately seven times more frequent
than genuine Hard Warnings (Hard Warning = Aural Warning and Visual Alert). This is a cause
for concern as crews that have frequent exposures to nuisance or false warnings might begin
to react more slowly to genuine hard warnings. The following contributory factors had been
identified:
a) Non-adherence to published procedures;
b) Crews adopting non-standard or unusual procedures e.g. late selections of gear or flaps;
c) Operator crew training not fully emphasising strict adherence to published procedures.
False or nuisance warnings may also be received during normal, safe operations when, for
example, the aeroplane is being vectored by ATC and is descending in an area of hilly terrain.
A Mode 5 (glideslope) alert may be triggered when the aeroplane is being flown outside the
validity area of the glideslope signal, such as when manoeuvring visually to land on a non-
instrument runway following an approach to the ILS runway. An alert/warning will also be
triggered if the approach is flown with the flaps set to a different position from that normally
used for landing.
If hard warnings are received they should be acted upon promptly and all occurrences should
be reported via the ASR scheme.
Provided that the flight crew remain fully aware of these limitations of the equipment, however,
and follow the recommended procedures immediately on receipt of GPWS/EGPWS alerts
and warnings, its use may well avoid an otherwise inadvertent closure, or contact, with the
ground. It is emphasised that even if a warning is anticipated or suspected to be false or a
nuisance, immediate and aggressive action is required by the crew unless it is beyond doubt
that a) or b), below, can be complied with.
Where known areas of nuisance are found to exist, the Company will publish a statement in
respect thereof enabling crews to have prior warning and hence to be prepared for positive
identification of their situation. In known areas of nuisance warnings, and when descending to
within 3000ft AGL the rate of descent should be decreased to less than 2000fpm and airspeed
established below 190kt. This will reduce the mode 2A envelope.
The response to a warning may be limited to that appropriate to an alert only if:
a) The aeroplane is being operated by day in VMC conditions i.e. 1.5nm horizontally and
1000ft vertically from cloud with a visibility of at least 5nm and the PF has clear sight of the
surface; and
b) It is immediately obvious to the Commander that the aeroplane is in no danger in respect of

its configuration, proximity to terrain or current flight manoeuvre.
When "PULL -UP" warning is given below MSA it must be observed.
Glideslope Warning

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On receipt of a glideslope warning, correct the flight path to cancel the warning.
8.3.5.6 Terrain Awareness and Warning System (TAWS)
In addition to the basic or enhanced GPWS equipment, the TAWS functions give forward
looking warnings to the flight crew. This information is not only based on Radio Altitude but
also uses a database with terrain information.
The TAWS function provides the flight crew, by means of visual and aural signals and a Terrain
Awareness Display, with sufficient alerting time to prevent Controlled Flight into Terrain events
and provide a forward looking capability and terrain clearance floor.
8.3.6 Policy and Procedures for the Use of TCAS/ACAS
Nig. CARs 7.7.1.7, 8.8.1.12(a)(1)
8.3.6.1 General
The Airborne Collision Avoidance System (ACAS) is intended to improve air safety by acting as
a 'last-resort' method of preventing mid-air collisions or near collisions, between aeroplanes. By
utilising Secondary Surveillance Radar (SSR) technology, ACAS equipment operates
independently of ground-based aids and ATC. Aeroplanes equipped with ACAS have the
ability to monitor other aeroplanes in the vicinity and assess the risk of collision by interrogating
airborne transponders. Non-transponding aeroplanes are not detected.
All PASL aeroplanes in the fleet are equipped with an airborne collision avoidance system
(ACAS II) utilizing software version 7.0.
In simple terms, ACAS refers to the concept of collision avoidance. Traffic Alert and Collision
Avoidance System (TCAS) refers to the equipment that satisfies this concept.
The TCAS is an independent onboard collision avoidance system. It is designed to act as a

backup to the ATC system and the "see and avoid" concept. TCAS continually surveys the
airspace around the aeroplane, seeking replies from other aeroplane in the vicinity via their
ATC transponders.
Utilising Mode C or Mode S transponder replies from other aeroplanes, TCAS determines
range, relative bearing, and relative altitude of those aeroplane (if their altitude reporting
function is operating). Flight paths are then predicted using this Information. Intruders whose
paths are predicted to penetrate a protected Collision Area surrounding the TCAS aeroplane
are annunciated by TCAS on the pilot's and Co-pilot's Vertical Speed/Traffic-Resolution
Advisory (VSI/TRA) displays.
In addition, TCAS is capable of recommending evasive vertical manoeuvres intended to

preserve or Increase vertical clearance to Intruder aeroplane. TCAS will provide a Traffic
Advisory (TA) at 20 to 48 seconds prior to a conflict or a Resolution Advisory (RA) 20 to 35
seconds prior to a conflict actual distance at the time of the advisory will vary because of the
Intruder's closure speed.
TCAS is a single system installation consisting of one TCAS processor, top and bottom
mounted TCAS directional antennas, (one bottom mounted omni-directional antenna may be

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used in lieu of the bottom TCAS directional antenna), Mode S transponders with top and
bottom mounted omni-directional antennas, a TCAS/Mode S Control Panel and two VSI/TRA's.
The Flight Deck speaker system is used for voice messages.
The VSI/TRA's serve three purposes in the Flight Deck:
a) To display vertical speed information in a conventional format;
b) To provide a traffic advisory display to the pilot;
c) To serve as the Flight Deck "Resolution Advisory" display.
8.3.6.2 Responsibilities
The use of TCAS does not alter the respective responsibilities of pilots and controllers for the
safe conduct of the flight, being:
a) The primary responsibility to maintain separation rests with ATC;
b) The infringement of an ATC clearance based on information conveyed by TCAS lies within
the authority of the Commander;
c) Flight crew shall remain vigilant at all times for collision avoidance purposes, complementary
to the TCAS procedures.
Once an aeroplane departs from an assigned ATC clearance in compliance with RA, the
controller ceases to be responsible for providing separation between that aeroplane and other
aeroplanes affected as a direct consequence of the manoeuvre induced by RA. The controller's
responsibility for providing separation for all affected aeroplanes resumes when either the
controller acknowledges a report from the pilot that the aeroplane has resumed its assigned
clearance, or the controller acknowledges a report from the pilot that the aeroplane is resuming
its assigned clearance and issues an alternative clearance which is then acknowledged by the
pilot.
8.3.6.3 Types of alerts
8.3.6.3.1 TCAS Forms
TCAS provides collision avoidance manoeuvre advice in the vertical plane, in either of two
forms:
a) Traffic Advisory (TA), which indicates the approximate position relative to the subject
aeroplane, either in azimuth only, or azimuth and altitude, of nearby transponding
aeroplanes which may become a threat. TA is displayed 20-48 seconds from the time the
intruder aeroplane is predicted to enter the TCAS aeroplane's collision area. The TA is
announced aurally by the announcement "TRAFFIC - TRAFFIC". The traffic displayed
includes the range, bearing and altitude of the intruder relative to the TCAS aeroplane. The
flight crew is to use this Information as an aid to visually locate the intruder in order to avoid
a conflict;

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Note: On Non-Altitude Reporting Intruders, TCAS will not annunciate a Resolution Advisory.
b) Resolution Advisory (RA), which demand manoeuvres or manoeuvre restrictions in the

vertical plane to resolve conflicts with aeroplane transponding SSR Mode C altitude. It is
displayed 20-35 seconds from the time the intruder aeroplane is predicted to enter the
TCAS aeroplane's collision area.
Should an intruder enter this warning area, a RA is issued by the system. The RA is
indicated on the VSI/TRA in the form of prohibited (RED arc) and target (GREEN arc)
vertical speeds and is accompanied by one of the listed aural announcements. This RA is
calculated to increase or maintain vertical separation relative to an intruding aeroplane. It
will consist of either a corrective advisory (with red and green arcs), calling for a change in
aeroplane vertical speed, or a preventive advisory (red arc only), where certain vertical
speed restrictions exist.
8.3.6.3.2 Reaction to a RA Warning
The PF shall react immediately to satisfy a RA warning and deviate from their current ATC
clearance to the extent necessary, to satisfy the TCAS RA demand.
a) Bank angle in excess of 15°;
a) Operation at aerodromes outside of 0 to 5300ft MSL or temperatures outside ISA +/- 50°F
(27.8°C);
b) One engine inoperative;
c) Abnormal configurations such as landing gear not retractable;
d) Leaving aeroplane in inappropriate configurations when climb RA occurs;
e) Speeds below normal operating speeds;
f) Buffet margin less than 0.3g.
It is emphasised that TCAS II relies upon information received from transponder equipped
aeroplane by aeroplane which are similarly fitted. RAs will only be generated if both the
receiving aeroplanes and the potential intruder are transponding in altitude Mode C.
The equipment is not capable of resolving with complete accuracy the bearing, heading or
vertical rates of intruding aeroplanes; pilots should not therefore attempt to manoeuvre solely
on the basis of TA information. Pilots must be aware of the limitations of the particular
equipment, as the full range of TAs and RAs may not be produced beyond the minimum and
maximum altitudes specified for its operation.
Even if TA's and RA's are suspected of being nuisance or false advisories, they should be
treated as genuine.
TCAS will resolve multiple aeroplane encounters.
TCAS is considered a back-up to the "SEE AND AVOID" concept and the ATC radar
environment.

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TA's and RA's are constantly updated and provide real time advisory and position information
to the flight crew.
Note: Intruder altitude information is necessary for RA computations. TCAS will not issue RA's
for aeroplane without altitude reporting transponders.
Note: TCAS tracks aeroplane by interrogating and monitoring their ATC transponders. TCAS
cannot detect aeroplane without operating (replying) transponders.
8.3.6.4 Action
TCAS is intended as a backup to visual collision avoidance, application of "right-of-way rules",

and air traffic separation service. Timely and reliable crew response to TCAS advisories is
essential. Delayed crew responses or reluctance of a flight crew to adjust flight path as advised
by TCAS due to ATC clearance provisions, fear of later scrutiny, or other factors could
significantly decrease or negate the protection afforded by TCAS.
If a TA or an RA is received, the following action must be taken:
a) A TA is intended to alert the crew that an RA, requiring a change in flight path, may follow.
Respond immediately to TA's by attempting to establish visual contact with the Intruder
aeroplane and other aeroplane which may be in the vicinity. Co-ordinate to the degree
possible with other crewmembers to assist in searching for traffic. The pilot should not
initiate evasive manoeuvres using information from the traffic display only or on a TA only,
without visually sighting the traffic. These displays and advisories are intended only for
assistance in visually locating the traffic and lack the flight path trends necessary for use in
evasive manoeuvring. However, while climbing or descending, modest changes in vertical
speed based on traffic display information are not considered evasive manoeuvring. If
traffic is acquired visually, continue to maintain or attain safe separation;
b) An RA is intended to advise pilots on the manoeuvre they must carry out in order to
achieve or maintain adequate separation from an established threat. When undue proximity
to another aeroplane (RA) is detected by TCAS, the PF must ensure that any corrective
action indicated by the RA is initiated immediately unless doing so would jeopardize the
safety of the aeroplane. The corrective action:
i. Must never be in a sense opposite to the indicated by the RA;
ii. Be in the correct sense even if this is in conflict with the vertical element of an ATC
instruction;
iii. Be the minimum possible to comply with the RA indication.
c) Respond immediately to satisfy corrective RA's using positive control inputs, in the direction
and with the magnitude TCAS advises, while attempting to sight the conflicting traffic.
Vertical speed indications on the VSI/TRA must be moved out of the red band and into the
green band;
d) For TCAS to function properly, initial vertical speed response is expected within five
seconds of an RA, manoeuvring with "G" forces similar to those felt, when responding to an
ATC clearance to climb or descend "immediately" (0.258 Increment). If possible, visually
confirm the necessity and suitability of the avoidance manoeuvre, but recognise that any
other aeroplane seen visually may not necessarily be the threat aeroplane, or the only
aeroplane that the TCAS is responding to;

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Caution: Once a non-crossing RA has been issued, safe separation could be

compromised if current vertical speed is changed, except as necessary to comply with the
RA. This is because TCAS to TCAS co-ordination may be in progress with the intruder
aeroplane, and any change in the vertical speed that does not comply with the RA may
negate the effectiveness of the other aeroplane's compliance with the RA.
Warning: Non-compliance with a crossing RA by one aeroplane may result in reduced

vertical separation; therefore, safe horizontal separation must ALSO be assured by visual
means.
Note: The consequences of not following a RA may result in additional RA's in which the
aural alert and visual annunciation may not agree with each other.
e) Respond immediately by direct attention to the RA display to satisfy or continue to satisfy

preventive RA flight path constraints, including "softening" or reduction in strength of initial
RA, while attempting to sight conflicting traffic. Adhere to the current ATC clearance to the
extent possible;
f) Respond immediately to any "increase" or "reversal" RA manoeuvre advisories. Initial

vertical speed response to an increase or reversal RA is expected by TCAS within 2.5
seconds of issuance of the advisory;
g) Excessive responses to TCAS RA's are not desirable or appropriate because of other
potential traffic and ATC consequences. From level flight, proper response to a TCAS RA
typically results in an overall altitude deviation of 300ft to 500ft In order to successfully
resolve a traffic conflict.
Note: During a preventive advisory, if the vertical speed is allowed to enter the red arc a
corrective RA may result.
h) If a TCAS RA requires manoeuvring contrary to an ATC clearance, satisfy the RA in a way

which most nearly compiles with the ATC clearance. If it is possible to both respond to a
TCAS RA and continue to satisfy a clearance at the same time, you may do so (e.g.
respond to a TCAS climb RA while continuing to satisfy an ATC clearance to intercept a
localiser). If a TCAS RA manoeuvre is inconsistent with the current ATC clearance, do not:
i) Delay responding to an RA;
ii) Modify response to an RA;
iii) Manoeuvre contradictory to an RA.
Once the pilot has advised that he is manoeuvring in response to an RA, ATC should not
provide any further control instructions until the pilot has reported that the TCAS event has
been completed.
Following a TCAS "Clear of Conflict" advisory, the pilot should expeditiously return to the
previously cleared ATC clearance unless otherwise directed by ATC.
i) If a TCAS RA requires manoeuvring contrary to "right-of-way" rules, "cloud clearance"

rules for VFR flight, AFM limitations, or other such criteria, flight crew may and are
expected to follow the TCAS RAs to resolve the immediate traffic conflict.

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In such situations, however, deviations from rules, policies or limitations should be kept to
the minimum necessary to satisfy the TCAS RA (e.g. an RA response resulting in a minor
excursion above AFM published maximum altitude is considered acceptable);
j) The pilot MUST respond to a stick shake warning even when following TCAS RA;
k) When a climb RA occurs with the aeroplane in the landing configuration, the pilot should
initiate a normal go-around procedure in order to properly comply with the RA.
Notes
1 Initiating the go-around procedure for a Climb RA does not mandate a missed approach. It
is intended to assure the aeroplane is properly configured to accomplish the expected
manoeuvre. In most cases, the TCAS event will be resolved with only a minor deviation to
the intended flight path and sufficient time and altitude may exist to recover safely to the
desired flight path.
2 An altitude crossing manoeuvre may occur when the intruder or own aeroplane is climbing
or descending at a high rate. Under these conditions, the TCAS logic determines that safe
separation is best achieved through an altitude crossing manoeuvre. This manoeuvre will
result in the TCAS aeroplane and the intruder crossing through each other's altitude. This is
a safe strategy that will result in adequate vertical separation between the aeroplanes.
8.3.6.5 Reporting
Whenever, as a result of an ACAS warning, an aeroplane has been manoeuvred such that it
has departed from its ATC clearance, the appropriate ATC unit is to be informed as soon as
possible of the departure, and of the return to the previously cleared flight conditions.
Whenever an aeroplane has departed from an ATC clearance in compliance with a RA, the
Commander shall file an ASR (Ref Chapter 14 - Appendix C) and report the circumstances to
the Company and/or Authority in compliance with the Occurrence Reporting Scheme.
8.3.6.6 Recommendations
a) During visual approach to closely spaced parallel runways, or to converging or intersecting

runways, use of TA Only mode is recommended once the aeroplane is established on the
final approach course, and glide-path intercept has occurred. Continued operation in TA/RA
mode may result in RA's for aeroplanes on approach for the adjacent runway, and may
cause unnecessary go-arounds;
b) When approaching aerodromes with low terrain along the final approach use of TA Only
mode is recommended once the aeroplane is established on final approach course, and
glide-path intercept has occurred. Continued operation in TA/RA mode may result in RA's
for aeroplanes that may be on the aerodrome surface, with their transponders operating,
and may cause unnecessary go-arounds.
8.3.6.7 Expected Flight Crew Response

a) Traffic Advisories (TA)

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TA's are characterised by the display of an AMBER FILLED CIRCLE or AMBER NO BEARING
DATA representing the intruder. These may also be accompanied by blue Proximate Traffic
diamonds. Traffic is displayed to aid the flight crew in their visual search for the traffic.
AURAL VISUAL RESPONSE

Conduct a visual search for
Amber filled circle shown intruder. If successful, maintain
"TRAFFIC - TRAFFIC" on the VSI/TRA display visual acquisition to ensure safe
separation.
b) Resolution Advisories (RA)

RA's are characterised by the display of the Intruder as a RED FILLED SQUARE or
RED DATA In the case of no bearing, Amber Traffic Advisories and blue proximate
aeroplane if any, are also displayed during the RA. Vertical manoeuvres recommended
by TCAS to ensure
Safe separation are displayed by RED and GREEN areas along the vertical speed
indicator scale.

‘MONITOR VERTICAL Present vertical speed is not Keep vertical speed out of
SPEED’ within the RED restricted RED unsafe area as indicated
vertical speed shown on the on the VSI display.
VSI display.
‘CLIMB-CLIMB-CLIMB’ ‘VSI RED from negative limit Promptly and smoothly
to + 1500 FPM and GREEN establish a 1500 FPM, or
from + 1500 FPM to + 2000 greater climb.
FPM.
‘DESCEND-DESCEND- VSI RED from positive limit to Promptly and smoothly
DESCEND’ -1500 FPM and GREEN from establish a 1500 FPM, or
-1500 FPM to -2000 FPM. greater descend.
‘DESCEND-CROSSING- Same as “DESCEND” and Promptly and smoothly
DESCEND’ further indicates that own establish a 1500 FPM, or
flight path will cross that of greater descend.
the intruder.
‘CLIMB-CROSSING- Same as “CLIMB” and further Promptly and smoothly
CLIMB’ indicates that own flight path establish a 1500 FPM, or
will cross that of the intruder. greater climb.
‘REDUCE DESCENT- VSI indicates prohibited Promptly and smoothly
REDUCE DESCENT’ vertical speeds in RED. Goal reduce vertical speed to that

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vertical speed in Green. shown on the VSI in GREEN

‘REDUCE CLIMB- VSI indicates prohibited Promptly and smoothly
REDUCE CLIMB’ vertical speeds in RED. Goal reduce vertical speed to that
vertical speed in Green. shown on the VSI in GREEN
For the type specific instrument presentation and TCAS procedures refer to OMB/FCOM/QRH.
The following commands indicate that a previous command MUST BE INCREASED OR

REVERSED to ensure safe separation.
Note:
1 These advisories are expected to occur only on rare occasions, usually when an
"Intruder" suddenly changes its current flight path. (Manoeuvring Intruder)
2 Strengthened (INCREASE CLIMB/DESCEND RA's) manoeuvres should be initiated

using an incremental 0.25g within 2.5 seconds.
3 Reversal (CLIMB, CLIMB NOW or DESCEND, DESCEND NOW RA) manoeuvres shaker.
VSI RED from negative limit to

+ 1500 FPM and GREEN from + Promptly and positively
1500 FPM to + 2000 FPM. manoeuvre at an
"CLIMB, CLIMB NOW" This advisory will follow a incremental 0.5g to
"DESCEND" advisory when establish a 1500 FPM or
circumstances require a reversal greater climb.
of vertical direction to ensure
adequate vertical separation.
VSI RED from positive limit to
-1500 FPM and GREEN from Promptly and positively
1500 FPM to - 2000 FPM. manoeuvre at an
'DESCEND, DESCEND NOW" Incremental 0.5g to
Follows a "CLIMB" advisory establish a 1500 FPM or
when circumstances require a greater descent.
reversal of vertical direction to
ensure adequate separation.
VSI RED from negative limit to
+ 2500 FPM and GREEN from Promptly and smoothly
"INCREASE CLIMB" + 2500 FPM to + 3700 FPM. increase the vertical speed
Indicates the vertical speed to 2500 FPM or greater.
MUST BE INCREASED to
ensure adequate separation.
"INCREASE DESCENT" VSI RED from positive limit to Promptly and smoothly

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- 2500 FPM and GREEN from increase descent to 2500

2500 FPM to - 3700 FPM. FPM or greater.
Indicates that the vertical
speed MUST be INCREASED
to ensure adequate separation.
c) Clear of conflict
‘CLEAR OF CONFLICT VSI RED and GREEN areas Promptly and smoothly return
removed, intruder no longer to the applicable clearance,
appears as a RED SQUARE unless otherwise directed by
ATC
Note: In the event the intruder track or altitude information is lost during an RA, the RA will
terminate without a "CLEAR OF CONFLICT' annunciation.
8.3.6.8 Standard Phraseology
The following RTF phraseology in accordance with ICAO PANS-ATM 4444 should be used in
relation to an RA:
a) After the PF starts to deviate from any ATC clearance or instruction in order to comply with
an RA:
i) Pilot: "TCAS RA";
ii) Controller "ROGER";
b) After the response to an RA is completed and a return to the ATC clearance is initiated:
i) Pilot: "CLEAR OF CONFLICT RETURNING TO (assigned clearance)";
ii) Controller "ROGER" (or alternative instructions);
c) After the response to an RA is completed and the assigned ATC clearance or instruction
has been resumed:
i) Pilot: "CLEAR OF CONFLICT (assigned clearance) RESUMED";
ii) Controller "ROGER" (or alternative instructions);
d) In the event of an ATC clearance or instruction contradictory to the RA being subsequently

received, the pilot should continue to follow the RA and inform ATC directly:

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i) Pilot: "UNABLE, TCAS RA";
ii) Controller "ROGER";

The Commander shall report when the TCAS conflict is resolved and they are able to accept
an ATC clearance.
8.3.7 In-Flight Fuel Management

8.3.7.1 General
It is the Commander's responsibility to manage the flight in adherence to PASL's Fuel Policy.
Fuel management compares actual consumption with planned consumption. This process
establishes whether any fuel leak is apparent and/or headwind component factor. Routine
checking of fuel gauges will determine any fuel imbalance.
Should a delay or diversion be anticipated, fuel management will involve contingency planning
in the event such circumstances materialise.
Flight crew shall monitor flight time and fuel burn compared to the OFP to identify any trends or
unexpected increases in consumption, leaks etc.
Should a delay or diversion be anticipated due unanticipated circumstances that result in

landing at the destination or alternate airport with less than required to proceed to an alternate
airport, or to operate to an isolated airport ,the fuel management will involve contingency
planning in the event such circumstances materialize and also allow the PIC to request air
traffic delay information from ATC.
8.3.7.2 In-Flight Fuel Checks
Fuel checks prior to departure and in flight shall include a check to ensure that calculated fuel
on board is correctly balanced and distributed.
For a fuel check at a waypoint, it is sufficient to subtract the OFP waypoint to destination fuel
from the established fuel on board, to calculate the predicted fuel remaining at destination.
The Commander shall ensure that fuel checks are carried out:
a) At the first convenient waypoint or abeam waypoint after TOC;

b) At intervals no greater than every subsequent hour;
c) At the last convenient waypoint or abeam waypoint prior to TOD;
d) For flights less than 30mins no fuel check is required.
8.3.7.2.1 Purpose of the Fuel Check
The purpose of the fuel check is:

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a) To compare actual consumption with planned consumption;
b) To verify the trip fuel is sufficient to complete the remaining portion of the flight to
destination; plus
c) Alternate fuel or the amount required in the event no alternate is available prescribed in
Chpt 8.1.7; plus,
d) Final reserve fuel;
e) To confirm fuel is balanced.
Fuel checks shall be carried out using the FMC and total fuel quantity gauges.
The OFP provides the fuel figure required at the end of each segment, but it should be noted
that these figures are only correct if the Flight Plan conditions of weight, wind and temperature,
and the OFP calculated step-climbs are encountered for the rest of the flight. The FMC may
give a more accurate prediction of the total fuel figure at destination provided all anticipated
variables and predicted step-climbs are programmed into the database.
8.3.7.2.2 Usable Fuel Less than Required
If, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival at the
destination aerodrome is less than:
a) The required alternate fuel plus final reserve fuel, the Commander must take into account
the traffic and the operational conditions prevailing at the destination aerodrome and at the
destination alternate aerodrome, and at any other adequate aerodrome, in deciding whether
to proceed to the destination aerodrome or to divert so as to perform a safe landing with not
less than final reserve fuel; or
b) The final reserve fuel if no alternate aerodrome is required, the Commander must take
appropriate action and proceed to an adequate nearer aerodrome so as to perform a safe
landing with not less than final reserve fuel.
The Commander shall declare an emergency when the predicted usable fuel remaining on
landing at the nearest adequate aerodrome, where a safe landing can be performed, will be
less than final reserve fuel.
8.3.7.2.3 MINIMUM FUEL

The pilot-in-command shall declare MINIMUM FUEL to informs ATC that all planned
aerodrome options have been reduced to a specific aerodrome of intended landing and any
change to the existing clearance may result in landing with less than the planned final reserve
fuel. This is not an emergency situation but an indication that an emergency situation is
possible should any additional delay occur.

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8.3.7.2.4 EMERGENCY FUEL SITUATION

The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY
MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon
landing at the nearest aerodrome where a safe landing can be made is less than the planned
final reserve fuel.
8.3.7.3 Isolated Destinations
a) If an in-flight fuel check to an isolated destination aerodrome indicates that the expected fuel
remaining at the planned point of last possible diversion is less than the sum of:
i) Trip fuel for the remaining portion of the flight;
ii) Alternate fuel, but not less than fuel to fly for 2-hours after arriving overhead the destination
aerodrome, calculated using normal cruise consumption;
b) The Commander shall either:
i) Divert; or
ii) Continue to the planned destination provided that two separate runways are available at the
destination and the expected weather conditions at the destination are above the minimum
required to make an approach (See Paragraph 8.1.3 of this manual).
8.3.7.4 Fuel Economy
The cruise optimum altitude shall be discussed pre-flight and included in the pre-departure
flight crew brief. Selection of the cruise altitude will be based on the optimum altitude:
a) Take-off:
Whenever possible reduced take-off power should be used;
b) Climb:
If no speed restrictions exist, or if speed restrictions are removed by ATC, the speed restriction
altitude shall be cancelled and economy climb used.
c) Cruise:
i) Economy cruise speed judiciously using the FMC cost index from the OFP shall normally be
used. Flight crew shall proactively endeavour to obtain any direct routings from ATC;
ii) When using step-climbs, flight crew should consider using the FMC to establish the optimum
cruise altitude and verify the step-climb cruise level is not affected by unpredicted adverse
wind components;
iii) The climb fuel penalty (for a step-climb) is recovered when the cruise time at the higher level
is more than one hour. Use of the FMC will enable fuel consumption predictions to be more
accurately assessed;
d) Descent:

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For descent planning the flight crew may fly any one of the approved standard descent profiles;
e) Approach:
A continuous-descent, low-drag approach shall always be performed when conditions allow;
f) After Landing:
When external power is available on arrival at stand and the aeroplane is terminating the APU
shall not be started and external power used instead;
g) Turnarounds:
Up to one hour and sectors less than 30mins the APU should be left running;
h) Use of APU:
When not required the APU shall always be OFF. It is emphasised that the APU shall only be
started in accordance with fleet Normal Operating Procedures.
8.3.7.5 Re-Clearance Operation
The usable fuel required when a flight proceeds along a route or to a destination other than
originally planned shall include:
a) Trip fuel for the remaining portion of the flight;
b) Reserve fuel consisting of:
c) Contingency fuel;
i. Alternate fuel, if a destination alternate is required. (This does not preclude

selection of the departure aerodrome as the destination aerodrome);
ii. Final reserve fuel;
iii. Additional fuel, if required by the type of operation; and
iv. Extra fuel if required by the Commander.
8.3.7.6 Additional Conditions for Specific Procedures
On a flight using Reduced Contingency Fuel the Commander must ensure that the usable fuel
remaining at the decision point is at least the total of:
a) Trip fuel from the decision point to the destination aerodrome;

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b) Contingency fuel equal to 5% of trip fuel from the decision point to the destination
aerodrome;
c) Destination aerodrome alternate fuel, if a destination alternate aerodrome is required;
and
d) Final reserve fuel.
8.3.7.7 Fuel System Handling
The Commander must be informed of any fuel panel configuration change affecting the fuel
system. Fuel panel configuration changes must be monitored by both flight crewmembers.
8.3.7.8 Post Flight

The total fuel remaining after engine shut-down will be entered in the Technical Log (see
Chapter. 14 of this manual, Appendix D).
The OFP containing the fuel flight plan shall be retained together with other required
documents pertaining to the flight.
If the total fuel remaining after engine shut-down is less than final reserve fuel an MOR must
be raised.
In addition, Engineering will submit an MOR if the fuel remaining is less than a figure
equivalent to 30mins at 1500ft at maximum landing weight and an ASR has not be raised by
the Commander. This figure is available in the Technical Log.
Note: This fuel quantity will in most cases be higher than final reserve fuel, which is based on
30mins at 1500ft at planned landing weight.
8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions
Nig. CARs 7.7.1.6; 7.7.1.8; 8.8.1.3; 8.12.1.9; 8.12.1.14
8.3.8.1 General
Flight through areas of thunderstorm activity should be avoided wherever possible. Provided
that the recommended techniques are employed, such flight may be carried out where no
alternative course of action is possible.
The Commander shall report any hazardous flight condition to the appropriate ATS unit without
delay.
PASL ensures aeroplanes are equipped with an airborne weather radar system capable of
detecting thunderstorms and other potentially hazardous weather conditions when operating in
areas where such weather conditions may be expected to exist along the route either at night
or under instrument meteorological conditions.

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Highlighted below is a compilation of hazardous atmospheric conditions and recommended

practices and procedures for operating in and/or avoiding those conditions associated with:
a Thunderstorms;
b Icing conditions;
c Turbulence;
d Windshear;
e Jetstreams;
f Volcanic ash clouds;
g Heavy precipitation;
h Sand storms;
i Mountain waves;
j Significant temperature
inversions.
8.3.8.2 ATC In-flight Weather Avoidance Assistance
a) To the extent possible, controllers will issue pertinent information on weather or

thunderstorm/turbulence areas and assist flight crew in avoiding such areas when
requested. Flight crew should respond to a weather advisory by acknowledging it and, if
considered necessary, requesting an alternative course of action as follows:
i) Request to deviate off course by stating the number of miles and the direction of the
requested deviation. In this case, when the requested deviation is approved, the pilot is
expected to provide his own navigation, maintain the altitude assigned by ATC and to
remain within the specified mileage from the original course;
ii) Request a new route to avoid the affected area;
iii) Request a change of altitude;
iv) Request radar vectors around the affected areas.
b) For obvious reasons of safety, flight crew operating under IFR must not deviate from the
course or altitude or flight level without ATC clearance. When weather conditions
encountered are so severe that an immediate deviation is necessary and time will not
permit approval by ATC, the Commander's emergency authority may be exercised.
c) Any request for deviation or radar vectors should be notified to ATC as far in advance as
possible. The following information should be furnished to ATC when requesting clearance
to detour around weather activity:

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i) Proposed point where detour will commence;
ii) Proposed route and extent of detour (direction and distance);
iii)Point where original route will be resumed;
iv)Flight conditions (IMC or VMC);
v)Any further deviation that may become necessary as the flight progresses;
vi)Advise if the aeroplane is equipped with functioning airborne radar.
8.3.8.3 Thunderstorms
8.3.8.1.1 General
There is no useful correlation between the external visual appearance of thunderstorms and
their severity.
The continuous knowledge and the weather radar have modified flight crew attitudes towards
thunderstorms. Nevertheless, one basic rule continues to apply:
“Any thunderstorm shall be considered as hazardous”.
8.3.8.3.1 Weather Information
Meteorological observations/forecasts messages or charts contain thunderstorms and
associated hazards information.
When thunderstorms are, or are expected to be sufficiently widespread to make their
avoidance by aircraft difficult, e.g. a line of thunderstorms associated with a front, squall line or
extensive high level thunderstorms, the Meteorological Office issues warnings, in the form of
SIGMET messages, of “active thunderstorm area”.
In addition, pilots are required to send a special air report when conditions are encountered
which are likely to affect the safety of the aircraft. Such reports are also the basis for the
issuance of SIGMET warnings.
Meteorological Office does not issue SIGMET messages in respect to isolated thunderstorms
activity, and the absence of SIGMET warnings does not therefore necessarily indicate the
absence of thunderstorms.
Refer to 8.1.6 – The methods for interpretation of meteorological information - for description of
weather messages and for the meaning of the associated codes.
8.3.8.3.1.1 Thunderstorm Classification
The vertical extension of thunderstorms is up to 25.000ft during wintertime and up to the
troposphere during summer. The horizontal range is 10 to 20km. Apart from the dangers

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involved in thunderstorm; additional dangers such as sudden occurring heavy precipitation with
poor visibility below the clouds, possible hail showers, heavy icing formations, and heavy
turbulence are applicable.
Frontal thunderstorms can exist as:
a) Warm front thunderstorm
b) Cold front thunderstorm and,
c) Occluded front thunderstorm.
Air mass thunderstorms are divided into:
d) Convective thunderstorm
e) Mountain thunderstorm
Frontal thunderstorms form in squall lines and generate heavy rain and possibly hail, and
producing strong gusty winds and possibly tornadoes. Large horizontal wind changes in speed
and directions at different altitudes are characteristics of a frontal thunderstorm. Resulting
airflow in the storm accelerate too much higher vertical speeds which ultimately result in higher
horizontal wind speeds at surface.
Air mass thunderstorms are caused either by thermal convection or by moist air moving uphill
on the windward side of the mountain. Air mass thunderstorms are convective storms as
Thunderstorms Rain/Snow Showers appear to be randomly distributed in unstable air and
develop from local heating of the Earth's surface. The heated air rises and cools to form
cumulus clouds. As the cumulus stage continues to develop precipitation forms in the higher
portion of the cloud and falls. Precipitation signals the beginning of the mature stage and
presence of a downdraft. In the later stages of development, the heated updraft creating the
thunderstorm is cut off by rainfall, and the thunderstorm begins to dissipate. Many
thunderstorms produce an associated cold air gust front as a result of the downfall and out
rushing rain-cooled air. These gust fronts are usually very turbulent and are a serious threat
during take-off and landing. Relatively dry conditions of light rain or precipitation that
evaporates before reaching the earth’s surface can also be
experienced.

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Severe (Supercell) Thunderstorm (Meteorologist Jeff Haby)
The diagram above shows the primary characteristics of a severe (supercell) thunderstorm.
Each of the terms in the supercell storm is defined below the diagram:
A. Anvil – The flat cirriform top of the cumulus composed of ice crystals blown downstream by
the high speed winds aloft. The anvil marks the location of the tropopause.
B. Overshooting Top – As air in the intense updraft reaches the tropopause, it has enough
momentum to carry it into the stable layers (i.e. it overshoots the inversion at the
tropopause). With time, this overshooting top or cap cloud collapses as the updraft decays.
Tornadoes often reach the mature stage or develop when the overshooting top begins to
collapse. The larger the overshooting top, the more intense is the updraft and thus the
stronger is the storm.
C. Mammatus – The pouch-like clouds which occur on the underside of the anvil. They tend
to be most prominent in extremely severe storms. They form as evaporationally cooled air
sinks downwards from below the anvil
D. Flanking Line – A line of developing cumulus towers typically located on the southwest
(right rear flank) of the storm. The flanking line is a result of strong convergence along the
gust front of the spreading outflow. Clouds developing in the flanking line eventually grow
and merge with the main storm, and thus storms are said to be fed by their flanking lines.
E. Rainfall/Hail – The most intense rainfall and hail occur just downstream from the strongest
portion of the updraft. Light rain often falls from the anvil in advance of the storm.
F. Wall Cloud – A distinct lowering of the cloud base beneath the strongest updraft. The wall
cloud often rotates, and is accompanied by strong surface winds. This feature represents

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the "mesocyclone" or parent circulation of the tornado, and is the structure most often seen
on Doppler radar prior to tornado touchdown. The wall cloud is typically located between
the heaviest rain (and hail) and the rain-free cloud base in the southwest quadrant of the
storm.
G. Rain-free Cloud Base – Refers to the precipitation-free cloud base at the rear (southwest)
of the storm. The base is free of rain because this area is characterized by rising motion,
and thus the FCB marks a region of intense updraft.
H. Forward Flank/ Rear Flank Downdraft – The forward flank downdraft consists of rain
cooled air while the rear flank downdraft consists of warmer dry air. The forward flank
downdraft is a region of downdraft-cooled air that spreads out along the ground beneath
the storm, much like a miniature cold front. The leading edge of the rear flank downdraft
lifts moist air upwards as it plows along the ground. Therefore, convergence along the gust
front can act to sustain the updraft of a storm. Tornadoes typically do not form along the
gust front, but often heavy rain and damaging straight-line winds accompany this feature.
Tornadoes often develop between the forward and rear flank downdrafts
Inflow – The arrow of warm air flowing toward the intersection of the forward flank and rear
flank downdrafts is termed inflow. Inflow of greater than 20 knots is most favourable for tornadic
development. Tornado development is less likely if inflow is less than 20 knots. This warm and
moist air is lifted into the vertical by the rear flank and forward flank downdrafts if these flanks
remain in close proximity to the storm. If strong directional shear exists in the low levels of the
atmosphere, the inflow will rotate as it is being ingested into the storm. The amount of spin
associated with this low level air is termed horizontal vorticity. The amount of horizontal vorticity
parallel to storm relative inflow is termed streamwise vorticity. The amount of streamwise
vorticity available for ingestion into the storm by way of inflow is termed Helicity.
Note: In this figure that the updraft is tilted from lower left to upper right. Because of this,
precipitation forming in the storm does not fall back directly into the updraft and chock it off.
This allows the updraft to sustain its existence for a longer period of time and build higher into
the atmosphere. As long as warm and moist inflow is available to the storm, the storm will
remain severe.
8.3.8.3.2 Thunderstorm Hazards
Every weather hazard in aviation is concentrated in thunderstorms as one vicious package.
The most important hazards are:
8.3.8.3.2.1 Turbulence
Potentially hazardous turbulence is present in all thunderstorms. The strongest turbulence
within the cloud occurs with shear between updrafts and downdrafts. Outside the clouds,
shear turbulence have been encountered several thousand feet above and 20 NM laterally
from a severe storm. A low-level turbulence 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 the associated precipitation. The gust front causes rapid and sometimes drastic
changes in surface wind ahead of an approaching storm.

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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. The speed of the aircraft
determines the rate of turbulence encounters. Stress on the aircraft is least, if the aircraft is
held in a constant altitude and allowed to ‘ride the airwaves”. (Refer to FCOM -“Flight in
Severe Turbulence”)
8.3.8.3.2.2 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 can be rime or mixed
and clear. The abundant supercooled water droplets make clear icing very rapid between 0oC
and –15oC.
8.3.8.3.2.3 Hail
Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Supercooled
drops above freezing level begin to freeze. Once a drop has frozen, other drops latch on and
freeze to it, thus the hailstone grows. Large hail occurs with severe thunderstorms with strong
updrafts that have grown to great heights. Eventually, the hailstones fall some distance from
the storm core. Hail can be encountered in clear air several miles from dark thunderstorm
clouds.
8.3.8.3.2.4 Low Ceiling and Visibility
Generally, visibility within a thunderstorm cloud is near zero. The hazards and restrictions
created by low ceiling and visibility are increased significantly when associated with other
thunderstorm hazards.
8.3.8.3.2.5 Effects on Altimeters
Pressure usually falls rapidly with the approach of a thunderstorm. It then rises sharply at the
onset of the first gust and the arrival of cold downdraft and heavy rain showers. It then falls
back to normal as the storm moves on. This cycle of pressure change can occur in 15
minutes. If the pilots do not receive the corrected altimeter setting, the altimeter can have
errors in excess of 1 000 feet.
8.3.8.3.2.6 Lightning
A lightning strike can puncture the skin of an aircraft. Lightning have been suspected of
igniting fuel vapours causing an explosion; however, serious accidents due to lightning strikes
are extremely rare.
Nearby lightning can blind the flight crew rendering the flight crew momentarily unable to
navigate either by instrument or by visual reference.
Lightning can also induce permanent errors in the magnetic compass. Lightning discharges,
even the distant ones, can also disrupt radio communications on low and medium frequencies.

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In the event of lightning strike the flight crew will conduct the following procedure:
i. In flight, all radio communication, navigational equipment and the weather will be checked.
ii. The lightning strike will be recorded in the technical logbook.
iii. On ground, the following will be checked:
a) compensation of the (standby) compass
b) signs of damage on fuselage, wings, radome, empennage
c) antennas, pitot tube heads
d) all control trailing edges and static dischargers
e) radio and navigation equipment.
Lightning intensity and frequency have no simple relationship to storm parameters. As a rule
though, severe storms have a high frequency of lightning.
8.3.8.3.2.7 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, a very high
concentration of water can occur. It is possible for these concentrations to be in excess of the
quantity of water the engines are designed to ingest. Therefore, severe thunderstorms can
contain areas of high water concentration which can result in flameout and/or structural failure
of one or more engines (Refer to FCOM “Operations in or near to heavy rain, hail or sleet”).
8.3.8.3.3 Avoiding Thunderstorms
8.3.8.3.3.1 General Rule
PASL flight crew shall not treat thunderstorms lightly. Avoiding thunderstorms is the best policy.
a) PASL flight crew shall not land or take-off into an approaching thunderstorm. Turbulence
wind reversal or windshear can cause loss of control.
b) PASL flight crew shall not attempt to fly under a thunderstorm even if they can see through
to the other side of the thunderstorm. Turbulence and windshear under the storm can be
disastrous.
c) PASL flight crew shall not depart without an airborne radar into a cloud mass containing
scattered embedded thunderstorms. Scattered thunderstorms not embedded usually can
be visually circumnavigated during day light hours.
d) The flight crew shall not take and trust the visual appearance to be a reliable indicator of
the turbulence inside a thunderstorm.

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e) The flight crew will 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.
f) PASL flight crew shall not circumnavigate the entire area if the area has 6/10 thunderstorm
coverage.
g) Flight crew shall consider that vivid and frequent lightning indicates the probability of a
severe thunderstorm.
h) Flight crew will consider as extremely hazardous any thunderstorm with tops of 35,000 feet
or higher, whether the top is visually sighted or determined by radar.
8.3.8.3.3.2 Departure and Arrival
When a significant thunderstorm activity is approaching within 15 NM of the station, the
Commander shall consider conducting the departure or arrival from a different direction or
delaying the take-off or landing.
The Commander shall use all available information including PIREPs, ground radar, aircraft
radar, reported-lower winds, and visual observations towards making this judgement. Within
the terminal area, thunderstorms will be avoided by no less than 3 NM. Most radar are
specifically designed to reduce or exclude returns from “weather” and in this regard little or no
assistance can be given by the ATC.
Nevertheless, any guidance given by the ATC shall be used in conjunction with the aircraft
weather radar, to guard against possible inaccuracies in the ground radar’s interpretation of the
relative severity of the different parts of a storm area. Any discrepancies in this regard will be
reported to the ATC.
Gust fronts, in advance of a thunderstorm often times contain high winds and strong vertical
and horizontal windshears, capable of causing a mishap when flying near to the ground. A
gust front can affect an approach corridor or runway without affecting other areas of the airport.
Under these conditions, tower-reported winds and the altimeter setting can be misleading.
Microbursts can also accompany thunderstorms. Microbursts 2 NM or less in diameter, are
violent short-lived descending columns of air capable of producing horizontal winds sometimes
exceeding 60 kt within 150 ft from the ground. Microbursts commonly last one to five minutes
and can emanate from high-based cumulus clouds accompanied by little or no precipitation. It
is also associated with large cumulonimbus build-ups accompanied by heavy rainfall.
Because of their relatively small diameter, airport anemometers and low level windshear alert
systems cannot sense this phenomenon in time to provide an adequate warning of nearby
microburst activity.
8.3.8.3.3.3 En-Route
Refer to the FCOM “weather avoidance - Optimum use of weather radar”.
8.3.8.3.3.3.1 Overflight
Flight crew will avoid overflying thunderstorms, unless a minimum clearance of 5 000 feet
above the storm top is assured. When possible, the flight crew will detour (navigate) between

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the storm cells of a squall line rather than directly above them. The radar antenna will be kept
tilted down during an overflight to properly assess the most severe cells, which can be masked
by clouds formations.
8.3.8.3.3.3.2 Lateral Avoidance
At altitudes above the freezing level, supercooled rain and hail can be indicated as only weak
radar echoes, which can mask extreme thunderstorm intensity. Flight crew are to avoid weak
radar echoes associated with thunderstorms by the following minimum distances:
Altitude Lateral Avoidance
20,000 ft 10 NM
25,000 ft 15 Nm
30,000 ft 20 NM
8.3.8.3.4 Recommended Technique for flying through Areas of Thunderstorm Activity
a) Approaching the Storm Area:
i. Stop any passenger service, secure loose items and ensure cabin occupants
remain seated with seat belts and harnesses, if applicable, firmly fastened;
ii. Select the Fasten Seat Belt sign ON;
iii. Select a minimum altitude for penetration that ensures adequate terrain clearance;
iv. Set the power to give the recommended speed for flight in turbulence, adjust the
trim and note its position so that any excessive changes due to autopilot or mach
trim can be quickly assessed;
v. Ensure that the pitot heaters are switched on;
vi. Select the engine anti-icing system ON and ensure other de-icing equipment is
serviceable;
vii. Disregard any radio navigation indications subject to interference from static, e.g.
ADF;
viii. Adjust the Flight Deck lighting to minimise the blinding effect of lightning flashes;
ix. Continue monitoring the weather radar in order to select the safest track for
penetration;
x. Switch on the continuous ignition system;
xi. Avoid flying in close proximity to a thunderstorm whenever possible.

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b) Within the Storm Area:
i) Maintain control of the aeroplane whilst concentrating on maintaining a constant pitch

attitude appropriate to climb, cruise or descent, by reference to the HSI and avoid harsh or
excessive control movements. Do not be misled by conflicting indications on other
instruments. Do not allow large attitude excursions in the rolling plane to persist;
ii) Do not over correct for altitude gained or lost through very severe up and down draughts
unless absolutely necessary;
iii) Maintain the trim settings and avoid changing the power setting except when necessary to
restore margins from stall warning or high speed buffet;
iv) If trim variations (auto-trim) are large the autopilot must be carefully monitored although
disengaging the autopilot and/or auto-throttle is not recommended. Check that the yaw-
damper remains engaged.
c) ATC Considerations:
A pilot intending to detour round observed weather should try and obtain clearance from or
notify ATC so that separation from other aeroplanes can be maintained. If for any reason the
pilot is unable to contact ATC to inform the controller of his intended action, any manoeuvre
should be limited to the extent necessary to avoid immediate danger and ATC must be
informed as soon as possible;
d) Take-off and Landing:
i. The take-off, initial climb, final approach and landing phases of flight in the vicinity of
thunderstorms may present the pilot with additional problems because of the
aeroplane's proximity to the ground and the maintenance of a safe flight plan in
these phases can be very difficult. The Commander shall assess the situation and if
necessary consider delaying departure or proceeding to a suitable alternate
aerodrome;
ii. Do not take-off if a thunderstorm is overhead or approaching;
iii. At destination hold clear if a thunderstorm is overhead or approaching. Divert if

necessary;
iv. Avoid severe thunderstorms even at the cost of diversion or an intermediate

landing. If avoidance is impossible, the procedures recommended in these
paragraphs should be followed.
8.3.8.3.2 Use of Weather Radar - Guidance for Pilots
FLIGHT ECHO CHARACTERISTICS
Altitude Shape Intensity Gradient of Rate of

Intensity Change
(1000s of ft)

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0 – 20 Avoid by 10 miles Avoid by 5 Avoid by 5 Avoid by 10

echoes with miles echoes miles echoes miles echoes
hooks fingers, with sharp with strong showing rapid
scalloped edges edges or strong gradient of change or
or other intensities. intensity. shape, height
protrusions. or intensity.
20 – 25 Avoid all echoes by 10 miles
25 – 30 Avoid all echoes by 15 miles
Above 30 Avoid all echoes by 20 miles
Where the return around a hole is narrow, there is a strong gradient of intensity.
Notes:
If storm clouds have to be overflown, always endeavour to maintain at least 5000ft vertical
separation from cloud tops. It is difficult to estimate this separation but ATC or MET information
on the altitude of the tops may be available for guidance.
If the weather radar is inoperative, avoid by at least 10nm any storm that by visual inspection is
tall, growing rapidly or has an anvil top.
Intermittently monitor long ranges on radar to avoid getting into situations where no alternative
remains but the penetration of hazardous areas.
Avoid flying under a cumulonimbus overhang. If such flight cannot be avoided, tilt antenna full
up occasionally to determine, if possible, whether precipitation (which may be hail) exists in or
is falling from the overhang.
Pilots are strongly advised to continue monitoring the weather radar in order to select the
safest track for penetration under all circumstances.
The local activity of thunderstorms can often be of relatively short nature, 20-30 minutes.
Therefore, if a take-off or landing is planned during times of thunderstorm activity, it is
recommended to delay departure to avoid the worst effects.
Weather radar transmissions can have a scare effect on birds. Therefore it is Company policy
to turn the weather radar on before all take-offs and turn it off after touchdown.
8.3.8.3.3 TURBULENCE PENETRATION
8.3.8.3.3.1 General
Flights through areas of known severe turbulence caused by thunderstorms or clear air
turbulence should be avoided. Don't land or takeoff in areas of severe weather; avoid
predicted areas of turbulence by careful flight planning if possible. While airborne, avoid
turbulence by visual observations, monitoring weather reports and communications
frequencies for pilot reports and by using airborne weather radar.

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If flight through severe weather is unavoidable, you can expect radios to become unusable due
to high static noise levels; aircraft electrical systems and compasses can be affected
temporarily by very strong local electrical fields; buffeting may be severe; you may see or be
struck by lightning; the windshield or the whole aircraft may be surrounded by St. Elmo's fire; it
is possible to get sparks or shocks off controls; if you encounter hail the noise level can be so
high that verbal communication is impaired. Don't be overly distracted by these phenomena,
but concentrate on flying the aircraft. Above all, USE THE RIGHT TECHNIQUES.
8.3.8.3.3.2 Before Entering Known Turbulence
Prior to entering an area of known or suspected turbulence or severe weather, accomplish the
following:
 Select an altitude that will ensure adequate terrain clearance and maneuvering altitude
- if you are 30,000' or above don't attempt to climb to a higher altitude to try and top a
storm unless you are absolutely certain of the conditions you will encounter there.
Consult Buffet Boundary Chart. Insure a 1.5g capability if severe turbulence is
expected.
 Airborne weather radar provides the most accurate, consistent information regarding
the location of rain cells. Beyond the range of the radar, U.S. Weather Bureau or ATC
radar and pilot reports should be used.
Provide reasonable clearance around heavy rain areas by selecting a heading which
will clear storm cells by:
 5 miles when OAT is above freezing
 10 miles when OAT is below freezing
 20 miles when at or above 25,000 feet

NOTE
When a cell is determined to be severe the criteria for avoidance becomes
more important, as there is little or no correlation between the areas of
heaviest rain and areas of heaviest turbulence or hail.
Turn SEAT BELT SIGN - ON. Notify passengers and cabin crew.
Turn NO SMOKING SIGN - ON in severe turbulence.
IGNITION - A or B
ANTI-ICING SYSTEMS - ON, if required
YAW DAMPER – ON (Engaged)
INSTRUMENT PANEL LIGHTS - FULL ON, Day or night.
Check all flight instruments for proper operation.
Stow any loose equipment.

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SEAT BELT AND SHOULDER HARNESS - TIGHT

Set THRUST to maintain turbulence penetration speed range.
280 KIAS/M.73
Use LOWER of IAS or MACH
Below 10,000 feet MSL use 250 KIAS
STABILIZER TRIM - Note position (after penetration speed range is established)
Monitor RADAR for selection of best flight path.
NOTE
If penetration of rain areas is required, radar signal will attenuate significantly
once penetration of heavy rain occurs.

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8.3.8.3.4 Auto-Pilot On
Use TURB mode. Autothrottle will drop off and stabilizer trim will not occur.
Do not assist or resist control column movements when auto-pilot is engaged.
8.3.8.3.4.1 Flight Techniques/Procedure
In severe turbulence, two major concerns naturally arise in the pilot's mind. One is imposing
excessive structural loads and the other is that aircraft attitude may reach undesirable
extremes. Neither of these concerns is totally unjustified. On the other hand, the classic
treatment of rough air penetration speed has perhaps placed too much emphasis on the
structural aspects. Most pilots are well aware that flight through a given set of gusts at higher
speeds will produce higher load factors or G's and a rougher ride for the passengers than a
penetration of the same turbulence at a more moderate speed. The admonition to slow down
to the rough air penetration speed when entering turbulence has only served to reinforce this
concern. Engineering methods for computing the effects of turbulence on structural loads are
well known for an airplane in level flight at the time of entry into the turbulence and, as a result,
the classic discussion of the rough air penetration problems has tended to focus on such
calculations and emphasize the structural significance of high speed entry.
The other major concern, control, is a much less scientific and less tangible problem and,
therefore, is perhaps lost to some degree in the usual technical discussion. There is strong
suspicion, if not specific evidence, that almost every structural breakup occurring in severe
turbulence has followed a severe change in attitude and a subsequent combination of stresses
resulting from both the recovery maneuver as well as the severe turbulence. The ride-
smothering qualities of the flexible, swept-back wing and high wing loading of today's modern
jet transport make it particularly likely that any structural damage which might occur in severe
turbulence will be the result of a severe upset and/or recovery maneuver in combination with
the turbulence, rather than the effects of the turbulence alone.
The pilot's most important concern is to maintain the aircraft's attitude within reasonable limits
without using excessive control inputs.
8.3.8.3.4.2 Airspeed
In incidents where flight difficulties have been experienced while flying jet transports in
severe turbulence, a common cause has been the reduction of airspeed to a value that was
below minimum speed recommended for turbulence penetration. While flight at low speeds is
satisfactory in light to moderate turbulence and may seem more comfortable, there are several
disadvantages to flying at low speeds in severe turbulence.
First, the airplane is closer to stall buffet and, since the angle of attack changes caused by
severe turbulence can be high, there is a greater chance of encountering strong and alarming
buffeting and the accompanying high drag that will cause loss of altitude and tempt the pilot to
make undesirable thrust changes.
In addition, at high altitude, the indicated airspeed at which stall occurs can be 25 to 30 knots
higher than at sea level due to MACH effects in the pitot tube and on the wing. Shock waves
can form on the wing at high angles of attack due to the air accelerating over the upper camber

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of the wing. The resulting low speed MACH or stall buffet can occur at angles of attack below,
and speeds above, stick shaker activation. Therefore, flight below the penetration speed range
is not recommended in moderate to severe turbulence.
Second, the difficulties of maintaining adequate control are compounded because the trim
changes due to thrust changes are higher in the low speed regime since the airplane is flying
on the back side of the thrust required curve, and because the trim changes required to keep in
trim as the airplane changes speed are greater when flying in the low speed regime than when
flying at higher speeds. Also, it is easier for the airplane to be laterally and directionally upset
at the lower speeds when turbulence is severe.
The turbulence penetration speed ranges eliminate the requirement to attempt to closely
adhere to a specific speed and minimizes corrections to maintain speed within that range; and
realizes that sizeable and rapid variations will likely occur depending on the severity of the
turbulence.
Moderate variations, either above or below, are of minor consequence. Excessively abrupt or
severe control movement should not be required, particularly when it is recognized that some
of the fluctuation of the instruments is a result of the turbulence itself and does not necessarily
represent a real change in the airplane's speed or altitude.
For these reasons emphasis is placed on flying within the speed range, rather than a specific
speed. However, it is highly undesirable to chase airspeed, either with elevator or throttle
manipulations since these efforts are usually ineffective and ATTITUDE should be the principle
flight reference in turbulence.
8.3.8.3.4.3 Attitude
Flying under extremely turbulent conditions requires techniques which may be contrary to a
pilot's natural reactions. Rapid and large aileron control inputs are permissible to hold the
wings level. In severe turbulence, pitch attitude must be controlled using only small to
moderate elevator controls inputs to avoid over-controlling or over-stressing the aircraft
structure. The natural stability of the aircraft will work in a direction to minimize the loads
imposed by turbulence.
The pilot should rely to a major extent on this natural stability and not become too greatly
concerned about pitch attitude variations. Since there is always the uncertainty of the
direction, timing and size of the gust, it is often better to do nothing at all than to attempt to
control airplane pitch attitude too rigidly. The moderate control inputs that are considered
desirable will not always allow very precise attitude control. Ideally, elevator control should be
applied smoothly in a direction to resist motions away from the desired attitude, and the
elevator should be returned to neutral when the airplane is progressing toward this desired
attitude. These techniques will help prevent over-controlling, will reduce the size of the pitch
attitude excursions, and will result in less G loads than a technique which attempts to very
closely control pitch attitude.
Pitch attitude should be controlled solely with the elevator, NEVER with stabilizer trim. Rapid
changes in airspeed and attitude due to extreme gusts make stabilizer trim difficult to apply
effectively. Also, any updraft or downdraft which might tempt the pilot to change trim can be

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expected to reverse itself in the next few seconds. If trim has been applied to counter the first
draft, the second draft will exaggerate the out-of-trim condition. It is therefore considered
desirable to LEAVE THE STABILIZER TRIM ALONE in severe turbulence.
8.3.8.3.4.4 Thrust
Once the proper thrust setting for the speed recommended for penetration is achieved, it is
generally undesirable to make thrust changes during severe turbulence encounters. Large
variations in airspeed and altitude are almost certain to occur in severe turbulence, and simple
rules of thumb for setting thrust are not reliable for all altitudes and weights. The most desired
thrust setting is one which will provide near level flight at the recommended penetration speeds
in smooth air.
8.3.8.3.4.5 Altitude
Because of very high velocity updrafts and downdrafts in severe turbulence areas, large
variations in altitude are almost certain to occur. Too much concern about these variations will
merely lead to excessive control manipulations causing large G load variations and unwanted
airspeed excursions.
Altitude should be allowed to vary within reasonable bounds. At high altitudes or during high-
speed cruise at intermediate altitudes, turbulence encounters may produce high speed
buffeting. This buffeting may be disconcerting, but no unusual flight characteristics develop
during high-speed buffet unless Mach increases beyond the Mach trim limits and Mach tuck is
encountered.
When experienced in combination with severe turbulence, the buffeting might easily be
incorrectly diagnosed as increased severity of the atmospheric disturbance and result in an
exaggerated assessment of the seriousness of the situation. Experience has shown that
severe turbulence at high altitude has caused positive G's as high as 2.5. However, it is
believed that if the recommended attitude control procedures are followed, high load factors
need not be imposed. Such an occurrence should not be cause for great alarm nor be
misinterpreted as a low speed stall with an accompanying rapid pushover for recovery, since
any such action might aggravate the buffet situation by increasing the Mach number.
This tendency to encounter high-speed buffeting in severe turbulence is increased with
increasing altitude. It is therefore apparent that climbing in an attempt to avoid an area of
expected severe turbulence could lead to this type of buffeting if the turbulent region could not
be completely topped.
8.3.8.3.5 Procedure Summary
1. Airspeed
Establish penetration airspeed of 280 KIAS or .73M . DO NOT CHASE AIRSPEED.
2. Fly Attitude
Use ATTITUDE INDICATOR as prime reference (other instrument indications are

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unreliable in turbulence).
DO NOT USE SUDDEN, LARGE CONTROL INPUTS.
DO NOT USE STABILIZER TRIM TO CONTROL PITCH.
3. Altitude
DO NOT CHASE ALTITUDE - sacrifice altitude to maintain attitude. Request ATC to
block all altitudes that you expect to use.
4. Thrust
CHANGE THRUST ONLY IN CASE OF EXTREME AIRSPEED VARIATION.
5. Yaw Damper - ON
6. Ignition - A or B
7. Autopilot - On TURB mode
8.3.8.3.6 Extreme Precipitation Procedures

Extreme precipitation should be readily apparent on the radar and should be avoided by the
same distances addressed in the turbulence presentation. If the aircraft inadvertently enters
an area of extreme precepitation, the engines may be affected in any of the following ways.
As the precipitation increases, the engine may lose RPM with an associated loss of throttle
control. This RPM loss may continue until the engine driven generators are lost. The engines
should not flame-out.
The introduction of large quantities of water to the engine changes the location and severity of
a compressor stall.
Stall margins are sharply reduced, especially during throttle movement and low throttle
settings. The resulting compressor stall can be severe enough to destroy the compressor
section and therefore the engine.
If extreme precipitation is encountered, operate the engine in the range of increased compressor
stall margin. Maintain as high a thrust setting as possible. Do not close the throttle.
Use all available air bleeds, engine and airfoil anti-ice regardless of temperature.
Select ignition Override.
Minimize ratio of water to air entering the engine by flying at turbulence penetration airspeed.
Avoid any throttle movement. Disengage auto throttle.
Use speed brakes to slow to turbulence penetration airspeed.

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Do not make thrust changes except for excessive airspeed variations.

Consider trading altitude for airspeed rather than thrust changes. Notify ATC.
If thrust changes must be made, make them slowly. Allow RPM to stabilize before changing
direction of throttle movement. If RPM does not respond to throttle movement, return throttles
to last position and leave them alone.
If the engine shows signs of spool-down:
 Start the APU and leave the throttles at as high a thrust setting as possible.
 If not at idle, leave the throttles alone.
 If throttles are at idle and spool-down is evident, leave throttles at idle.
 Delay throttle advance until engines have spooled-up.
 If you feel you must try for increased thrust, advance the throttle slowly.
 If no N2 response, return the throttle to idle and wait for signs of spool-up to idle.
8.3.8.3.7 Division of Duties in IMC - Crew Coordination General

Crew members shall adhere to their specific duties, as outlined herein during flights in IMC.
The First Officer is responsible to the Commander for the proper handling of his functions.
In specific instances where non-standard procedures are appropriate, the flying pilot will brief
the pilot not flying on the intended procedure prior to taking the action.
After receipt and confirmation of any ATC en-route clearance, the pilot flying will repeat aloud
his understanding of the clearance to assure that all crew members are aware of the altitude,
heading, and clearance limit to which the flight is cleared.
When the flying pilot is commanding Flight Guidance Control Panel inputs, standardized
phraseology is extremely important. In high workload and / or high noise situations, using the
standard words spoken the same way improves communications significantly and reduces the
potential for error. Therefore, when the flying pilot is commanding the non-flying pilot to enter
data into the FGCP he will use the following phraseology:
Speed command bug: "SPEED SELECT..............."
"MACH SELECT................."
Vertical speed: "VERTICAL SPEED............"
Pitch speed: "IAS HOLD.........................."
"MACH HOLD....................."
Heading change "HEADING SELECT............"
When the First Officer is PF, the Commander will perform those en-route procedural duties
normally assigned to the First Officer. The exception would be items that can only be
accomplished by the First Officer due to physical location of controls and switches.

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Anytime the Commander desires to take over the controls, he will call out when he has the
controls. The First Officer will then relinquish the controls and assume his normal duties
All flap and gear extensions and retractions will be commanded by the flying pilot and
accomplished by the pilot not flying. This provides a valuable cross check against limiting
speeds and ensures that both pilots are always aware of the configuration of the aircraft.
The pilot not flying will repeat the flying pilot's commands to indicate he understands and is
complying with the command.
The pilot not flying is responsible for operating and monitoring the air conditioning and
pressurization controls.
If MASTER WARNING or CAUTION lights come on during takeoff, initial climb, approach, or
landing, the pilot not flying will scan the annunciator panel and call out which light is the cause.
The Commander will direct who will fly the aircraft and the pilot not flying will accomplish the
appropriate checklist.
The pilot who is manipulating the controls will not normally become involved in other functions.
He is expected to call for the flow and reading of checklists as appropriate, command
navigation radio changes/ identification, and request the positioning of other aircraft switches,
controls, etc. as required, while he is flying. However, it is permissible for the pilot flying to
position switches and controls that are conveniently located on his side of the cockpit as long
as the motion required does not involve stretching or extensive head movement.
Specific situations may dictate modification to the procedures, but under normal conditions the
pilot flying will just fly the aircraft. As much as practical, the pilot flying shall monitor the actions
of the pilot not flying to ensure his requests are completed correctly.
When the autopilot is engaged, repositioning switches or controls may be accomplished by the
flying pilot. Tune and identify any VOR or ILS station that is to be used for navigational
purposes.
Whenever any pilot changes any navigation radio frequency or NAV/RAD switch position he
will inform the other pilot of that change.
The pilot not flying will normally comply with the flying pilot's requests as described above. The
pilot not flying is responsible for normal ATC and company voice communications. In those
instances when the pilot not flying is communicating with the company, the flying pilot becomes
responsible for ATC; he will inform the pilot not flying of any clearance changes or other
directions as soon as practicable.
The pilot not flying is responsible to monitor the progress of the flight. He will cross check
instruments, bug settings, control positions including slats, flaps, spoilers, landing gear, etc.
where possible, and shall immediately call to the flying pilot's attention any discrepancies from
standard.
The pilot not flying will assist the pilot flying by silencing the gear warning horn when the
throttles are retarded.

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These procedures shall be duly followed for good crew coordination during IMC situations, and
will allow both crew members to be fully aware of the configuration of the aircraft, its systems ,
radios, and enhance the safety of the flight.
Nothing in these procedures alters or diminishes the basic responsibility of the Commander for
the safe conduct of the flight.
8.3.8.4 Cold Weather and Icing Conditions
Pitot head, static vent and fuel vent heaters should be selected 'ON' for all flights through icing
conditions., The requirement for use of other equipment for anti- or de-icing purposes is
described in the AFM.
Refer to the aeroplane MEL for required equipment for dispatch in icing conditions.
8.3.8.4.1 Flight into Known or Expected Icing
PASL shall not plan to operate an aircraft in conditions where frost, ice, or
snow may reasonably be expected to adhere to the aircraft unless the aircraft is adequately
equipped for such conditions; the flight crew is adequately trained for such conditions; and an
approved ground deicing and anti-icing programme is in effect. An aircraft shall not be allowed
to take off when conditions are such that frost, ice or snow may reasonably be expected to
adhere to the aircraft, unless the procedures approved by the Authority are followed to ensure
ground de-icing and anti-icing is accomplished. The Captain is authorised to order
De-/Anti-icing whenever deemed necessary.
a) An aircraft shall not be allowed to take off when frost, ice or snow is
adhering to the wings, control surfaces, propellers, engine inlets or other
critical surfaces of the aircraft which might adversely affect the
performance or controllability of the aircraft.
b) An aircraft shall not be allowed to take off or continue to operate when
icing conditions are expected or encountered without the aircraft being
certified for icing operations and has sufficient operational de-icing or
anti-icing equipment.
8.3.8.4.2 Types of Ice
The usual cloud sized small droplets tend to follow the aerodynamic flow around the wing.
They are swept away, but larger, heavier droplets tend to "impinge" aft of the leading edge.
The larger (and hence heavier) the droplet (drizzle or rain-sized), the further aft it will impinge.
Impingement and flow-back result in ice collecting not only on the leading edge, but also on the
upper and lower surfaces of a wing, where there may be no ice protection.

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Rime Ice: is associated with stratiform cloud, and forms when droplets are small and the
temperature relatively cold (-15 C or colder). Leading edge anti/de-icing equipment is relatively
effective against this type of ice.
Clear Ice: is associated with cumuliform clouds and forms when the temperature is relatively
warm (-10 C or warmer). Anti/de-icing equipment may not be effective. Any deposit greater
than light can significantly degrade performance, causing problems in roll and pitch control
with, in the extreme case, uncontrollable pitch up and stall. Ice formation on the windshield
posts and/or wipers, does not mean that clear ice is not forming. The terms "freezing drizzle" or
"freezing rain" in a terminal forecast/report indicate a strong probability of conditions for clear
ice.
Mixed Ice: is a combination of clear and rime ice with all the hazards of both. It forms when
droplets vary in size (e.g. drizzle in stratiform cloud) and the temperature is in the range -10 C
to -15 C. The proportional make-up varies with the weather system.
In Flight Icing Types

Category Description Icing Onset Where Found
Clear Clear & Smooth Rapid Cumuliform clouds
Rime Milky & rough Gradual Stratus Clouds
Mixed Combination Varies Varies
8.3.8.4.3 Ice Accumulation Rates
Cat In Flight Icing Accumulation Rates

Ice becomes perceptible, but is of no consequence and does not affect the
Trace performance of the aeroplane. It should be reported by pilots for
meteorological purposes.
The rate of accumulation may create a problem if extended flight in this
Light condition occurs. It can be safely handled by the aeroplane's anti/de-icing
equipment. No restriction to operations provided the systems are used.
The rate of accumulation is such that even short encounters become
potentially hazardous. The aeroplane's anti/de-icing equipment will safely
Moderate handle it. However, for practical purposes, it should be a signal to the pilot to
alter his flight path so as to avoid further exposure.
Adverse icing condition in which the rate of accumulation is such that the
anti/de-icing equipment fails to reduce or control the hazard. Pilots must
Severe change the flight path immediately to establish more favourable conditions or
land as soon as possible.

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8.3.8.4.4 Flight Procedures in Icing Conditions
It is important to remember that the certification standards provide protection for a wide variety
of atmospheric conditions encountered, but not for freezing rain or freezing drizzle or for a
mixture of supercooled droplets and snow or ice particles.
For this reason, the FCOM/OM-B must always be consulted for specific information regarding
flight in known icing conditions. The following paragraphs describe generally applicable flight
procedures in icing conditions.
Anti-ice equipment must be turned on prior to entering areas with the risk of icing. Flight in
known severe icing conditions is not allowed. If such conditions are nevertheless encountered,
the flight path/altitude should be altered as quickly as possible. Strictly observe any minimum
speeds associated with icing conditions. Stalling speeds with contaminated wings are higher
than normal and that therefore a stall may be entered without warning.
Winter jet-streams and storm centre are more intense and clear air turbulence is more
common. Weather conditions for destinations and alternates should be frequently checked as
ceilings and visibilities can be very low. Particular care must be taken when there are reports of
freezing rain or drizzle. The possibility of longer holding times in these conditions when landing
weather is at or below minimum should be anticipated.
The arrival briefing shall includes landing conditions, braking, use of reverse thrust, flaps and
spoilers as well as ground handling/taxiing techniques.
8.3.8.4.5 Exposure to Severe Icing
Severe icing is often associated with supercooled large droplets (i.e. freezing drizzle or rain).
Flight in these conditions is not covered by icing certification rules. Droplets covered by icing
certification envelopes are so small that they are usually below the threshold of detectability.
The most effective means of identifying severe icing conditions are cues that can be seen, felt
or heard. This includes visual inspection of aeroplane surfaces, e.g. wings or windscreen. At
temperatures near freezing it may be possible to detect large droplets splashing or splattering
upon impact with the windscreen.
When exposed to severe icing in the form of supercooled large droplets, the following actions
will be performed:
a) Monitor the autopilot closely. The autopilot may mask important cues or may self-disconnect
and present unusual attitudes or control conditions;
a) Advise ATC and promptly exit the severe icing area;
b) Change heading, altitude or both to find an area that is warmer than freezing, substantially
colder than the current ambient temperature, or free of clouds;
c) When severe icing conditions exist, reporting may assist other crews in maintaining
vigilance.
8.3.8.4.6 Control Anomalies in Icing Conditions
The formation of ice on the aeroplane structure could create a situation from which the pilot
might have difficulty recovering and, in some instances, may not be able to recover at all. For

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this reason, the following paragraphs describe two particular types of control upsets likely to be
encountered during flight in severe icing conditions.
Roll upset is an un-commanded and uncontrolled roll phenomenon which may occur as a
consequence of, or prior to, a wing stall due to anomalous forces that cause the ailerons to
deflect or because the ailerons have lost effectiveness. Deflection of ailerons or loss of aileron
effectiveness may be caused by Ice accumulation in a sensitive area of the wing aft of the de-
icing boots. It occurs under unusual circumstances associated with supercooled large droplets
and, rarely, normal cloud droplets in a very narrow temperature range near freezing. Roll upset
can result from severe icing conditions even without the usual symptoms of ice accumulation or
a perceived aerodynamic stall.
Pilots can minimise the chance of a roll upset by being sensitive to cues that identify severe
icing conditions and by promptly exiting the severe icing conditions before control or handling
characteristics of the aeroplane are degraded to a hazardous level.
It is important to review the AFM/AOM for aeroplane type-specific information. Also, pilots
should check any available icing related bulletins from the aeroplane manufacturer.
Tailplane (empennage) stall is another significant hazard of airframe icing. Sharp edged
surfaces are more susceptible to collecting ice than large blunt ones. For this reason, the
tailplane may begin accumulating ice before the wings and can accumulate faster. There have
been reports of ice on the tailplane without any visible ice on the wing. This can occur if the
tailplane has not been or cannot be de-iced.
A tailplane stall occurs when, as with the wing, the critical angle of attack is exceeded. Since
the horizontal stabiliser counters the natural nose down tendency caused by the centre of lift of
the main wing, the aeroplane will react by pitching nose down, sometimes uncontrollably, when
the tailplane is stalled. Application of flaps can aggravate or initiate the stall. Use caution when
applying flaps during approach if there is the possibility of icing on the tailplane.
Perhaps the most important characteristic of a tailplane stall is the relatively high airspeed at
the onset and, if it occurs, the suddenness and magnitude of the nose down pitch. A stall is
more likely to occur when the flaps are approaching the fully extended position, after nose
down pitch and airspeed changes following flap extension, or during flight through wind gusts.
Warning: Once a tailplane stall is encountered, the stall condition tends to worsen with
increased airspeed and possibly may worsen with in-creased power settings at the same flap
setting. Airspeed, at any flap setting, in excess of the aeroplane manufacturer's
recommendations for the flight and environmental conditions, accompanied by un-cleared ice
contamination on the tailplane, may result In a tailplane stall and un-commanded pitch down
from which a recovery may not be possible. A tailplane stall may occur at speeds less than the
flaps extension speed.
8.3.8.5 Turbulence
If the weather conditions, cloud structure and route forecast indicate that turbulence is likely,
cabin occupants should be pre-warned, and advised to return to, and/or remain in their seats,
and to ensure that their seat belts/harnesses are securely fastened. Catering and other loose
equipment should be stowed and secured until it is evident that the risk of further turbulence
has passed.
Cabin occupants should be notified of turbulence as follows:

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Light/moderate: A PA is required when the seat belt sign is illuminated for turbulence
Severe: Initial PA made by the flight crew, backed up when safe by the SCCM
Consideration must be given to flying at the turbulence speed/Mach No. recommended in the
AFM.
In the holding pattern, speed should be increased to allow a greater operating margin and ATS
advised.
The intensity specifications for turbulence reporting have been defined as follows:

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REACTION INSIDE
INTENSITY AIRCRAFT REACTION
AIRCRAFT
Turbulence that Occupants may feel a

momentarily causes slight, slight strain against seat
erratic changes in altitude belts or shoulder straps.
and/or attitude Unsecured objects can be
LIGHT
displaced slightly. Food
service can be conducted,
and little or no difficulty is
encountered in walking.
Similar to light turbulence, Occupants feel definite

but of greater intensity. strains against seat belts
Changes in altitude and/or or shoulder straps.
attitude occur, but the Unsecured objects will be
MODERATE
aircraft remains in positive dislodged. Food service
control at all times. It and walking is difficult.
usually causes variations in
indicated airspeed.
Turbulence that causes Occupants are forced

large, abrupt changes in violently against seat belts
altitude and/or attitude. It or shoulder straps.
SEVERE usually causes large Unsecured objects will be
variation in indicated tossed about. Food
airspeed. Aircraft can be service and serving is
momentarily out of control. impossible.
Turbulence in which the

aircraft is violently tossed
EXTREME about and is practically
impossible to control. It can
cause structural damage.
8.3.8.5.1 Types of Turbulence
Turbulence may be one of the following types:
a) Convective Turbulence:
Convective turbulence is caused by thermal instability and is met in connection with the
development and activity of thunderstorms. It can cause extreme air motion with vertical
speeds up to 6000ft/min. Mostly it is encountered with severe turbulence in connection with
thunderstorm activity.

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b) Orographic Turbulence:
Mountain waves at the lee side of a mountain may cause severe turbulence, called orographic
turbulence. Typical signs are lenticular clouds, rotor clouds and clouds with water-fall
appearance. The strongest turbulence may be found in rotor clouds.
c) Clear Air Turbulence (CAT):
CAT is of special significance, since its presence cannot be detected before it is encountered.
It is caused by large wind shears with rapid changes of wind direction horizontally and/or
vertically.
Abrupt changes of wind direction in a sharp trough line can cause considerable turbulence, and
a change of flight level will normally alleviate the problem. CAT can also be expected on the
upper side of a sloping tropopause. Further large horizontal and vertical shears of wind speed
in the transition zone between cold and warm air masses as well as at the tropopause
associated with jet streams can cause CAT. These areas of turbulence are normally shallow,
narrow and extended patches which move with the wind.
When encountering clear air turbulence, pilots are urgently requested to report such conditions
to ATC as soon as practicable. The PIREPs shall state the following:
 Aircraft location
 Time of occurrence in UTC
 Turbulence intensity
 Aircraft altitude or flight level
 Type of aircraft
 Duration of turbulence
d) Wake Turbulence. Ref Chpt 8.3.9 .
8.3.8.6 Windshear
PASL aeroplanes are equipped with a forward looking windshear warning system.
Flight crew must remain alert to the possibility of windshear and be prepared to make relatively
harsh control movements and power changes to offset its effects.
Immediately after take-off, the pilot's choices of action will be limited since he will normally
have full power applied and be at the recommended climb speed for the configuration. If the
presence of shear is indicated by rapidly fluctuating airspeed and/or rate of climb/descent,
ensure that full power is applied and aim to achieve maximum lift and maximum distance from
the ground. Similarly, if the shear is encountered during the approach, positive application of
power and flying control input should be used to keep the speed and rate of descent within the
normal limits; if there is any doubt, the approach should be abandoned and action taken as in
the after take-off case above.

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Whenever windshear or predicted windsheer and/or reactive alerts are encountered, the
appropriate procedure described in OM-B shall be executed. The existence of windsheer
should be reported to ATC as soon as possible.
Windshear, with or without turbulence, alters the lift force acting on an aeroplane resulting in a
significant sinking or rising motion. Therefore windshear may be categorised as:
a) Increasing performance shear caused by increasing headwind/decreasing tailwind

component or vertical updrafts; or
b) Decreasing performance shear caused by decreasing headwind/increasing tailwind

component or vertical downdrafts.
8.3.8.6.1 Conditions for Potentially Hazardous Windshears and Microbursts

The conditions for potentially hazardous windshears and microbursts are:
a) Convective conditions (thunderstorms, rain/snow showers);

b) Frontal systems;
c) Jet streams;
d) Strong or gusty surface winds;
e) Other cases (temperature inversion, mountain waves, sea breeze circulations).
Windshear events are typically one to two miles in diameter and mostly occur near the ground
(below 500ft) during take-off and landing.
There is only limited time for windshear recognition and action, typically 5 to 15 seconds.
8.3.8.6.2 Factors that can Impede Windshear Recognition
Several factors can impede windshear recognition:
a) Marginal weather conditions;
b) High crew work load conditions;
c) Illusion of normality: during the initial part of the windshear encounter, everything may
appear normal. Even severe windshear onset may not provide dramatic early indications to
the flight crew.
8.3.8.6.3 Downbursts
The term "downbursts" describes a severe downward rush of air and its outburst of damaging
winds on or near the ground known as a microburst. They are different in their size with radial
outflow at the earth's surface lasting from 3 to 20 minutes.
Downbursts can occur wherever convective weather conditions exist. Approximately 5 percent
of all thunderstorms produce microbursts.

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Downdrafts associated with microburst are typically only a few hundred to 1000m across.
When the downburst hits the ground, it spreads out horizontally and may form one or more
horizontal vortex rings around the downdraft up to 2000ft AGL.
In downbursts with vortices, very powerful updrafts and roll forces in conjunction with wind
speed changes up to 45kt can be expected.
Depending on the movement and the height of the base of parent cloud, microbursts may
occur either stationary or moving, at the surface or in mid-height, or as wet or dry phenomena.
Microbursts have occurred in relatively dry conditions of light rain or precipitation that
evaporates before reaching the earth's surface.
Frontal wind shear is present in both cold and warm fronts, but exists in a different relative
location in each type of front. Because the cold front boundary slopes back behind the frontal
surface, the wind shear line also slopes back. The frontal boundary of the warm front slopes
upward ahead of the surface front as does the windshear line. Significant wind shears can be
expected if there is a big difference in surface temperate (>6°) across the front and if the front
is moving rapidly at more than 30kt.
Terrain irregularities or buildings which interrupt the wind flow can produce significant wind
shears close to the ground.
Windshear encounter during approach, (1) Approach initially appeared normal,

(2) Increasing downdraft and tailwind encountered at transition. (3) Airspeed
decrease combined with reduced visual cues resulted in ditch altitude reduction.
(4) Airplane crashed short of approach end of runway.
Frontal windshear: Frontal windshear is present in both cold and warm fronts, but exists in a
different relative location in each type of front. Because the cold front boundary slopes back
behind the frontal surface, the windshear line also slopes back. The frontal boundary of the
warm front slopes upward ahead of the surface front and so does the wind shear. Significant
windshears can be expected if there is a big difference in surface temperature (> 6°) across the
front and if the front is moving rapidly with more than 30kt. Large wind speed changes near the

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ground can be found in many meteorological situations, including the frontal conditions. Terrain
irregularities or buildings which interrupt the wind flow can produce significant windshears
close to the ground.
The Microburst as a windshear threat: (Justin Fisher, Scienceworks)
Identification of concentrated, more powerful downdrafts, known as Microbursts, has resulted
from the investigation of windshear accidents and from meteorological research. Microbursts
can occur anywhere convective weather conditions (thunderstorms, rain showers or virga)
occur. Virga is rain that evaporates before it reaches the ground and is associated with a dry
Microburst. Observations suggest that approximately five percent of all thunderstorms produce
a microburst.
Downdrafts associated with Microbursts are typically only a few hundred to a few thousand feet
across. When the downdraft reaches the ground, it spreads out horizontally and can form one
or more horizontal vortex rings around the downdraft. The outflow is typically 6 – 12 thousand
feet across and the vortex ring may rise 2 thousand feet above the ground. Here is a diagram
of a Microburst; this picture shows the Microburst coming straight down, which is a symmetric
Microburst.
Thunderstorms are normally moving and the Microburst can have an uneven shape. Here is an
asymmetric microburst; the outflow is greater in one direction than the other.
The Microburst can occur without rain ever reaching the ground as in the case of virga. The
rain will evaporate and cause a cooling in the air, which causes the downdraft. Below is a
diagram of a virga caused Microburst.

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8.3.8.6.4 Precautions
Avoidance is the best precaution: delay take-off and if practical delay landing if known
windshear activity is present or likely (e.g. microburst).
In the case of unexpected severe windshear encountered during take-off or on approach,

special precautionary techniques can be applied by the flight crew to reduce the effect of
windshear. The following precautions should be taken into consideration:
a) Thrust setting:
Maximum take-off thrust should be used for take-off. It shortens the take-off roll and provides
the best climb performance which leads to increasing altitude available for recovery if required.
During approach, thrust reductions should be minimised.
b) Runway selection:
The longest suitable runway should be used taking into consideration crosswind and tailwind
limitations, and obstacles in take-off or landing path.
c) Flap selection:
The flap setting is dependent on the runway/obstacle requirements. Although for take-off
greater flap setting provides better performance for winds-hear encounters on the runway and
lesser flap setting gives better performance in the air, the performance difference between flap
settings is rather small.
Experience has shown that for landing the flap setting recommended in the AOM provides the
best overall recovery performance for a wide range of winds-hears.
d) Airspeed:
Available field length and runway condition must be taken into consideration when increasing
airspeed for take-off and/or landing. An increased airspeed at rotation improves the ability to

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handle a windshear after lift-off. Increased airspeed improves the flight path, reduces potential
exposure to flight near stall speed, and reduces the workload of the flight crew. During
approach increased airspeed improves climb performance capability and reduces the potential
for flight at stick shaker speed during recovery from windshear encounter. The increased
speed should be maintained into the flare.
e) Use of auto-throttle, autopilot and flight director:
For take-off the flight directors must be used. During approach flight director, autopilot and
autothrottle is recommended.
8.3.8.6.5 Conclusion
The actions to be taken by the flight crew can be summed up as follows:
a) Evaluation of the weather situation;

b) Avoidance of known windshear;
c) Consideration of precautions;
a) Using standard operating techniques when crossing areas of windshear and for recovering.
8.3.8.6.6 Windshear PIREPs
Pilots are urged to promptly volunteer reports to controllers of wind shear conditions they
encounter.
Advanced warning of such conditions will assist other flight crew in avoiding or coping with a
wind shear on approach or departure.
The recommended method for wind shear reporting is to state the loss or gain of airspeed and
the altitudes at which it was encountered.
8.3.8.6.7 Low Altitude Windshear
Strong inversions in pre-cold-front situations may be associated with strong low altitude jet
winds immediately above the ground. The main negative performance factor is caused by the
decrease in engine power resulting from the temperature rise. In case of known or forecast
temperature inversion use of the autothrottle is mandatory.
At night during the spring and summer months strong jet winds can occur close to the ground.
This windshear is caused when radiation cooling reaches maximum and a moderate to strong
pressure gradient exists.
Lake and sea breeze windshear is caused by the differential heating rate of land and water
under conditions of strong solar radiation. The land heats more rapidly than the sea. When the
off-shore component of the prevailing surface wind is not too large and the temperature
difference is big enough warm air is rising over the land and will be substituted by colder air
from the sea. It begins as a light breeze in the mid-morning and increases through the day to
15kt up to a height of 1200ft and often moves up to 50km inland. With moist and unstable air
over the land a sea breeze front with characteristics of thunderstorms may occur.

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At night the sea breeze will change to a land breeze because the radiation cooling from the
land surface occurs more rapidly than over the sea. The temperature differences at night are
smaller than during the day and therefore the land breeze is not as strong as the sea breeze.
Normally only moderate windshear is caused by a land or sea breeze. But, together with a
microburst when both phenomena strengthen each other, strong windshear may occur.
Generally airfields near the coast will be more affected than those inland.
8.3.8.7 General Guidelines for Operation in Turbulence, Windshear, and near
Thunderstorms
a) Fasten shoulder harness;
b) Switch on Flight Deck lighting to high intensity to avoid dazzling by lightning in

thunderstorm;
c) Fly the recommended turbulence speed according to AOM;
d) Switch on engine ignition and/or de-icing equipment according to AOM procedures;
e) Use autopilot as recommended in the AOM. If autopilot is off, leave stabilizer trim in level-
flight trim setting (do not over-control);
f) Consult the Type specific AOM - Adverse Weather.
8.3.8.7.1 Altitude
a) At maximum cruise altitude, the margin between low speed and high speed buffet is small
and any increase of g-loads, whether caused by manoeuvring or by turbulence, may lead to
serious difficulties. This shall be considered when trying to top a turbulence region;
b) Do not select maximum cruise altitude. Allow altitude to vary. Large altitude variations are
possible in severe turbulence. Sacrifice altitude in order to maintain the desired attitude and
airspeed;
c) Assess best penetration altitude;
d) Do not chase altitude;
e) Large and persistent altitude variations may smoothly be corrected by only small elevator
inputs and appropriate power corrections;
f) Control pitch attitude with smooth control inputs to the elevator. Closely monitor the HSI/FD
as it is the only correct indication while all other instruments may be seriously erratic;
g) Maintain Constant Attitude.
8.3.8.7.2 Speed
Large speed fluctuations and difficulties in instrument reading are to be expected due to
yawing and head-on gusts, therefore:

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a) Do not chase airspeed;
b) Maintain the recommended turbulence speed as target speed. Set thrust as required and
then do not change it unless required by large and/or persistent airspeed or altitude
variations. The aeroplane's real airspeed will remain within reasonable limits as long as
thrust is set properly, while avoiding large and rapid throttle movements, and a reasonable
constant attitude maintained;
c) If caught unawares by turbulence, do not slow the aeroplane down hurriedly.
8.3.8.7.3 Use of Autopilot and Flight Director
Since the autopilot will not be subject to false attitude interpretations or difficulties in erratic
instruments, it must remain engaged at all times.
The Flight Director can effectively reduce workload and is therefore recommended for use in
turbulence. It will give a good reference for control about all axes and will further call for proper
control inputs.
8.3.8.7.4 Recovery from Unusual Attitudes
Should control be partially lost due to severe turbulence, resulting in a steep dive or unusual
attitude, the following recommendations may be helpful for a successful recovery:
a) Roll the wings level before attempting to pitch up. If the aeroplane is in a spiral dive, elevator
up force will tighten the spiral. Unless affected by compressibility the aeroplane's natural
stability will result in a pitch up with increase in airspeed provided the wings are level and
the trim is unaltered;
b) Use appropriate means to prevent a rapid speed build-up. The pitching effect caused
thereby is secondary to the need to keep the speed at a reasonable value;
c) Elevator forces can become very heavy as speed increases, thus being a safeguard against
excessive g-loads. If stabiliser trim is used for recovery, use it with utmost caution so as to
avoid heavy loads and a possible over-trim which could result in a renewed loss of control;
d) If strong elevator forces are applied, the trim motors might become ineffective (stalled). By
reducing the elevator forces, the trim motors will be enabled to drive the stabiliser in the
desired direction.
8.3.8.8 Jetstreams
Near the tropopause there can be narrow bands of wind with extremely high speeds up to
300kt called Jetstreams. They may extend in length up to several thousand miles; the width
can be several miles. The main direction of the jetstream is south-west to north.
Avoid flying along the edge of jetstreams due to the possibility of associated turbulence.
Pilots should be aware of the effect of increased fuel consumption due to unexpected
significant head wind components that can be experienced. It may be possible to avoid
jetstreams by changing route and/or altitude.

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In mid latitudes there is a common area for clear air turbulence (CAT) around the jet stream,
above and below the jet core and to the polar side. Taking a cross section of a jet stream
looking downwind, the turbulent region would be to the left of the jet core in Northern
Hemisphere and to the right in Southern Hemisphere.
To avoid or to leave the areas of CAT the following procedures should be applied:
a) When flying parallel with the jetstream, changing altitude up to 1000ft;
b) When flying perpendicular to the jet-stream, changing altitude by 1000ft from the warm to
the cold side downwards, from the cold to the warm side upwards;
c) If the temperature is changing in the CAT area the flight should be continued on course;
probably the CAT area will be crossed in a short time;
d) If the temperature remains constant the course should be altered in order to leave the CAT
area.
8.3.8.9 Volcanic Ash Clouds

The atmospheric repercussions of volcanic activity can be particularly hazardous to
aeroplanes. Flight through volcanic ash can cause extreme abrasion to all forward facing parts
of the aeroplane, to the extent that visibility through the windshields may be totally impaired,
aerofoil and control surface leading edges may be severely damaged, airspeed indications
may be completely unreliable through blocking of the pitot heads and engines may become so
choked as to cause power interruptions or even shutdowns.
Flying through an ash cloud should be avoided by all means because of extreme hazard for the
engines and the aeroplane. Volcanic ash may extend for several hundred miles, and eruptions
may send ash plumes up to 40,000ft.
Do not rely on weather-radar to detect ash clouds or volcanic dust as they cannot be detected
by the weather radar.
If the aeroplane enters an ash cloud the flight crew can expect:
a) Smoke, dust or acrid odours similar to electric sparks in the Flight Deck;
b) At night heavy static discharges around the windshield;
c) Decrease in engine rpm, a decrease in fuel flow, and an increase in EGT, engine surge
or overheat;
d) Engine flame-out;
e) Unreliable airspeed indication;
f) Pressurisation and electrical systems may be affected;
g) At night, St. Elmos fire or other static discharges accompanied by a bright orange glow
in the engine inlets.

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8.3.8.9.1 Recommended Procedures
To reduce the accumulation of volcanic material on turbine vanes:

a) Turn on continuous ignition
b) Declare an emergency
c) Do not climb in order to over fly the ash cloud
d) Reduce power to idle to provide additional engine stall margin and lower turbine
temperature
e) Try to escape the ash cloud by descending and flying a 180o turn (if terrain clearance
permits)
f) Monitor attitude versus airspeed
g) Keep as many engines running as possible
h) Restart an engine which had to be shut down due to EGT exceeding the limits. If an
engine fails to restart repeated attempts will be made immediately to avoid solidification
of molten ash on the turbine blades
i) Turn ON all accessory air bleeds including all air-conditioning packs, nacelles, and wing
anti-ice. This shall provide an additional engine stall margin by reducing engine
pressure.
j) When having crossed an ash cloud a landing at the next suitable airport is
recommended. If the visibility through the windshield is impaired a runway with auto
land capability shall be considered.
k) Every flight crew is requested to make a special air-report when volcanic eruption is
observed or when volcanic ash cloud is observed or encountered
l) Information on volcanic activities, including pre-eruption activity, volcanic eruption and
volcanic ash clouds are transmitted to aircraft operating on the applicable route sector.
m) These information are also published by NOTAMS and SIGMETS up to a 12 hours
validity period and if necessary recommendations on re-routings shall be included
On exiting the volcanic cloud, land as soon as possible.
Refer: Aeroplane FCOM for specific volcanic ash procedures

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8.3.8.10 Heavy Precipitation
Heavy precipitation may occur as rain-showers, snow showers and hail. The greatest hazards
to flight are the reduced visibility and the risk of icing in combination with low temperature.
On the ground contaminated runways may influence aeroplane performance, requiring lower
crosswind limitations with a risk of aquaplaning.
Near to heavy rain, hail of sleet can be found in the AOM.
Partial loss of orientation may occur after changeover from instruments to visual flying during
the approach, especially in snow showers and blowing snow.
In falling or blowing snow, landing lights should be used with caution as the reflected light may
actually reduce the effective visibility and even cause false impression of drift during flare and
roll-out.
a) Effects from Water Ingestion By Jet Engines

Under certain given weather conditions, the water/air ratio absorbed by jet engines is
directly related to its performance and aircraft speed.
This is considerably increased at high aircraft speed with engines at flight idle ( a typical
descent conditions).
b) Taxiing: Maneuvering may require the use of slower taxiing speeds to allow for the
reduction in braking performance in snow, slush or standing water. At the same time,
higher power settings may be required to overcome the drag caused by such
contaminants, and great care should be taken to avoid jet blast from blowing unsecured
ground equipment or contaminants into nearby aeroplane.
When taxiing, consideration will need to be given the banks of cleared snow and their
proximity to wing or engine pods. It may be advisable to delay the completion of such
vital actions as flap selection to minimise the danger of damage to such surfaces, or the

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accumulation of slush on their retraction mechanisms. Greater distances should be

observed between successive aeroplanes to avoid damage from jet blast
c) On the runway: Directional control may be adversely affected by surface contamination;

take-off distance may be increased due to slower acceleration; accelerate-stop distance
may be increased for the same reason and because of poor braking action and
aquPASLaning, landing distance will be increased for similar reasons. If landing on a
contaminated runway is unavoidable, any crosswind component should be well below
the normal dry runway figure. Touchdown should be made firmly at the beginning of the
touchdown zone, the nose-wheel lowered as early as possible, and any retarding
devices such as spoilers, lift dump or reverse thrust used before beginning to apply
wheel brakes, in order to give the wheels time to spin up. If anti-skid braking systems
are fitted and serviceable, they should be used immediately and to the maximum
degree.
Heavy precipitation can quickly lead to high levels of runway contamination so runway
clearance/drainage rate must be closely monitored in order to assess if a diversion is
necessary. When encountered whilst in flight, heavy precipitation can be associated
with significant downdrafts and windshear.
8.3.8.11 Sandstorms
Sandstorms In desert areas, caused by high winds are associated with the following hazards:
a) Poor visibility: Caused by raising sand and dust particles, the visibility can be reduced
down to zero. Even in altitudes up to 12,000ft IMC conditions exists;
b) High winds: Depending on the area, there are wind speeds in excess of 60kt;
c) Turbulence: Turbulence is a dangerous hazard of a sandstorm, due to the possible

stress loads on the aeroplane and crew. Especially during high speed cruise or
descent, gusts may be so strong that the maximum safe load factor for the aeroplane
may be exceeded and thus permanent deformation or structural failure of parts of the
aeroplane may occur. Attempting to maintain altitude in heavy draughts can result in a
dangerous increase in stress loads. One of the primary factors in structural failure is
loss of control during severe turbulence (resulting from a stall or other abnormal attitude
of the aeroplane) followed by a high-speed recovery;
d) Up/down drafts;
e) Static: In sandstorm areas radio facilities are distorted by electrical static. Especially
NDB stations become unreliable, HF communication is nearly impossible;
f) Thunderstorm: Sandstorms are very often accompanied by thunderstorms, especially in

coastal areas.
g) Avoid flying in active sandstorms whenever possible. When on the ground, aeroplanes
should ideally be kept under cover if dust storms are forecast or in progress.
Alternatively, all engine blanks and Flight Deck covers should be fitted, as well as the
blanks and 'gloves' for the various system and instrument intakes and probes. These
should be carefully removed before flight to ensure that accumulations of dust are not
deposited in the orifices which the covers are designed to protect.

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8.3.8.12 Mountain Waves
These form in the lee of a range of mountains when a strong wind is blowing broadside on
(within about 30°) to the range. They are usually in the form of standing waves, with several
miles between peaks and troughs; they can extend to 10,000ft or 20,000ft above the range and
for up to 200 or 300 miles downwind.
Encounter with mountain waves can be recognised by long-term variations in aeroplane speed
and pitch attitude in level cruise. Variations may be large. Altitude can usually be maintained by
the auto-pilot height-lock, but in severe cases, it may be necessary to change power if speed
alters dangerously.
Bear in mind that at cruise height, the margin between low and high speed limits can be
relatively small.
The effect of mountain waves reduces with increased height. At normal cruise altitudes,
mountain waves are usually free from clear-air turbulence, unless associated with jetstreams or
thunderstorms.
Near the ground in a mountain wave area, however, severe turbulence and windshear may be
encountered. This region is known as a lee-wave rotor, and is caused by flow separation
behind the mountain range. Take-off or landing is not advisable in a strong lee-wave rotor, and
should not be attempted. If severe turbulence is encountered at low level in the lee of a
mountain range, the quickest way out is up. If unable to climb, the next best is directly away
from the range.
MOUNTAIN WAVES
Wind Increasing slowly Temperature
with height
Stable
Rotor
Note: Special procedures or recommendations are indicated on airport charts when

applicable. These procedures or recommendations must be taken into consideration by flight
crew with regards the choice of landing or take-off runway.
8.3.8.13 SIGNIFICANT TEMPERATURE INVERSION
8.3.8.13.1 Temperature Inversion, The Weather Phenomenon
8.3.8.13.1.1 General
In meteorology, air temperature at the earth’s surface is normally measured at a height of
about 1.20 metre (4 ft) above the ground. From this temperature, which is reported by ATC,
take-off performance will be defined.
All along the take-off flight path, aircraft performance is computed based on altitude gained,
speed increase, while also implicitly considering a standard temperature evolution (i.e.
temperature is considered to decrease by 2oC for each 1 000 ft).

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Although most times temperature decreases with altitude in a standard manner, specific
meteorological conditions can lead the temperature evolution to deviate from this standard rule.
With altitude increasing, marked variations of the air temperature from the standard figure can
be encountered. In this manner, air temperature can decrease in a lower manner than the
standard rule or can be constant or can even increase with altitude. Temperature increase
with altitude is a phenomenon called temperature inversion.
As described below, this can particularly affect the lower layer of the atmosphere near the
earth’s surface.
There are many parameters, which influence air temperature which can lead to temperature
inversion. Close to the ground, air temperature mainly results from the following effects:
 Seasonal variations
 Diurnal/nocturnal temperature variations
 Weather conditions (effect of clouds and wind)
 Humidity of the air
 Geographical environment such as:

- mountainous environment
- water surface (sea)
- nature of the ground (arid, humid)
- latitude
- local specificity.
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.
8.3.8.13.1.2 Morning Temperature Inversion
In the absence of wind or when the wind is very low, the air, which is in contact with the “cold”
earth surface, will cool down by heating transfer from the “warm” air to the “cold” ground
surface. This transfer of heat occurs by conduction only and consequently leads to a
temperature inversion, which is limited in altitude. This process needs stable weather
conditions to develop.
Schematically, during the day, the air slightly heated by solar radiation, while the earth is highly
heated. The lower layer of the atmosphere is also heated by contact with the ground which is
more reactive to solar radiation than the air transfer of heat by conduction between the earth
and the atmosphere.

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At night, in the absence of disturbing influences, ground surface cools down due to the
absence of solar radiation thus causing the air near to the ground surface to cool. In quiet
conditions, the cooling of the air is confined to the lowest levels. This effect is pronounced at
the early hours of the day, while the early morning sunshine subsequently dissipates the
inversion. Similarly, the wind mixing the air will also dissipate the inversion.
a) Magnitude of Temperature Inversion
This kind of inversion usually affects the lowest levels of atmosphere. Surface inversion
can exceed 500 ft but will not exceed 1000 to 2000 ft. The magnitude of the
temperature inversion cannot be precisely quantified. However, a temperature
inversion of about +10oC is considered as important. Usually, within a temperature
inversion, temperature regularly increases with altitude until it reaches a point where the
conduction no longer has any effect.
b) Where Can They Be Encountered?
This kind of inversion can be encountered world-wide. However, some areas are more
exposed to this phenomenon such as arid and desert regions. It can also be
encountered in temperate climate, particularly during the winter season (presence of
fog). Tropical regions are less sensitive, due to less stable weather conditions.
In some northern and continental areas (Canada, Siberia), during winter in anticyclonic
conditions, the low duration of sunshine during the day can prevent the inversion from
dissipating. Thus, the temperature of the ground can considerably reduce and amplify the
inversion phenomenon. To a lower extent, this can also occur in temperate climate during
winter, if associated with cold anticyclonic conditions.
Another important aspect of an inversion is wind change. The air mass in an inversion layer is
so stable that winds below and above, tends to rapidly diverge. Therefore, the wind change, in
force and direction, at the upper inversion surface can be quite high. This can add to the
difficulty of flying through the inversion surface. In some conditions, the wind change can be
so high as to generate a small layer of marked turbulence.
8.3.8.13.1.3 Other Types of Temperature Inversion
The morning temperature inversion process is considered as the most frequent and the most
sensitive. However, as mentioned above, other meteorological conditions of less frequent
occurrence and magnitude can lead to temperature inversions.
For instance, the displacement of a cold air mass over a cold ground surface can lead to
turbulence resulting in transfer of heat to the lower levels of this mass, thus creating a
temperature inversion in the lower levels of the atmosphere below this air mass. Usually, this
kind of inversion has a lower magnitude than the earlier case described above.
Pilot experience, weather reports or pilot reports will be the best way in identifying such
weather conditions.

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8.3.8.13.1.4 Effect on Aircraft Performance

All ambient temperature variations have an effect on aeroplane performance. Inversions will
usually affect performance adversely. The significance of this will vary according to aeroplane
type and operating mass. Examples of inversion effects include those shown below.
a) Large temperature inversions encountered shortly after take-off can seriously degrade an
aeroplane's climb performance, particularly at high operating mass. Similarly if the
aeroplane is operating to a maximum landing mass limited by go around climb performance
considerations, the required gradient may not be achieved;
b) The maximum cruising altitude capability of the aeroplane can be significantly reduced if a
temperature inversion of even small magnitude exists in the upper levels. This may prevent
an aeroplane reaching its preferred cruising altitude. Should an aeroplane encounter an
area of inversion once in the cruise at limiting altitude its buffet margins may be so eroded
that a descent is necessary;
c) Temperature inversions at lower levels in the atmosphere are frequently associated with
deteriorating visibility and can prevent the clearance of fog for prolonged periods
8.3.9 Wake Turbulence
8.3.9.1 Description
The physical characteristics of an aeroplane are such that their passage leaves an area of
disturbed air in their wake. This 'wake turbulence' tends to increase with the size and power of
the aeroplane, and can reach dangerous proportions in relation to smaller, following aeroplane.
The dangers are obviously greatest during the critical stages of flight on take-off or landing,
and all Commanders are reminded of the need to allow adequate interval between their own
and preceding heavier aeroplane for any such turbulence to dissipate.
Aeroplane wake turbulence is caused by wing tip vortices generated by the production of
aerodynamic lift and by jet efflux or propeller slipstream. Wing tip vortices behind a heavy
transport aeroplane can have sufficient intensity to cause control difficulties and the potential
for a turbulence upset for a lighter aeroplane which encounters them. They are consequently
considered to be a safety hazard which should be avoided or the effects minimized.
Jet efflux does not create a significant hazard in the context of commercial aeroplane
operation, although it clearly has to be avoided by light aeroplane and care needs to be taken
by larger aeroplanes to avoid jet blast damage while taxing or during engine ground runs.
The intensity of vortex turbulence is directly proportional to aeroplane weight and increases at
high angles of attack (i.e. as airspeed is decreased). Thus the most severe vortex activity is
generated and most likely to be encountered in the vicinity of aerodromes as, in these areas,
airspeeds will be low and aeroplanes taking off will be at maximum weight. Vortex generation
starts at the lift-off point with rotation for take-off and stops on landing as the nose wheel
contacts the runway.
Vortices are formed at the aeroplane wing tip and rotate. They become fully established about
200-400ft behind a large aeroplane and have a downward sinking motion. When generated
close to the ground, the vortices move downwards to ground level and then spread out laterally
on either side of the runway in still air.

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In still air conditions, vortices will persist for several minutes while their energy slowly
dissipates. In windy or turbulent conditions, this dissipation is more rapid.
With a crosswind, the two vortices will move downwind. In a light crosswind, this may cause the
upwind vortex to become more or less stationary along the runway centreline.
This could well be the most adverse case as dissipation will also be slower in the light wind.
In slightly stronger crosswinds not only will both vortices be seen to move away off beyond the
leeward edge of the runway, but they will also decay more rapidly
VORTICES
Vortex
8.3.9.1.1 Take-Off and Landing

Turbulence encountered during approach or take off can be due to wake turbulence.
Aircraft turbulence categorisation and wake turbulence separation minima are defined in ICAO
Doc. 4444 as follows:
(H) Heavy : MTOW ≥ 136000 kg
(M) Medium : 7 000 kg < MTOW < 136 000 kg
(L) Light : MTOW ≤ 7 000 kg

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Vortex from behind
8.3.9.1.2 Separation by Time (Non - Radar)

Wake turbulence separation minima given below, defines a minimum separation time between
two aircraft during take-off and landing to cope with wake turbulence:
a. Arriving aircraft
i. -Medium behind Heavy aircraft :
2 minutes
ii. -Light behind Medium or Heavy aircraft :

3 minutes

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Landing Same Runway Vortex

Vortex Xwind
b. Departing 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.
Vortex Interception Take-Off Taking off behind L Vortex
Two parallel runways have no influence on each other, if they are separated by more than 760
m (2500 ft), and if the flight path of the second aircraft does not cross the flight path of the
preceding aircraft by less than 300 m (1000 ft)

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Vortex Departure Vortex Parallel Runway
c. Departing and landing in opposite direction. The minimum separation time is 2 minutes.
Apart from the above guideline-values for vortex separation, the controller/ commander can
arrange for a larger separation in case of calm winds and other terrestrial particulars which
might enforce/retain the vortex energy for a longer time. The same will apply for operations into
parallel or near parallel runways, where the danger exist in crosswind situations, that vortices
can be encountered from a preceding aircraft approaching/departing on/from the parallel
runway.
Separation can be reduced in strong crosswind conditions when operating into/from a single
runway environment. In case adequate separation cannot be provided or when vortices are still
felt (despite the adequate separation), the following shall be remembered:
d) During approach/landing behind a vortex generating aircraft, the PF will aim to land at a
touchdown point on the runway passing the touch down point of the heavier aircraft if
runway length permits.
e) When taking off, the lift off point of the proceeding aircraft will be remembered and if
possible the PF will arrange to lift off at a point well before the lift off point of the preceding
aircraft (Short Field Take off Procedure - Aircraft performance permitting - Refer to
individual type aeroplane). If this cannot be achieved, consideration shall be given to delay
the take-off for some seconds depending upon the size of the preceding aircraft and the
prevailing wind conditions on ground.

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f) When approaching from behind a vortex generating aircraft, the pilot can elect to fly above
the flight path of the preceding aircraft as a means of avoiding the vortex zones - at least
until short of touch down.
g. Certain noise abatement and Emergency Turn procedures require a sharp turn immediately
after take-off. When heavy aeroplanes are operating, the maximum practical separation
time should be allowed between take-off to permit dissipation of the high intensity vortices
which develop in such circumstances. It can be appreciated how hazardous it could be for
an aeroplane to penetrate such a vortex while banked at such a relatively low altitude.
Controllers and Commanders should anticipate possible vortex encounters in light

crossword conditions. It should also be remembered that encounters can occur with
vortices which have drifted at ground level, still intact and dangerously active from parallel
and/or intersecting runways.
Except for the condition described above, it is usually safe for a lighter aeroplane to follow
the take-off of a heavy aeroplane on the same runway, if the light aeroplane lifts off after a
shorter ground run and remains above the climbout path of the heavy aeroplane while it is
on a common course, if this is not possible, a take-off interval of at least two minutes are
desirable. ATC, at busy aerodromes in particular, should be advised what separation
interval is required before accepting a line-up clearance.
Avoid flight within five miles behind a heavy jet when operating at the same altitude or
within less than 1000ft below.
Use extreme caution when taxing behind a heavy jet. Static test data indicate that the area
of concern is within 750ft behind the tail of a heavy jet.
When operating in the same VMC environment as a heavy jet and being provided with
radar vectoring, at least 5 miles spacing behind the heavy jet may be expected in order to
ensure that wake turbulence problems are not encountered.
These precautions do not apply to "Heavy' jets following "Heavy" jets.
Test data indicates potential wake turbulence problems may exist when parallel runways,
separated by less than 3500ft are being used in conditions of crosswind. The wake
turbulence on one runway may drift across and effect operations on the other runway. Use
at least a two minute interval behind a heavy jet departing the same runway, parallel
runway -separated by less than 3500ft, or crossing runways, if the departure courses
converge after take-off.
8.3.9.1.3 Radar Separation
Leading Aircraft Following Aircraft Separation Time

Category Category Minimum Equivalent
Heavy Heavy 4 NM 2 minutes
Heavy Medium 5 NM 3 minutes
Heavy Small 6 NM 3 minutes

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Heavy Light 8 NM 4 minutes
Medium Medium 3 NM 2 minutes
Medium Small 4 NM 2 minutes
Medium Light 6 NM 3 minutes
Small Medium or Small 3 NM 2 minutes
Small Light 4 NM 2 minutes
8.3.9.2 IN CRUISE
Wake turbulence can be encountered in cruise, especially on the North Atlantic Track System, where
aircrafts flying in the same direction are vertically separated by 1 000 ft.
In this case, if considered necessary, the flight crew will fly offset from the cleared track by up
to a maximum of 2 NM to alleviate the effects of wake turbulence. The ATC shall be advised of
this contingency action, but will not issue a clearance for any of such lateral offset. The flight
crew shall return the aircraft to the cleared track as soon as the situation permits.
Vortex En-route

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8.3.10 Crewmembers at their Stations
Nig. CARs 8.5.1.7
8.3.10.1 Flight Crew
During take-off and landing, each PASL flight crewmember required to be on flight deck duty
shall be at his/her station.
During all other phases of flight, each flight crewmember required to be on flight deck duty shall
remain at his/her station, unless his/her absence is necessary for the perfor-mance of their
duties in connection with the aircraft operation, or for physiological needs, provided that at least
one suitably qualified pilot remains at the controls of the aircraft at all times.
Except for crew entry/exit, the cockpit door shall remain closed and locked during the whole
flight.
Non-essential activities shall be avoided during phases of flight where the workload is high. At
any other time, if these activities are being performed, the Commander shall ensure that only
one flight crewmember is so occupied at any one time, and that the other crewmember (s) can
pay careful attention to the normal operational duties.
One pilot shall always be in a position to maintain continuous aircraft monitoring. Meals, teas
or coffee etc, shall normally be taken separately, so that one pilot can continuously monitor the
aircraft until the other pilot is ready.
8.3.10.2 Cabin Crew

All cabin crew are to be seated at their assigned duty stations with their safety harness
(shoulder straps and seat belt) fastened during the take-off and landing phases of flight, and
whenever so instructed by the aeroplane Commander.
Cabin crew seating positions are determined so that they are:
a) Close to a floor level exit;
b) Providing a good view of the areas of the passenger cabin for which the cabin crewmember
is responsible; and
c) Evenly distributed through the cabin, in the foregoing order of priority.
8.3.11 Use of Safety Belts for Crew and Passengers
Nig. CARs 8.5.1.6
8.3.11.1 Crewmembers and Occupants of the Flight Deck
During take-off, landing, and any other time deemed necessary by the Commander in the
interest of safety, each crewmember shall be properly secured by all safety belts and

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harnesses provided. Other crewmembers occupying the cabin shall be seated at their assigned
stations when so directed by the Commander (e.g. during turbulence), with the seat harness
(lap and shoulder) tightly adjusted.
During other phases of the flight each flight crewmember on the Flight Deck shall keep his/her
seat belt fastened whilst at his/her station.
Flight crewmembers shall keep their seat belts fastened when at their assigned stations and:
a) Those flight crewmembers occupying a pilot's seat shall keep their safety harnesses
(shoulder straps and seat belts) fastened during the take-off, landing, climb and descent
below FL100;
Other flight crewmembers shall keep their safety harnesses fastened during the take-off
and landing phases of flight, unless the shoulder straps interfere with the performance of
duties, in which case the shoulder straps may be unfastened but the seat belts shall remain
fastened.
b) Passengers will receive a demonstration on the use of safety belts and/or safety
harnesses, and after duly checking that these are secure the SCCM, before take-off and
landing will report "cabin secure" to the Commander. This will include verification that:
a) Passenger seat belts fastened;
b) Tray tables and seat backs in a stowed and upright position;
c) As applicable, in-flight entertainment system viewing screens off and stowed;
d) Galleys and associated equipment stowed or restrained.
Multiple occupancy is only allowed on specified seats by one adult and one infant who must be
secured by a supplementary loop belt or other restraint device supplied by PASL.
8.3.11.2. Passenger Seat Belts - Nig Cars 8.9.2.19

a) The Commander shall ensure that each person on board occupies an approved seat or
berth with their own individual safety belt and shoulder harness, if installed, properly
secured about them during take-off and landing.
b) Each passenger occupying a seat or berth shall fasten his or her safety belt and keep it
fastened while the “Fasten Seat Belt” sign is lighted or at any other time the Commander
determines it is necessary for safety.
c) A safety belt provided for the occupant of a seat may not be used during takeoff and
landing by more than one person who has reached his or her second birthday and a person
who has not reached his or her second birthday may be held by an adult who is occupying
a seat or berth.
d) At each unoccupied seat, the safety belt and shoulder harness, if installed, shall be secured
so as not to interfere with crewmembers in the performance of their duties or with the rapid
egress of occupants in an emergency.
e) A berth, such as a multiple lounge or divan seat, may be occupied by two persons provided

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it is equipped with an approved safety belt for each person and is used during en route
flight only.
f) A supplementary loop belt or other restraint device may be used by any infant;
8.3.11.3 Securing of Belts/Harnesses
At each unoccupied seat, the safety belt/restraining belt and shoulder harness, if installed, shall
be secured so as not to interfere with crewmembers in the performance of their duties or with
the rapid egress of occupants in an emergency.
8.3.12 Admission to Flight Deck
Nig. CARs 8.5.1.13; 8.5.1.14
8.3.12.1General
No person, other than flight crewmembers assigned to a flight, shall be admitted to, or carried
on, the Flight Deck unless the Commander himself or his designated second-in-command is
present on the Flight Deck, and unless this person is:
a) An operating crewmember;
b) A check pilot, trainee crewmember, or supernumerary crewmember;
c) A representative or Inspector of the NCAA responsible for certification, licensing or

inspection if this is required for the performance of his/her duties;
Note: Whenever, in performing his/her duties of conducting an inspection, an Inspector

from the Authority presents his official credentials (Nig.CARs Form 103-2B), no person
shall prevent the Inspector from having free and uninterrupted access to the Flight Deck of
the aeroplane.
d) A member or employee of an aviation organisation or aeronautical agency specifically

approved to travel in the jump seat for specific observation duties or familiarisation by the
DFO;
e) An airline staff passenger.
8.3.12.2 Authority of Commander
The final decision regarding the admission to the Flight Deck of persons of the above
categories rests with the Commander who shall request verifiable identification of such persons
before granting such admission. In the interest of safety, admission to the Flight Deck shall not
cause distraction and/or interfere with the flight's operation. Persons duly authorised by the
Authority and/or the DFO, entitled to enter and remain on the Flight Deck in order to be able to
perform their duties, shall only be denied access by the Commander if he/she deems this
necessary in the interest of safety.

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8.3.12.3 Seating
A person shall only be carried on the Flight Deck provided that a seat with safety belt/safety
harness is available and that the requirements concerning supplemental oxygen are met.
The Commander shall insure that such a person is instructed to keep the safety belt/safety
harness fastened at all times, not to touch any controls, switches, instruments, circuit breakers,
and that such a person is briefed in the use of all Flight Deck relevant emergency equipment
(e.g. emergency exit route, oxygen facility, sterile Flight Deck etc) and all relevant procedures.
8.3.13 Use of Vacant Crew Seats (Jump Seats)
The final decision as to the disposition of any crew seats in the Flight Deck or cabin rests solely
with the Commander. Normally, such permission will only be granted to employees of PASL, or
of other operators, or to employees of aeronautical or other authorities (e.g. ATC, NCAA,
MET).
The DFO or his deputy may authorise, subject to the Commanders agreement, any other
individual for vacant crew seat occupancy.
The Commander shall make careful assessment of any occupant of any vacant crew seat
particularly taking into account security and mobility implications in the event of an emergency
and any other requirements Refer Chpt 8.3.12 above.
When in any doubt, the Commander will refuse to accept any passenger in any jump seat.
Vacant crew seats (except those on the Flight Deck), in order to be occupied by other persons,
shall at least meet the emergency relevant requirements for passenger seats (oxygen, seat
belt/harness, instruction card, accessibility to all verbal or other instructions given to
passengers by cabin or flight crew at all times, visibility of exit signs).
The crewmember responsible for safety in the cabin shall brief a person who has been granted
permission to occupy a vacant crew seat on all safety relevant aspects connected with that
seat and, if it is at an emergency exit, on how to operate and open the door in an emergency
(stressing, however, that the door shall be opened only after the appropriate command has
been given).
The person is in possession of a valid passenger or staff ticket and is not a security risk and a
proper background has been ascertained as such.
8.3.14 Incapacitation of Crewmembers
8.3.14.1 Definition
Incapacitation of a crewmember is defined as any condition which affects his health during the
performance of his duties (associated with the duty/position assigned to him) which renders
him incapable of performing the assigned duties.
The definition includes either total or partial incapacitation preventing the fulfilment of duties in
the "normal" way.

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8.3.14.2 General
In-flight pilot incapacitation is an important safety hazard and leading to many accidents.
Incapacities have occurred more frequently than other emergencies which are the subject of
extensive training (such as engine failure, cabin fire etc). Aviation history and statistics indicate
that incapacities may occur in all age groups and during all phases of the flight.
There are many forms of incapacitation ranging from obvious sudden death to a lingering and
difficult to detect partial loss of functions.
A flight and cabin crew coordination briefing before each flight shall address relevant safety
subjects including flight or cabin crewmember incapacitation (and sterile cockpit, security,
aeroplane technical issues, cabin depressurisation, on board fire, emergency evacuation,
forced landing or ditching) and ensure cabin entry doors are armed prior to the first movement
of the aeroplane.
Whenever a safety-related situation has been identified the SCCM or other cabin crewmember
shall bring this to the immediate attention of the Commander or other flight crewmember.
8.3.14.3 Types of Incapacitation
a) Obvious incapacitation; means total functional failure and loss of capabilities. This generally
will be easily detectable and will be a prolonged condition. Among the possible causes are
heart disorders, severe brain disorders, severe internal bleeding, etc;
b) Subtle incapacitation; this may be considered a more significant operational hazard, because it
is difficult to detect and the effects can range from partial loss of functions to complete
unconsciousness. Possible causes might be minor brain seizures, hypoglycaemia (low blood
sugar), other medical disorders or preoccupation with personal problems.
8.3.14.4 Causes and Effects

Incapacitation may range from minor cases of physiological upsets associated with inter-
current mild disease or mental stress, which may result in reduced levels of judgement or
physical coordination up to a complete collapse.
The causes for a mild incapacitation include:
a) Body pains such as toothache, headache, gastroenteritis, the delayed effects of alcohol,
drugs or medication, common disorders such as a cold, etc;
b) Heart troubles, an acute infection, thrombosis, epilepsy, hypoglycaemia (extremely low

sugar level) and others belong to the more serious causes of a sudden collapse.
This includes avoidance of drugs, moderate consumption of alcohol, adequate rest time -and
its proper use for recreation - adequate sleep and nutrition but also the avoidance of stress in
your business and private life.
Refer to Chpt. 6.1 with regards to health precautions.

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8.3.14.5 Recognition of an Incapacity
Early recognition of incapacity is of utmost importance. A silent collapse will hardly be detected
during normal activities (for instance during the cruise phase of a flight), as communications
may sometimes be reduced to a minimum.
Symptoms of the beginning of an incapacitation are:
a) Incoherent speech;
b) Strange behaviour;
c) Irregular breathing;
d) Pale fixed facial expression;
e) Jerky motions that are either delayed or too rapid;
f) No or unexpected response to questions.
If any of these are present, incapacitation must be suspected and action taken to check the
state of the crewmember.
8.3.14.6 Actions to be taken when Incapacity is Recognised
In the context of pilot incapacitation it is essential that crewmembers closely monitor the
aeroplane's flight path in the critical stages of take-off, initial climb, final approach and landing,
and immediately question any deviation from the norm.
Normal crew duties require that during all stages of the flight, pilots and other crewmembers
call the Pilot in control attention to any deviation from the normal flight path or ATC clearance.
Adherence to this procedure should assist early detection of the incapacitation of the handling
pilot.
Where the Pilot in control the aeroplane has collapsed, the other pilot will assume control.
Taking control presupposes that the collapsed pilot's body does not interfere with the essential
primary flying controls and for this reason the requirement to wear full harness whilst occupying
a pilot seat is a safeguard.
Once incapacitation has been detected, the first requirement is to ensure that the affected pilot
does not interfere with any controls. It is therefore essential that his harness should be locked
and, if possible, the seat slid back. Consideration should be given, if practical, to the briefing
and use of other crewmembers or passengers for this task, but caution must be observed due
to the risk of the seat moving forward when it becomes unlocked. The next priority is to re-plan
the flight, including consideration of diverting to the nearest suitable destination.
Medical advice indicates that immediate first aid is not essential or necessary in cases of
sudden incapacitation. Therefore, any attempts at first aid should be delayed until after the
immediate operational problems have been dealt with.
a) First Step:
i) Take over control of the aeroplane by announcing "I have control";
ii) Engage autopilot;

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iii) Declare an urgency or emergency - whichever is applicable;

iv) Announce 'Senior to Flight Deck, Senior to Flight Deck' over the PA. When the SCCM
arrives, if possible have the incapacitated cockpit crewmember removed from his seat. In
any case his/her seat should be moved fully back to prevent obstruction of flight controls,
switches, levers, etc. The help of other crewmembers or passengers might be required;
v) If necessary, reset COM and NAV to the Pilot in control side;
vi) Ask for medical assistance on board;
vii)Ask whether there is a Company pilot on board.
b) Second Step:
i) Take care of the incapacitated crewmember by trying to provide first aid (ask if doctors or
other medical persons are aboard);
ii) Arrange a landing as soon as practicable after considering all pertinent factors;
iii) Arrange medical assistance after landing - giving as many details about the condition of the
affected crewmember as possible.
c) Third Step:
i) Prepare for landing (cockpit and cabin), but do not press for a hasty approach;
i) Perform approach checklist earlier than normal (request assistance from other
crewmembers or "capable" persons);
ii) Request radar vectoring and make an extended approach - where possible - to reduce
workload;
ii) For landing do not change seats - fly the aeroplane from the Pilot in control normal position;
iii) Organize work after landing; this will include
A) Depending on the situation, a change of seats for taxiing in, but only after the aeroplane
has come to a complete stop;
B) Arrangements for the parking of the aeroplane;
C) Having the incapacitated crewmember offloaded to the ambulance as quickly as

possible.
8.3.14.7 Summary
Recovery from a detected incapacitation of the Pilot in control shall follow the sequence below:
a) The fit pilot must assume control and return the aeroplane to a safe flight path;
b) The fit pilot must take whatever steps are possible to ensure that the incapacitated pilot
cannot interfere with the handling of the aeroplane. These steps may include involving
other crewmembers and/or passengers to restrain the incapacitated pilot;

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c) The fit pilot must land the aeroplane as soon as practicable to ensure safety of the
occupants.
8.3.14.8 The 'Two Communication' Rule

The 'Two Communication' rule of thumb should be invoked to assist in detecting incapacitation.
This states that a flight crewmember should suspect the onset of incapacitation any time when
a pilot does not respond appropriately to a second verbal communication associated with a
significant deviation from a standard operating procedure or flight profile.
8.3.14.8.1 Intervention Criteria
a) Before Take-off:
i) Power loss before V1
Action: Inform the pilot in control. Expect a command to abandon or keep going. If there is no
reaction within 2 seconds take the appropriate action
b) After Take-off:
i) Failure to establish a safe take-off gradient by exceeding the required speed by 10kt or
more; OR
ii) Exceeding the maximum bank angle of 15° or 30°; OR
iii) Retracting flap at the incorrect speed or altitude; OR
iv) Failure to follow compulsory or emergency turn or ATC departure clearance:
Action: Inform the pilot in control immediately this becomes obvious; Expect corrective action or
"standby" in response to the erroneous command; Intervene before an unsafe situation
develops, aeroplane limits are exceeded or terrain clearance is reduced.
c) Approaching an assigned altitude at a rate greater than 1,000fpm:
Action: Notify the pilot in control at 1000ft to go; Expect reduction in rate of climb or descent
within 500-200ft of the assigned altitude depending on ROD or ROC; Intervene to ensure
assigned altitude is not infringed by 200ft.
d) Departure from assigned altitude without clearance:
Action: Notify the pilot in control at 200ft from altitude; Expect immediate corrective action,
Intervene to ensure the deviation from altitude does not exceed 500ft.
e) Exceeding aeroplane or engine limitations:
Action: Notify the PF. immediately such exceedance is observed; Expect immediate corrective
action; Intervene if action is not taken within 5 seconds.
f) Flight 10kt below or 20kt above holding speed in holding pattern or any departure (± 100 ft)
from holding altitude:
Action: Notify the Pilot in control immediately, expect immediate corrective action.
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Intervene if speed deviation is not reduced within 15-20 seconds or deviation increases.
Intervene if altitude deviation increases to +/-250ft.
g) Approach
i) If a displacement/deviation of greater than 1 dots lateral or I dot high/low occurs when within
500ft of touchdown. (Routine deviation calls are 1/2 dot LOC and 1 dot high any
displacement/low on G/S, so this will be the second call):
Action: Notify the pilot in control immediately; Expect immediate corrective action; Intervene if
no corrective action and deviation increases, or within 5 seconds if error continues.
h) Landing
i) Incorrect configuration or landing flap not selected:
Action: Notify the pilot in control at 500ft or MDH if lower; Expect corrective action or
acknowledgement; Intervene to correct if aeroplane continues below DH or MDA (or go-round
gear if not locked down).
i)GPWS configuration warning sounds "Too Low Gear' or "Too Low Flaps":
Action: Expect command to go-around; Intervene if warning continues and aeroplane descends
below DH or 200ft above touchdown.
j) Approach speed below Vref or 7kt below fly speed corrected for configuration and wind
conditions:
Note: standard speed deviation call below 500ft to touchdown.
Action: Notify pilot in control before aeroplane reaches runway threshold i.e. before threshold
passes from view below the Flight Deck visual cut-off Expect immediate corrective power/thrust
increase; Intervene to apply power passing threshold, be prepared for further intervention to
flare and land the aeroplane.
8.3.14.9 Cabin Crew Incapacitation
During flight, any cabin crewmember who becomes ill or one of the remaining cabin crew in the
event of incapacitation must report the matter to the Commander, who will take any necessary
action.
Any crewmember who becomes ill or incapacitated while on flight duty or during a stopover
period at an outstation must report the matter to the Commander at the earliest opportunity.
The Commander should immediately contact PASL Operations by the speediest means
available or contact the local Station Manager if the crew is at an outstation.
Apart from the flight safety implication, additional obligations and liabilities may be incurred by
PASL.
Commanders must therefore ensure that a doctor is called at the earliest opportunity to
examine the crewmember concerned and a certificate must be obtained stating whether the
individual is fit for duty, or alternatively, for travel. Wherever possible, such staff member
should be positioned to Lagos Base as soon as permitted. Commanders are authorised to
arrange any tests necessary to ascertain the condition of the individual concerned.

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8.3.15.1.a Cabin Safety Requirements - General
Applicable legal provisions require crewmembers not to perform any activities during critical
phases of the flight other than those required for the safe operation of the aeroplane.
This means that all cabin crewmembers in the cabin shall, during taxiing and prior to
takeoff/landing, concentrate on their designated task of securing the cabin and shall, if
necessary, firmly and politely refuse any service requests by passengers.
Nevertheless, cabin crewmembers shall in these flight phases refrain from distracting the flight
crewmembers from concentration on their duties (unless safety requires such distraction), and
shall assist the flight crew by providing, in due time, the "CABIN SECURE" or the "CABIN NOT
SECURE" report.
Specific procedures for the preparation of the cabin or supernumerary compartment prior take-
off and landing, for communication and co-ordination between flight crew and cabin crew may
be found in OM-B 3.6, CCM 5.3.1.5 (Safety Equipment procedure), CCM 2.7.1 (Cabin Secure
for Take-off) CCM 2.7.2; 2.9; 2.10; 2.10.1) for briefing and cabin secure during descent and
landing.
8.3.15.1 b AIRCRAFT SEARCH & AIRCRAFT SEARCH PROCEDURE CHECKLIST

PASL shall ensure that all aircraft carry a checklist of the procedures to be followed
for that type aircraft in searching for concealed weapons, explosives, or other dangerous devices.
In case of an aircraft needs to be searched on the ground, checklists for both Aircraft
Security Checks and Aircraft Security Searches, will be available for immediate use in the
aircraft and provided to the Crew Supervisor.
There will be two sets of these checklist and diagrams on board, one for the cockpit and
another in the cabin for use in the case that a search in flight is necessary.
The Flight Operations Training Department is responsible for the training of all Flight Crew
and Flight Operations Officers according to OM Part D.
In order to comply with the relevant aviation security regulations, P A S L crew will perform
an “Aeroplane Security Check” or an "Aircraft Security check" on all flights (as applicable),
even when additional security measures have been performed by other departments and
they will fill the appropriate form hereby described to be kept for one week. Security check
or security search shall be performed according the following table:
Cockpit Cockpit Crew *

Galleys
Passengers Cabin
Cabin Crew **
Toilet
Aeroplane Exterior Ram Agent *** / Maintenance ****

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* During normal pre-flight checklist or transit preparation, pilots will visual inspect all
compartments (see Aeroplane Security Check / Search Forms) in order to certify
that there is no foreign object on board.
** During normal pre-light inspection or transit preparation, cabin crew will perform a
visual inspection of all compartments (see Aeroplane Security Check /
Search Forms), in order to assure that the aeroplane is free of foreign objects.
The current security plastic checklist shall be used by individual cabin crew that will
report to the senior cabin crew. Then the senior cabin crew will sign the appropriate
form.
*** Ramp agent responsible for loading the airplane will certify that cargo compartments
were inspected before loading and no foreign objects were fund. During
turnaround or transit stops, ramp agent will certify that no authorised persons had
access to the cargo compartments.
Ramp agent when arriving at the cockpit will assure the flight crew that there was no
evidence of foreign objects inside the cargo compartments. He will sign respective
item on security search form which shall be kept on the ground flight file.
**** Maintenance staff is responsible for the inspection and signing respective items on
security search form of the following areas:
· Landing gear bay/wheel wells compartments;
· Service panels including fuel vent openings, waste, water tank and other
service panels
8.3.15.2 Cabin Crew Briefing
A cabin crew briefing shall be conducted by the Commander prior to the flight. He/She will
inform his/her crew of particulars (e.g. known deficiencies of cabin/safety equipment, special
passengers/load, expected meteorological conditions, etc.) and events pertinent to the
operation of the flight.
The briefing will include a requirement by the SCCM and all cabin crew to liaise and coordinate
actions in any emergency or abnormal situation with the flight crew and that cabin crew shall
not initiate any calls to the Flight Deck during critical phases of flight (e.g. take-off and landing).
Standard verbiage, terminology, signals and/or verbal commands shall be used in clear English
following Company SOP's, during normal, abnormal and emergency situations. Further
information regarding relevant SOP's, procedures and standard terms can found in the CCM
(Safety Equipment procedure) and relevant Operations Manual Part B.
The Commander, or by delegation of the Commander, the SCCM will commence the cabin
briefing by allotting, to each individual cabin crewmember, the tasks that cabin crewmember is
to perform on board and the station he/she is to occupy prior to/during/after take-off and
landing (emergency station).
Such an assignment should also be in compliance with Company policies associated with In-
flight passenger service procedures. Notwithstanding the above, the Commander may assign
specific cabin crew allocations or other duties for operational reasons.
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Whenever a tour of duty for the whole crew begins at home base (duty after crew rest) the
Commander or the SCCM will check that the cabin crew is proficient in and familiar with the
relevant emergency items and procedures.
Any decision to replace a cabin crewmember as a result of inadequate SEP knowledge rests
with the Commander who will consider the SCCM report and/or recommendations, and/or
his/her own personal assessment of the individual's performance.
Cabin crewmembers shall ensure that they do not leave service carts or trolleys unattended in
the aeroplane aisles unless the braking devices are engaged. Service carts or trolleys shall be
in a stowed position:
a) During the take-off and landing phases of flight;
b) During an emergency situation;
c) Prior to or during turbulence, if feasible.
8.3.15.3 Prior to Boarding of Passengers
Maintenance personnel shall mark inoperative emergency exits in accordance with the
provisions laid down in the MEL (refers AOM).
Cabin crew shall check the availability, accessibility and serviceability of (Refers AOM) cabin
emergency equipment using a checklist. This check shall be carried out prior to the first flight:
a) Of the flight crew on an aeroplane during a duty period;
b) After a cabin crew change;
c) After an aeroplane has been left unattended.
Equipment found at a wrong place shall be re-stowed at the appropriate location. Switching
and thereby checking of emergency exit lights shall be performed as early as possible to
ensure sufficient time for repair in case of malfunction. On completion of the check the SCCM
will advise the Commander of any discrepancies so that these may be rectified or, if this is not
practicable, entered in the Technical Log.
Note: MEL "No-Go" deficiencies must be rectified before flight.
In the interest of hygiene and passenger comfort/well-being the cabin crew shall check that the
cabin (inclusive of lavatories and galleys) has been cleaned and tidied up appropriately;
Safety considerations render it necessary to ensure that no un-stowed catering, galley or other
equipment/load inconveniences boarding passengers or impedes the orderly flow of boarding.
Cabin trolleys are equipped with braking devices. All trolley brakes shall be checked before the
first flight of the day. If an unserviceable trolley is discovered in-flight it shall be tagged as
unserviceable, stowed and noted in the Cabin Defects Log and withdrawn for repair.
8.3.15.4 Portable Electronic Devices
No PASL PIC shall permit any person to use, nor may any person use a portable electronic
device on board an aircraft that may adversely affect the performance of aircraft systems and
equipment unless for IFR operations other than commercial air transport, the PIC allows such a
device before its use or it is:-

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i. for commercial air transport operations or:

ii. PASL shall make a determination of acceptable devices and
publishes that information in the Operations Manual for the crewmembers use or;
iii. The PASL PIC informs passengers of the permitted use.
8.3.15.4.1 Accessibility of Emergency Exits and Equipment

The SCCM on PASL aircraft shall ensure no person is allowed carry-on baggage or other
items to block access to the emergency exits when the aircraft is moving on the surface, during
takeoff or landing, or while passengers remain on board on the ground.
8.3.15.4.2 Prior to Taxiing
The cabin preparation shall be completed as follows:
a) All passengers have correctly fastened their seat-belts;

b) All reclining seats are in an upright position and folding tables stowed;
c) All hand baggage secured;
d) All trolleys are stowed and galleys closed;
e) Exits and escape paths are unobstructed;
f) Cabin entry door slides are armed;
g) No passenger uses a portable electronic device that can adversely affect the performance of
the aeroplane's system and equipment;
h) Inform the flight crew by interphone for the cabin readiness prior to first aircraft movement
i) See OM-A 8.3.15.5 true OMA 8.3.15.9 CCM 2.2 for the different phases of flight ,OM-A
8.3.14. for crew incapacitation procedures
j) "NO SMOKING" instructions observed.
8.3.15.5 Prior to Take-off

The SCCM, having received the appropriate cabin report from each cabin crewmember shall
report "CABIN SECURE" to the flight crew confirming:
a) Passengers seated with seat belts fastened, backrests upright and tables/trays in stowed
position;
b) Equipment and baggage properly secured, galleys and lavatories checked, locked, secured,
stowage spaces and bins closed;
c) All exits and escape paths unobstructed, curtains and doors secured in the "open" position;
d) Inform the commander by interphone for the completion of passenger safety briefing and
cabin readiness for takeoff;
e) Cabin lights dimmed (night);
f) Passenger briefing completed.

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The Commander shall acknowledge the "CABIN SECURE" report. Before take-off, the PM
shall make an announcement in order to alert the cabin crewmembers.
8.3.15.5.1 Cabin Crew at Duty Stations

The SCCM shall ensure during taxi, cabin crewmembers shall remain at their duty stations
with safety belts and shoulder harness fastened except to perform duties related to the
safety of the aircraft and its occupants and;
i. During takeoff and landing, cabin crewmembers shall be located as near as
practicable to required floor level exits and shall be uniformly distributed throughout
the aircraft to provide the most effective egress of passengers in event of an
emergency evacuation.
ii. When passengers are on board a parked aircraft, cabin crewmembers

(or another person qualified in emergency evacuation procedures for the aircraft)
shall be placed in the following manner :
a. If only one qualified person is required, that person shall be located in

accordance with PASL procedures as prescribed in the Cabin Crew Manual.
b. If more than one qualified person is required, those persons shall be spaced
throughout the cabin to provide the most effective assistance for the
evacuation in case of an emergency.
8.3.15.6 In Flight
After take-off, all cabin crewmembers shall remain seated with seat belt/harnesses fastened
until the "FASTEN SEAT BELT" signs have been switched off unless the SCCM has obtained
the permission from the Commander to start the cabin service earlier.
When encountering turbulence in flight and the "FASTEN SEAT BELT" sign has been switched
on, the SCCM may obtain permission from the Commander for cabin crew checks and
activities to continue.
When necessary, the flight crew will instruct the cabin crewmembers to fasten seat belts, by
using the public address system. Unless the degree of encountered turbulence becomes
hazardous, cabin personnel shall ensure that baggage and other loose material or items are
stowed and secured so as not to cause injury by falling or other movement.
For fire avoidance/detection cabin personnel shall conduct regular checks and observe the
following provisions:
a) Strict observation of the "NO SMOKING" sign;
b) Search trays for cigarettes and/or cigars before stowing.
c) Restrict spreading of papers by passengers on the cabin floor;
d) Check lavatories for:

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i) Signs of smoke;
ii) Open flaps of waste boxes;
iii) Check the temperature of the hot water and the proper working of electric toilet appliances.
These checks shall be made at intervals of no greater than 15 minutes should infrequent use
of lavatories preclude detection by passengers;
e) Conduct regular checks for unauthorised use of portable electronic devices that may
adversely affect the aeroplane's systems.
When it becomes necessary to administer first aid oxygen the cabin crewmembers must inform
the flight crew.
When discovering a container with combustible or quickly vaporising fluid, cabin crewmembers
must place the container into crushed ice (not dry ice) and inform the Commander.
All breakdowns or malfunctions of electrical equipment in the cabin shall be immediately
reported to the flight crew. Cabin crewmembers should be aware of the fact that resetting of
circuit breakers, without knowing the reason of the failure, increases the fire risk.
Only one reset of a tripped circuit breaker(s) is acceptable after receiving permission of the
Commander.
All occurrences which may affect the safety of the operation and the well-being of the
passengers shall be immediately reported to the flight crew, e.g. illness on board, unusual
noise, odour and other observations.
8.3.15.7 Flight Deck - Cabin Emergency Communications (NITS)
In cases of abnormal/emergency conditions in flight necessitating an in-flight return or

diversion, the Commander will call the SCCM to the Flight Deck using the public address
system stating, "will the Senior Cabin Crewmember come to the Flight Deck immediately"
advise him of the following:
Nature of the emergency
Intentions of the cockpit crew to divert or return back
Time remaining for cabin crew to complete their landing checks
Special advice or precautions to be taken by the cabin crew for the remainder of the flight or on
landing, and decision who is to make the emergency announcement to the passengers.
If there is no time to establish any communication due severity or seriousness of emergency
and the way in which it develops ,specially at very low altitude during the first phases of take-
off or final approach ,a six chime will be giving to alert all crew for the emergency.
8.3.15.8 Prior to Landing
The "FASTEN SEAT BELT" signs will be switched ON at Top of Descent or at a time
(prearranged between the Commander and the SCCM) which will enable the cabin personnel
to conclude passenger services and to prepare the cabin for landing. The cabin crewmembers,
after securing and locking galleys and lavatories, shall ascertain that all passengers are safely
seated and that any hand-baggage or loose items are stowed in the hat-rack or under the seat
in front.

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At this stage of the flight, all provisions outlined in Chapters 8.3.15.4 and 8.3.15.5 above must
be observed by cabin crewmembers. After receipt of instruction from the flight crew, cabin
crewmembers shall occupy their designated stations and fasten seat belts and harnesses.
The SCCM, having received the appropriate cabin report from each cabin crewmember shall
report "CABIN SECURE" to the flight crew.
The Commander shall acknowledge the cabin secure report.
8.3.15.9 After Landing
Passengers shall be instructed to remain seated with their seat-belts fastened until the
aeroplane has come to a complete stop with the seat-belt signs switched off and the engines at
cut-off.
Passengers are to refrain from smoking until they have entered a clearly-defined smoking area.
On the Commander's instruction to the SCCM, the cabin crew shall place the cabin entry door
slides to the manual position, open the aeroplane door(s) after clearance by ground personnel
and remain in attendance with the passengers until an approved escort is available.
The Commander shall ensure that local aerodrome procedures do not prohibit pedestrian
passengers from traversing the movements area.
8.3.15.9.1 Stops where passengers remain onboard
At stops where passengers remain on board the aeroplane, the PIC, the co-pilot, or
both shall ensure that:
ii) At least one floor level exit remains open to provide for the deplaning of
passengers; and
iii) There is at least one person immediately available who is qualified in the
emergency evacuation of the aeroplane and who has been identified to
the passengers on board as responsible for the passenger safety.
Minimum number of flight attendants shall be one-half that required for
the flight operation, but never less than one cabin crew member (or
another person qualified in the emergency evacuation procedures for the
aircraft). Where one-half would result in a fractional number, PASL shall
round down to the next whole number
iv) If reFueling with passengers on board, the PIC or a designated company
representative shall ensure that the refueling procedures as stated in
PASL Operations Manual are followed.
8.3.15.10 Smoking Regulations

Smoking is not permitted at any time on PASL aeroplanes including but not limited to:
a) Take-off and landing;
b) When the NO SMOKING sign is on;
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c) In the toilets;
d) In the aisle(s):
e) While oxygen is being administered;
f) While the aeroplane is on ground.
Cabin crew shall enforce the no-smoking rules at all times the NO SMOKING sign is
illuminated.
The NO SMOKING sign will be on continuously
Crew will not smoke while in uniform at any time in the presence of Company clients or
passengers, or within 100ft of an aeroplane while on the ground, stationary or moving (without
prejudice to further restrictive regulations that may be applicable at respective aerodromes).
8.3.15.11 MEDICAL KITS
Nig. CARS: 7.9.1.11; IS: 7.9.1.11; 7.9.1.12; IS: 7.9.1.12.
8.3.15.11.1 First-Aid Kits
The following number of first-aid kits, shall be readily available for use in the aircraft:
Number of Passenger Seats Installed Number of First-Aid Kits Required
0 – 100 1
101 – 200 2
201 – 300 3
301 - 400 4
401 – 500 5
500 and above 6
The first-aid kit must be inspected periodically to confirm, to the extent most possible, that the
contents are maintained in the condition necessary for their intended use; and replenished at
regular intervals, in accordance with the instructions contained on their labels, or as
circumstances warrant.
The following shall be included in the first-aid kits:
- Bandages (unspecified) - Nasal decongestant
- Burns dressings (unspecified) - First-Aid Handbook
- Wound dressings, large and small - Spirits, suitable for upper and lower
limbs
- Adhesive tape, safety pins and
scissors

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- Small adhesive dressings - Gastrointestinal Antacid

- Antiseptic wound cleaner - Anti - diarrhoeal medication e.g.
Loperamide
- Adhesive wound closures
- Adhesive tape - Ground/Air visual signal code for use
by survivors
- Disposable resuscitation aid
- Simple analgesic e.g. paracetamol - Disposable Gloves
- Antiemetic e.g. cinnarizine
A list of contents in at least 2 languages (English and one other). This shall include information
on the effects of the drugs carried.
Note: An eye irrigator, while not required to be carried in the first-aid kit, shall where possible,
be available for use on the ground.
8.3.15.11.2 Emergency Medical Kit
An emergency medical kit must be carried by any aircraft with a maximum approved passenger
seating configuration of more than 30 seats if at any point on the planned route is more than 60
minutes flying time (at normal cruising speed) from an aerodrome at which qualified medical
assistance is expected to be available.
The Commander shall ensure that drugs are not administered except by qualified doctors,
nurses or similarly qualified personnel.
The emergency medical kit must be dust and moisture proofed and shall be carried under
security conditions, where practicable, on the flight deck.
The emergency medical kit must be inspected periodically to confirm, to the extent possible,
that the contents are maintained in the condition necessary for their intended use; and
replenished at regular intervals, in accordance with instructions contained on their labels, or as
circumstances warrant.
The following shall be included in the emergency medical kit carried in the aircraft:

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- Sphygmomanometer - non mercury - Sedative/anticonvulsant e.g.

diazepam
- Stethoscope
- Medication for Hypoglycaemia e.g.
- Syringes and needles
hypertonic glucose
- Oropharyngeal airways (2 sizes)
- Antiemetic e.g. metoclopramide
- Tourniquet
- Atropine
- Coronary vasodilator e.g.
- Digoxin
nitro-glycerine
- Uterine Contractant e.g.
- Anti-spasmodic e.g. hyascene Ergometrine/Oxytocin
- Epinephrine 1:1 000 - Disposable Gloves
- Adrenocortical steroid e.g. - Bronchial Dialotor – including an

Hydrocortisone injectable form
- Major analgesic e.g. nalbuphine - Disposable Needle Box
- Diuretic e.g. fursemide - Anti-spasmodic drugs
- Antihistamine e.g. diphenhydramine - Catheter

hydrochloride
A list of its contents in at least 2 languages (English and one other). This shall include
information on the effects and side effects of drugs carried.
8.3.15.12 PROCEDURE AND CHECK-LIST SYSTEM

The procedures and check-list system for use by the cabin crew must at least take into account
the following items:

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ITEM PRE IN PRE POST

TAKE- FLIGHT LANDING LANDING
OFF
1. Brief of cabin crew by the senior

cabin crew member prior to
X
commencement of a flight or
series of flight.
2. Check of safety equipment in

accordance with operators policies X
and procedures
3. Security Checks: searching for

concealed weapon, explosives or X X
other dangerous devices.
4. Supervision of passenger
X X
embarkation and disembarkation
5. Securing of passenger cabin (e.g.
X X
seatbelt, cabin cargo/baggage)
6. Securing of galleys and stowage
X X
of equipment
7. Arming of door slides X

8. Safety information to passengers X X X X
9. “Cabin secure” report to flight crew if

X X
required
10. Operation of cabin lights if

X X
required
11. Cabin crew at crew stations for

X X X
take-off and landing
12. Surveillance of passenger cabin X X X X
13. Prevention and detection of fire in

the cabin, galley, crew rest areas
X X X
and toilet and instructions for
action to be taken
14. Action to be taken when

turbulence is encountered or in-
X
flight incidents (pressurisation
failure, medical emergency etc.)
15. Disarming of door slides X

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16. Reporting of any deficiency and/or

unserviceability of equipment X X X X
and/or any incident
8.3.16 Passenger Briefing Cards
PASL shall carry on each passenger carrying aircraft, in convenient locations for the use of
each passenger, printed cards supplementing the oral briefing and containing—
- Diagrams and methods of operating the emergency exits;
- Other Instructions necessary for use of the emergency equipment, and
- Information regarding the restrictions and requirements associated with sitting in an exit
seat row.
PASL shall ensure that each card contains information that is pertinent only to the type and
variant of aircraft used for that flight. The Nig. CARs . IS 9.3.1.18 shall be fulfilled for specific
information to be included on passenger information cards regarding exit row seating.
8.3.16.1 General Passenger Briefing Procedures
Nig. CARs 8.9.1.3; 8.9.2.18; 8.9.2.19; 8.9.2.20; 8.9.2.21; 8.9.2.22; 9.3.1.18
Passengers shall be briefed of all safety related matters:
a) Verbally and by demonstration;

b) By means of a safety briefing card;
c) By means of pictograms or signs;
d) Safety video system
8.3.16.2 Means of Briefing Passengers
The means for the prescribed verbal briefings is by means of the public address system.
This system operates independently of the interphone systems, and is readily accessible for
immediate use from each required cabin crewmember station. It is capable of use by any
appropriate cabin crewmember at each station and is audible and intelligible at all passenger
seats, toilets, crew seats and work stations.
Note: For each required passenger emergency exit which has an adjacent cabin crew seat,
there must be a microphone which is readily accessible to the seated cabin crewmember. One
microphone may serve more than one exit only if the proximity of the exits allows unassisted
verbal communication between seated cabin crewmembers.
For use by crewmembers during an emergency evacuation the installation of one or more (see
MEL) megaphone(s) as a backup means for verbal briefing is prescribed. Where two or more
megaphones are required they should be suitably distributed in the passenger cabin and be
readily accessible to crewmembers assigned to direct an emergency evacuation.

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Each passenger shall be provided, as soon as seated, with a safety card which provides, by
means of a pictorial presentation, information and detailed instructions on the use of
emergency equipments and exits intended to be used by passengers. Pictorial placards
(pictograms) and picture type instructions shall indicate the location and the use of emergency
installations.
Visual means for passenger briefing include the safety video system and use of the
"FASTEN SEAT BELT" and the "NO SMOKING" signs.
8.3.16.3 Prior to Embarkation
At check-in, passengers shall be briefed on which articles are prohibited to be carried on their
person, in their hand baggage or checked baggage (Refer: Chapter. 9).
Passengers shall be briefed on the permissible size and weight of their hand baggage (Refer:
Chpt 8.2.2.8 of this manual).
Prior to boarding passengers shall be briefed on the "NO SMOKING" requirement and on all
other provisions relevant to their safety before and during their embarkation.
8.3.16.4 Passenger Emergency Briefing
The Nig. CARs requires the Captain to take all reasonable steps prior to flight to ensure that:
a) all passengers are made familiar with the position and method of use of
emergency exits, safety belts, safety harnesses, oxygen equipment, lifejackets
and the floor path lighting system, and all other devices required by or under the
Regulations and intended for use by passengers individually in the case of an
emergency occurring to the aircraft;
b) in an emergency during flight, all passengers are instructed in the emergency
action they should take.
8.3.16.4.1 In PASL , this requirement is met by:
a) Aircraft type specific Safety Instructions Card placed in each passenger seat
pocket. The Purser is responsible for ensuring each seat has a card;
b) A Passenger Address Safety Briefing by the Cabin Crew prior to take-off;
c) A lifejacket demonstration when required under the Nig. CARs.
8.3.16.4.2 Pre Take-off Briefing

PASL policy is that portable phones should be switched OFF, not later than prior to engine
start and to remain switched OFF until after the aeroplane comes to a stop with the engines
cut-off.
Passengers, shall be briefed that when on board the aeroplane, throughout the flight and
during any ground reFueling, mobile phones shall be switched OFF at all times".
When the aeroplane's doors have been closed and the slides armed, a designated cabin
crewmember shall brief the passengers on the following provisions/regulations/procedures:
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(1) Smoking limitations and prohibitions.
(2) Emergency exit location and use.
(3) Use of safety belts.
(4) Emergency floatation means location and use.
(5) Fire extinguisher location and operation.
(6) Placement of seat backs
(7) If flight is above 3050 m (10000 ft) MSL, the normal and emergency use of oxygen.
(8) The passenger briefing card.
(9) Use of other specialised equipment as required by the Authority
8.3.16.5 Pre-Take-off Demonstration
The following items are to be demonstrated either manually or by means of the safety video
system:
a) The use of safety belts and/or safety harnesses, including how to fasten and unfasten the
buckle;
b) The location and use of oxygen equipment if such is required (Refer: Chpt 8.8 of this
manual);
c) The location and use of life jackets when the aeroplane is planned to fly over water and at a
distance of more than 50nm from the shore, or to take off or land at an aerodrome where the
take-off or approach path is so disposed over water that in the event of a mishap there is a
likelihood of ditching.
8.3.16.6 In Flight
After take-off, the passengers shall be briefed, either verbally or by the safety video system on
matters relating to safety including the use of safety belts and/or safety harnesses (which may
again become necessary, e.g., when encountering turbulence in cruise flight or
abnormal/emergency situations).
It shall be recommended that passengers, when seated, -keep their seat belts fastened even if
the "FASTEN SEAT BELT" sign has been switched off.
8.3.16.7 Before Landing
The "FASTEN SEAT BELT" sign shall be switched on in due time prior to landing in order to
brief passengers to return to or remain in their seats, thus enabling cabin crewmembers to
secure the cabin without hindrance.
The designated cabin crewmember shall verbally brief the passengers:
a) Of the time to landing;

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b) To return to their seats, fasten their seat-belts and observe the "FASTEN SEAT BELT" sign
c) Turn off any portable electronic devices;
d) That seat backs should be returned to the upright position with tray tables stowed;
e) That carry-on hand-baggage and any other loose items shall either be stowed in the
overhead lockers or placed under the seat in front.
8.3.16.8 After Landing
After landing, passengers are to be advised to remain seated, with safety belts fastened until
the aeroplane has come to a complete stop with the fasten seatbelt sign switched off.
After leaving the aeroplane, passengers must refrain from smoking until they have entered a
clearly defined smoking area.
8.3.16.9 Emergency Situations

In Non Normal, abnormal and/or emergency situation, the flight crew shall use the proper
communication by an appropriate use of “PAN PAN” and or MAYDAY”to notify ATC of the situation
If an emergency occurs during flight passengers are to be briefed on such emergency action
as may be appropriate to the circumstances.
Special announcements should be made in order to explain departure or arrival delays, a

diversion or abnormal events (e.g. lightning strike), and/or a go-around.
8.3.17 Cosmic and Solar Radiation Requirements
Not applicable to PASL Boeing Fleet of aircraft as maximum operating altitude is
below 49,000ft
Nevertheless for explanatory information guidance refer to Chpt. 6.17 – Crew Health
Precaution – Cosmic Radiation.
8.3.18 Policy on the Use of Autopilot and Autothrottle
During flight autopilot and autothrottle shall be used to the maximum extent practical. It is not
recommended to disengage the autopilot leaving the autothrottle engaged.
8.3.19 Authority to Taxi an Aeroplane
During taxying on a two-crew aircraft, a Captain qualified on the type is to occupy the left hand seat,
except for ground manoeuvring without passengers when it may be occupied by a suitably qualified
engineer. The right hand seat is to be occupied by another suitable person i.e. a Pilot
(not necessarily qualified on the type) or a ground staff member qualified in aircraft ground
manoeuvring. No person shall be allowed to taxi an aircraft on the movement area of an aerodrome
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unless the person at the controls:
i) has been authorised by the airline;
ii) is fully competent to taxi the aircraft;
iii) is qualified to use the radio if radio communications are required; and
iv) has received instruction from a competent person in respect of
aerodrome layout, and where appropriate, information on routes,
signs, marking, lights, ATC signals and instructions, phraseology
and procedures, and is able to conform to the operational
standards required for safe aircraft movement at the aerodrome.
8.3.20 Communications and Flight Crew Use of Headsets
8.3.20.1 Pre- Flight Radio Checks
It is mandatory to check the serviceability of on board radios prior to commencement of flight.

This is best achieved during the preflight preparation by:
i) Using VHF 1 to call ATC on GND or TWR frequency for a radio check via Headset
(Boom Mike & Head Phones) and control column PTT microphone switch.
ii) Using VHF 2 to call Company frequency for Radio Check via handheld microphone
switch and the over head speakers.
iii) Both pilots checking the functioning of the Intercom system via the oxygen masks and
the over head speakers.
iv) The Captain testing the PA via the oxygen mask and obtaining a feedback from the
Cabin Crew.
8.3.20.2 Radio Telephony (R/T) Procedures

The Captain is responsible for all radio communication from the aircraft (not withstanding that
standard operating procedures on some Fleets requires another Crew member to operate the
equipment), and is to ensure standard and unambiguous RTF is used at all times in conformity
with CAP 413 (NCAA Radio Telephony Manual).
a) R/T frequencies are only to be used for the purpose for which they are
promulgated. In particular, ground movement frequencies should only
be used once air-borne if no alternative communication facilities exists.

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b) Contact is to be maintained with the Air Traffic Control Centre (ATCC)

or Flight Information Centre (FIC) prescribed by the Air Traffic Services
controlling the area in which the aircraft is flying, and clearance obtained
from the controlling station before changing to another.
c) A continuous R/T listening watch is to be maintained throughout all phases
of flight, including flights outside Controlled Airspace, unless permission
has been given by the appropriate ATC station to discontinue radio
watch. The use of defective radio equipment might endanger the safety
of the aircraft. The radio listening watch shall include
i) monitoring of the guard frequency (121.5 MHz) and the appropriate
common frequency used for in-flight communication in designated
airspace without ATC coverage, e.g. Inflight Broadcast Procedures.
ii) report by radio as soon as possible the time and altitude of passing
each designated reporting point, or the reporting points specified
by ATC, except that while the aircraft is under radar control, only
the passing of those reporting points specifically requested by
ATC need be reported; any unforecasted weather conditions
encountered; and any other information relating to the safety of
flight, such as hazardous weather or abnormal radio station
indications.
d) Microphone
Hand-held microphones are not to be used for communication with
ATC when operating below FL 150 in controlled airspace, or during
take-off and landing. A required flight crew member shall use a boom or
throat microphone to communicate with another flight crewmember and
air traffic service below the transition level or altitude.
e) Phonetic Alphabet
The ICAO Phonetic Alphabet and phraseology is to be used for all
R/T communications including when communicating with ATC for
clearance acceptance and read-back as well as during the use of call
sign. Care is to be taken to avoid the use of idiomatic or colloquial
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expressons, particularly with foreign controllers whose limited knowledge

of English is frequently confined to standard phraseology and
procedures.
f) International VHF Emergency Frequency (121,5 MHz)
The VHF Emergency Frequency provides a clear channel between
aircraft and a ground station (including ground search and rescue
services) in an emergency. The 121.5 MHz frequency is only to be
used for air/ground communications in an emergency, unless;
i) airborne equipment failure prevents the use of normal channels;
ii) working certain European military stations which use the

frequency to provide VDF or fixer services, and/or military
control services to civil aircraft.
g) Meteorological Information – Ground to Air
Full use is to be made of meteorological broadcast frequencies
(VOLMET) to obtain weather information during flight. Requests for
meteorological information to air / ground communications stations
is to be limited to information not obtained from broadcasts.
h) Meteorological Information – Air to Ground
i) ICAO Specifications (Meteorology) require Captains to report
immediately to the ATCC or FIC with whom they are in
communication, any weather conditions encountered in flight is
likely to affect the safety of other aircraft (e.g. severe turbulence,
moderate or severe icing, severe hail, or thunderstorm).
ii) Captains may also be specifically requested by the
meteorological office responsible for meteorological services
on a particular route to provide weather reports. Such reports
should be transmitted as soon as possible to the ATC or FIC
with whom the aircraft is in communication.
iii) ICAO Regional Supplementary Procedures specify that

in-flight meteorological reports should be prepared over
certain areas where meteorological reporting stations are
sparse. These reports should be handed to the Meteorological
Office at the next stop (if possible by a Flight Crew member
in person, in case amplification is required).

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i) Reporting Of Hazardous Conditions
The Captain shall report to the appropriate ATC facility, without

delay and with enough detail pertinent to the safety of other
aircraft, any hazardous flight conditions encountered en route,
including those associated with meteorological conditions.
8.3.20.3 R/T Call Sigs

8.3.20.3.1 When communicating with ATC, R/T callsigns are always to be given in
full, except that a callsign based on the aircraft registration may be
abbreviated following initial contact. The ATS Flight plan should contain
the callsign to be used.
8.3.20.3.2 Avoidance of Confusion
Similar flight numbers, or omission of the airline designator by the ground
station, can cause confusion. In such circumstances, Pilots are to ensure
before acting on ATC instructions that these are intended for their aircraft
and not another. A Captain sensing any risk that flight number callsign is
becoming confused with that of another aircraft, is to request ATC permission
to change his callsign to the aircraft registration letters.
To assist PASL in effecting any necessary changes, Captains are to annotate the
Flight Crew Voyage Report when any callsign confusion, or risk of confusion, arises
enroute.
8.3.20.3.3 Company Frequencies
All stations served by PASL have a communications frequency for Company use. Frequencies
available, and notes on their use, are given in Fleet type navigational documentation. When
available, Company frequencies are to be used to update Ground Operations on aircraft
movements and serviceability. The following categories of messages are permitted according
to ICAO regulations:
a) Flight Safety Messages
Flight Safety Messages include routine movement and control messages originated by an
airline or aircraft and of immediate concern to an aircraft in flight e.g. diversion; urgent
information of any type; meteorological advice of immediate concern; other messages
concerning aircraft in flight or about to depart.

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b) Flight Regulatory Messages

Flight Regulatory Messages include those regarding the operation or maintenance of facilities
essential for the safety or regularity of operation; messages concerning servicing of aircraft;
instructions to stations concerning changes in requirements for passengers and Crew caused
by deviations from schedule; messages concerning non schedule landings, aircraft parts and
materials urgently required and changes in operating schedules.
NOTE: Individual requirements of passengers and Crew are not admissible.
Meteorological information may be obtained from Company stations to supplement broadcast
information but such information is to be classed as unofficial. Company frequencies are
monitored by State Authorities and reported to the International Frequency Registration Board.
Infringement of regulations may be subject to action against the airline. In addition, monitoring
by outside sources (e.g. Press Agencies, other Airlines) is common place and, whilst should
not inhibit their proper use, this fact is to be borne in mind when reporting unusual occurrences.
8.3.20.4 Communications with Ground Crew
a) Marshalling
The Captain is responsible for the safety of his aircraft when being
marshalled, and is to ensure its safety is not jeopardized when
under a marshaller’s instructions. Safety considerations apart, the
signals given by an approved marshaller are to be followed. Failure
to do so may constitute an infringement of airport regulations.
b) Landing Gear Pins
Prior to moving off stand, the Captain is to ensure correct procedures
have been followed with respect to all landing gear locks and steering
pins. This may be confirmed by the Ground Engineer or Purser,
according to Fleet Type SOPs. If the departure is being conducted
using hand signals, the ground engineer will give a “thumbs up”
sign which may be interpreted as including this item.
c) Tow Bar Separation on Push-Back
Should the tow bar separate during push-back, the ground engineer
will call ‘STOP” on the interphone. On receipt of this message the
aircraft push-back is being conducted using hand signals, the standard
“STOP” signal will be used.
d) Contact after Push-Back

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If communication with the ground crew is required after the ground

headset has been disconnected the following procedure,
recommended by IATA for universal use, is to be employed:
i) Flight Deck To Ground Crew
Flash the left-hand turn-off light (or taxy light). Stop the aircraft
and continue flashing the light until it is acknowledged by the
Ground Crew waving a headset;
ii) Ground Crew to Flight Deck
The Ground Crew will wave the headset by day or flash the
marshalling signal wands at night. Stop the aircraft and
acknowledge the Ground Crew signal by flashing the left hand
turn-off light (or taxy light).
8.3.20.5 Marshalling Signals
a) Signals from Ground Crew to Aircraft
Signals from Ground Crew to Aircraft are to be in conformity with
the ICAO Rules of the Air Annex 2 Appendix 1 Para 5.1as detailed
in Jeppesen Airway Manual Vol 1.
b) Signals from aircraft to ground Crew
Signals from Ground Crew to Aircraft are to be in conformity with
the ICAO Rules of the Air Annex 2 Appendix 1 Para 5.2 as detailed
in Jeppesen Airway Manual Vol 1.
8.3.20.6 SSR Transponders
The published procedures using standard R/T phraseology (see Flight
Guide Supplement) are to be followed. The Identifacility is not to be
operated unless requested by ATC.
a) Transponder Failure
Following complete transponder failure, ATC will endeavour to allow
a flight to continue in accordance with the flight plan. However, in
some situations this may not be possible, particularly when the
failure is detected soon after take-off, and the aircraft may be
required to return to the departure aerodrome or land at another
aerodrome acceptable to the Captain and to ATC.

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b) Radio Communication Failure

i) If two-way R/T communication is lost, the transponder is to
be set to Special Purpose Code 7600. A controller thus alerted
will check the extent of the failure by instructing the aircraft
to operate ‘Ident’ or to change codes. If the aircraft receiver
is functioning, further control of the aircraft may continue
using code changes or ‘Ident’ to acknowledge clearances.
State radio failure communications procedures are detailed
in the AERAD Flight Guide Supplement.
ii) If radio failure occurs in VMC while under ATC control, or if
VFR conditions are encountered after the failure, each pilot
shall continue the flight under VFR, land at the nearest suitable
aerodrome; and report arrival to ATC by the most expeditious
means possible
iii) If two-way radio communication failure occurs in IMC, or if
continued flight in VMC is judged not feasible, each pilot
shall continue the flight by the route assigned in the last ATC
clearance received; at the altitude or flight level assigned in
the last ATC clearance received; When the clearance limit is
at a fix from which an approach begins, commence descent
or descent and approach as close as possible to the expected
further-clearance time if one has been received,
c) Emergency
An aircraft transponding is to maintain the specific code in an
emergency unless otherwise directed by ATC. In any other
circumstance, Special Purpose Code 7700 is to be selected.
d) Hijack
See Section 10 for the use of Special Purpose Code 7500 during hijack
8.3.20.7 Cabin Address
The intelligent and judicious use of the Cabin Address (PA) system is very important in
establishing and maintaining a good relationship between PASL and its passengers. See item
8.7.1 of this manual, CCM 2.7.2; 2.13.2 and 2.14 for remaining policies and procedures.
a) Cabin Crew are required to make routine announcements at

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appropriate times and adhere to the scripted passages, unless

otherwise instructed by the Captain to pass different information
(e.g. off-schedule operation or aircraft substitution).
b) Flight Crew should make full use of the PA System, using suitable
unscripted announcements, to generate the maximum interest in
the flight and keep passengers informed of any unusual aspects,
especially reasons for delays and variations from the scheduled
operation. Care is to be taken to avoid the use of technical jargon
and words which may cause anxiety through misunderstanding.
c) Routine in-flight announcements apart, Captains are to ensure a
PA is made from the flight deck whenever:
i) start-up is delayed after passengers have embarked;
ii) take-off is unduly delayed after leaving the stand;
iii) a significant in-flight holding is incurred;
iv) when a diversion is initiated;
v) after landing if there is a significant taxying or disembarking delay;
vi) when an unusual or disturbing incident occurs of which
passengers might be aware (take a re-assuring line).
d) Captains should advise Cabin Crew of the ETA at the aerodrome of
intended landing, and ensure they have at least ten minutes time
prior to landing to enable their bars to be sealed and the cabin secured.
e) Emergency Use
In the event of a potential emergency necessitating the Captain briefing
the Cabin Crew, the Captain is to alert the Cabin Crew by making the
following announcement:
“Will the Purser report to the flight deck immediately”
in addition to pressing the crew button. This communication is only
to be used during emergencies.
8.3.20.8 Use of Headsets
Required flight crew members on PASL operating aircraft shall use a boom or throat
microphone to communicate with another flight crewmember and air traffic service below the
transition level or altitude.
a) On the ground:
i) When receiving the ATC departure clearance via voice communication;

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ii) When engines are running;
b) In flight below transition altitude or 10,000ft, whichever is higher; and
c) Whenever deemed necessary by the Commander.
In the conditions above, the boom microphone or equivalent shall be in a position which
permits its use for two-way radio communications.
8.3.20.9 Communication Policy

Radio communication shall normally be conducted by the non-handling pilot (PM).
ATC must always be advised whenever a relevant part of the communication equipment fails
or becomes unreliable.
Every ATC clearance - in particular departure and airways clearances - shall be read-back and
recorded by the PM on the OFP.
Any intended deviation from previously received clearances must be requested beforehand
from ATC.
ATC communications and Flight Deck activities have priority. The ATC transponder (SSR) shall
be operated according to instructions received by ATC, and according to ICAO procedures.
ACAR's ATC clearances are acceptable, and must be verified and confirmed via the ACAR's
data link.
8.3.20.9.1 Crew Communication and Coordination
The crew members shall be aware that the communication is one of the most important aspect
for the flight coordination and safety.
The communication between flight crew and cabin crew shall start from briefing room and
carried out all along the flight and must be done in standard verbiage, terminology or signal
The language for communication between PASL flight and cabin crew is ENGLISH.
When it becomes impossible to use the normal way of communication (interphone or PA), the
crewmembers, as they were briefed before the flight, may use a signal, sound or light to
communicate, especially in abnormal or emergency situations.
See items 8.3.15.4.2, 8.3.15.5 through 8.3.15.8 of this manual and CCM 2.2 for more details.
8.3.20.10 Standard Call-outs
Standard call-outs are used to improve cross-check, co-ordination and mutual crew member
awareness. Standard call-outs shall be used in all stages of flight to:
a) Give commands, delegate a task;
b) Acknowledge a command or confirm receipt of an information;
c) Challenge and respond to checklist items;
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d) Call a change of an indication;

e) Identify a specific event;
f) Identify exceedences.
The procedures for standard call-outs are provided in Operations Manual, Part B.
8.3.20.11 Sterile Flight Deck
PASL operates a sterile Flight Deck during critical phases of flight, which include:
a) All communication between flight crewmembers is limited to standard phraseology call-outs
and safety critical information;
b) Procedures for communication between flight crew and cabin crew, as detailed in the
CCM 2.2 (Safety/Emergency Procedure);
c) A restriction of flight crew activities in-flight below 10,000ft, to essential operational matters.
d) See OM-A 8.3.20.8 for mandatory use of headsets and boom microphones for
communication.
8.3.20.12 Communications by Public

Cabin Crew are not to accept any message from a passenger for transmission by Company
frequency without the Captain’s permission. This facility is not to be made generally known to
passengers. Passenger’s messages are only to be communicated in exceptional
circumstances, at the Captain’s discretion (e.g. when the aircraft is considerably off-schedule
or other special circumstances apply) and are to be confined to:
i) Passenger booking, interline connections, and similar travel
arrangements;
ii) Arrangements for meeting invalid passengers or unaccompanied
children on arrival.
8.3.21 FLIGHT WATCH / FOLLOWING PROCEDURES

PASL shall ensure standard dispatch procedures for flight watch remains
mandatory for every aircraft departing, arriving and enroute.
8.3.21.1 PIC Support
PASL PIC on all Flights shall call Operations Control Center within 15minutes
after departure and 15minutes before arrival. All departing Flights shall make mandatory calls
to station of Departure within 15minutes after departure and within 15minutes of arrival into
any station.
All aircraft enroute shall Endeavour to maintain communication with Operation Control Center
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from time to time either via the VHF or HF facility,
8.3.21.2 Flight Following
i). Recordable Loggings

Reportable situations are as listed below but not limited to information as
deemed necessary in respect of the flight either on crew or aircraft.
ii) Departing Aircraft

Chocksoff , Actual departure time , Position , Estimated time of arrival next
destination Flight operation status (i.e. Normal /Abnormal) , Souls on board
including crew
iii Arriving Aircraft

Position , Estimated time of arrival , Flight operation status ,(i.e. Normal
/Abnormal ), Souls on board including crew , Turn around needs
iv) Enroute Aircraft

Position, Operation Status, Estimate destination,
Any other relevant information/needs , If time permits PIREP on weather report
8.3.21.3 Induced Reporting By Operations Control Center

a. Arriving Aircraft
PASL Operations Control Center and all operation sub control centers in outstation shall
initiate a call to the aircraft arriving, if no call has been received from the aircraft after
5minutes of estimated time of arrival.
b. Departing Aircraft
Induced reporting will also be initiated by operations control center or any station from which
an aircraft has departed by calling the aircraft on the company frequency when no report/call
has been received from the aircraft after 15minutes. Operations control centers will call
control tower at respective locations to know if there is contact with the aircraft in question.
The response from Control Tower if Negative will enforce an alert phase
8.3.21.4 Alert Phase
PASL considers the necessity for an alert phase upon a situation whenever
aircraft cannot be reached after stipulated 15minutes before arrival and 15minutes after
departure upon the completion of an induced reporting from operations control center or
any affected station by way of calling the aircraft on Company assigned frequency and

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with no response from aircraft and also upon a confirmation from Control Tower
8.3.22 CREW MEALS
In flight, crew meals shall normally be taken in the relevant Flight Deck seat.
Flight crew personnel shall have regular meals while on duty. It is recommended that flight
crew take light refreshments between meals, and drink refreshments at intervals of not more
than every 25 minutes in the cruise. (Refer: Chpt 6.8).
If meals or refreshments are served in the Flight Deck, the following will apply:
a) Food and drinks must be carefully handled in the Flight Deck and should not be placed on or
above the controls due to the possibility of spillage with the associated risks for electrical and
other equipment;
b) Flight crew must give details in the Technical Log (Refer Chpt. 14) of all incidents in which
spillage of a liquid on the control pedestal or other vulnerable areas is involved.
8.3.22.1 Food Poisoning
Contaminated food is a potential hazard to flight safety. Sudden and complete incapacitation
may occur from food poisoning, especially after consumption of cold, perishable goods (pastry,
milk products, sauces and mayonnaise, meat, fish and particularly seafood). Therefore such
food should be avoided prior to and during the flight duty, especially during the hot season or in
hot climates. As a precaution against the operational consequences of food poisoning, pilots
shall not eat the same meals while together on flight duty.
Flight crew shall not participate in meals whilst on duty, that contain shellfish, shrimp, crab,
lobster, or molluscs.

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8.4 CATEGORY II OR III OPERATION Authorisation

PASL shall not engage in CAT II or CAT III operation unless the specific authorisation in writing
from the Authority has been received.
8.4.0 ALL WEATHER OPERATIONS (AWOPS) –General Nig. CARs 7.2.1.6
All Weather Operations is take-off and landing operations in conditions where the visual
reference is limited by weather conditions. In order to operate in low visibility conditions the
following criteria shall be met:
a) Each aeroplane concerned shall be certificated for operations with decision heights below
200ft, or no decision height, and equipped with the systems required for operations as
certified;
b) A suitable system for recording approach and/or automatic landing success and failure
shall be established and maintained to monitor the overall safety of the operation;
c) The operations shall be approved by the NCAA;
d) Decision Height shall be determined by means of a radio altimeter;
e) The flight crew shall consist of at least 2 pilots.
Note: Low visibility conditions means operations with decision heights below 200ft
(necessitating CAT II operations) and low visibility take-offs in less than 150m RVR or 125m
(Category C aeroplane)
8.4.1 Terminology
a) Circling: The visual phase of an instrument approach to bring an aeroplane into position for
landing on a runway which is not suitably located for a straight-in approach;
b) Low Visibility Procedures (LVP): Procedures applied at an aerodrome for the purpose of
ensuring safe operations during Lower than Standard Category I, Other than Standard
Category II, Category II and III approaches and Low Visibility Take-Offs;
c) Low Visibility Take-Off (LVTO): A take-off where the Runway Visual Range (RVR) is less
than 400m;
d) Flight Control System: A system which includes an automatic landing system and/or a
hybrid landing system;
e) Fail-Passive Flight Control System: A flight control system is fail-passive if, in the event of a
failure, there is no significant out-of-trim condition or deviation of flight path or attitude but
the landing is not completed automatically. For a fail-passive automatic flight control system
the pilot assumes control of the aeroplane after a failure;
f) Fail-Operational Flight Control System: A flight control system is fail-operational if, in the
event of a failure below alert height, the approach, flare and landing, can be completed
automatically. In the event of a failure, the automatic landing system will operate as a fail-
passive system;
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Fail-operational Hybrid Landing System: A system which consists of a primary fail-passive
automatic landing system and a secondary independent guidance system enabling the pilot to
complete a landing manually after failure of the primary system;
g) Visual Approach: An approach when either part or all of an instrument approach procedure
is not completed and the approach is executed with visual reference to the terrain. Note: a
visual approach may not be conducted when the RVR, or factored equivalent, is less than
800m;
h) Continuous Descent Final Approach (CDFA): A specific technique for flying the final-
approach segment of a non-precision instrument approach procedure as a continuous
descent, without level-off, from an altitude/height at or above the Final Approach Fix
altitude/height to a point approximately 15m (50ft) above the landing runway threshold or
the point where the flare manoeuvre should begin for the type of aeroplane flown;
i) Stabilised Approach (SAp): An approach which is flown in a controlled and appropriate

manner in terms of configuration, energy and control of the flight path from a predetermined
point or altitude/height down to a point 50ft above the threshold or the point where the flare
manoeuvre is initiated if higher;
j) Head-up display (HUD): A display system which presents flight information into the pilot's
forward external field of view and which does not significantly restrict the external view;
k) Head-up guidance landing system (HUDLS): The total airborne system which provides
head-up guidance to the pilot during the approach and landing and/or go-around. It
includes all sensors, computers, power supplies, indications and controls. A HUDLS is
typically used for primary approach guidance to decision heights of 50ft;
l) Converted Meteorological Visibility (CMV): A value (equivalent to an RVR) which is derived

from the reported meteorological visibility, as converted in accordance with the
requirements in this subpart;
m) Lower than Standard Category I Operation: A Category I Instrument Approach and Landing
Operation using Category I DH, with an RVR lower than would normally be associated with
the applicable DH;
n) Other than Standard Category II Operation: A Category II Instrument Approach and

Landing Operation to a runway where some or all of the elements of the ICAO Annex 14
Precision Approach Category II lighting system are not available;
o) GNSS landing system (GLS): An approach operation using augmented GNSS information
to provide guidance to the aeroplane based on its lateral and vertical GNSS position. (It
uses geometric altitude reference for its final approach slope);
p) Non-precision Approach and Landing Operations: An instrument approach and landing

which does not utilise electronic glide-path guidance;
q) Precision Approach and Landing Operations: An instrument approach and landing using
precision azimuth and glide-path guidance with minima as determined by the category of
operation;
r) Final Approach: That part of an instrument approach procedure which commences at the
specified Final Approach Fix or point, or where such a fix or point is not specified:

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i) At the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if
specified; or
ii) At the point of interception of the last track specified in the approach procedure; and ends at
a point in the vicinity of an aerodrome from which:
A) A landing can be made; or
B) A missed approach procedure is initiated.
t) Minimum Descent Altitude/Height (MDA/H): A specified altitude/height in a non-precision or

circling approach below which descent may not be made without visual reference;
u) Alert Height: The alert height is a specified radio height, based on the characteristics of the
aeroplane and its fail-operational landing system. In operational use, if a failure occurred
above the alert height in one of the required redundant operational systems in the aeroplane
(including, where appropriate, ground roll guidance and the reversionary mode in a hybrid
system), the approach would be discontinued and a go-around executed unless reversion to
a higher decision height is possible. If a failure in one of the required redundant operational
systems occurred below the alert height, it would be ignored and the approach continued;
v) Decision Altitude/Height (DA/H): A specified altitude/height in the precision approach at

which a missed approach must be initiated if the required visual reference to continue has
not been established;
Notes:
Decision Altitude (DA) is referenced to mean sea level (MSL) and Decision Height (DH) is
referenced to the runway threshold elevation.
The Required Visual Reference means that section of the visual aids of the approach area
which should have been in view for sufficient time for the pilot to have made an assessment of
the position and rate of change of position in relation to the desired flight path.
w) Cloud Base: The lowest reported cloud level (reported as FEW);
x) Cloud Ceiling: The height of the base of cloud at an aerodrome which is sufficient to obscure
more than half of the sky (reported as BKN);
y) Missed Approach Point (MAPt): That point in an instrument approach procedure at or before
which the prescribed missed approach procedure must be initiated in order to ensure that
the minimum obstacle clearance is not infringed;
z) Obstacle Clearance Altitude/Height (OCA/H): The lowest altitude (OCA), or alternatively the
lowest height above the relevant runway threshold or above the aerodrome elevation as
applicable (OCH), used in establishing compliance with appropriate obstacle clearance
criteria;
aa) Obstacle Clearance Limit (OCL): The height above aerodrome elevation below which the
minimum prescribed vertical clearance cannot be maintained either on approach or in the
event of a missed approach;
bb) Runway Visual Range (RVR): The range over which the pilot of an aeroplane on the
centreline of a runway can see the runway surface markings or the lights delineating the
runway for identifying its centreline;

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cc) Reported RVR: The RVR communicated to the Commander of an aeroplane by, or on
behalf of, the person in charge of the aerodrome;
dd) Category I Operation: A precision instrument approach and landing using ILS, MLS or PAR
with a decision height of not lower than 200ft and with an RVR not less than 550m.
8.4.2 Monitoring
AWOPS are continuously monitored to detect any undesirable trends before they become
hazardous. Flight crew reports are used to achieve this. The following information is retained
for a period of 12 months:
a) Reports of unsatisfactory approaches and/or automatic landings by aerodrome or aeroplane

registration, in the following categories:
i) Airborne equipment faults;
ii) Ground facility difficulties;
iii) Missed approaches because of ATC instructions; or
iv) Other reasons.
b) Any failure of the aeroplane systems in a) i) shall be reported by the Commander in the
Technical Log (Refers Chapter. 14, Appendix D).
8.4.3 Establishment of Procedures
The flight crew, prior to any departure and/or approach, shall address and include as a
minimum:
a) The technical status of the aeroplane, unless reviewed in conjunction with another checklist
or procedure;
b) Normal and non-normal departure and approach considerations, as detailed in Operations

Manual, Part B;
c) Flight Deck jump seat occupant briefing.
8.4.3.1 Take-off Briefing
Before every take-off, a briefing will be given to cover all the relevant aspects of that take-off
and subsequent departure. An interactive confirmation of the engine failure case is to be
rehearsed prior to each flight, and shall cover at least the following items:
a) All engine case:
i) Runway designator, available runway length and required accelerated stop distance;

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ii) SID, including cleared altitude/FL, and used navigation source.
b) Engine failure case:
i) Applicable departure procedure;
ii) Clean-up altitude;
iii)Intended climbing altitude (MSA or above);
iv)Planned return or diversion, runway/approach.
Prior to the first take-off of a crew rotation, an extended briefing between flight crew will be
given by the Commander to include the technical status of the aeroplane, normal and non-
normal departure and approach considerations and Flight Deck jump seat occupant briefing
(Refer Chpt 8.3.13l).
The Commander's briefing shall also include normal and abnormal procedures for
communication and coordination between the cabin crew and flight crew using verbal
interaction to ensure a combined and coordinated process.
The briefing shall mention that cabin crew shall not disturb the flight crew during critical phases
of the flight (e.g. take-off and landing) unless a serious safety related situation has been
identified by the cabin crew requiring the immediate attention of the Commander.
Standard verbiage in clear English, including standard terminology, signals and/or verbal
commands with strict adherence to SOP's shall be used between flight crew and cabin crew
during normal, abnormal and emergency situations.
8.4.3.2 Monitoring of Radio Aids
a) Cross monitor possible - the ability to use one radio aid to cross-check the information from
another when multiple aids are available such as ILS with NDB/VOR etc. All radio aids are
to be identified by at least one pilot and the primary aid shall be identified by both pilots;
b) No cross monitor possible - When one radio aid alone is used then it must be identified by
both pilots and the call sign must be monitored or re-identified as follows:
i) ILS - The call sign must be re-identified:
A) When the aeroplane is established on the localiser;
B) Whenever warning flags have appeared and cleared;
C) Whenever indications are in doubt. Note: Presence of an ILS call sign does not confirm
the integrity of the glide-slope signal.

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ii) VOR - The call sign must be re-identified:
a) When established on the inbound radial or when on final approach;
b) Whenever warning flags have appeared and cleared including passing an indicated
overhead;
c) Whenever indications are in doubt.
iii) NDB - The call sign is to be monitored by one pilot throughout the approach, and missed
approach when relevant.
8.4.3.3 Timing
Even if a stopwatch timing facility is not obligatory for the type of approach being conducted it
must be remembered that timing provides useful navigational information and can be used as a
gross error check.
8.4.3.4 Warning Flags
It is possible during certain ground station malfunctions for warning flags not to appear when
the main signal is invalid. This emphasises the need for cross-monitoring when possible and
being alert at all times to aeroplane anomalous behaviour, e.g. abnormal headings and
unexpected rates of descent for the type of approach flown.
8.4.3.5 Descent for Approach
An aeroplane must not descend below the appropriate safety altitude or safety height except:
a) By using an approved instrument approach procedure;
b) When under positive radar control and the Commander is satisfied with the flight profile; or
c) When in continuing visual contact with the ground and able to ensure adequate clearance
from all obstacles affecting the intended flight path.
Note: Descent when using ILS glide-slope information as the sole means of vertical guidance
must not be made below the relevant safety altitude or safety height until the aeroplane is
established on the ILS localiser and is within 10nm of touchdown.
8.4.3.6 Position of the Aeroplane
The position of the aeroplane must be positively established prior to commencing descent and
re-confirmed prior to descending below the relevant safety altitude.
8.4.3.6.1

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Number of Approaches
Except in an emergency, or when there has been a significant change in reported weather
conditions, no more than two successive approaches to an aerodrome may be carried out
where both approaches have resulted in a go-around.
8.4.3.8 Approach Briefing

Before the briefing, the flight crew shall use all the means FMS, QRH or FCOM performance to
assess landing performance prior to arrival at the destination or alternate airport in order to
determine that sufficient landing distance exists for a landing to be
Accomplished with an adequate safety margin:
(i) On the runway of intended use;
(ii) In the conditions existing at the estimated time of arrival (ETA);
(iii) In the aircraft configuration and with the means of deceleration that will be used for the
landing. (GM)
An interactive briefing must be given by the PF or Commander before the aeroplane

commences its initial descent for approach and shall cover at least the following items:
a) Initial descent point navigational fix;
b) Speed/height gates from top of descent to touchdown;
c) Any aerodrome special features;
d) Safety altitudes, MOCA, MORA, SSA and MSA from approach plate;
e) The STAR or arrival route including transition level, holding facility, minimum holding
altitude and speed restrictions;
f) The Instrument Approach Plate (Chart) covering procedures, radio aids, and approach
minima;
g) The aerodrome chart covering touchdown elevation, QNH/QFE difference if relevant,
expected visual cues on contact, runway conditions and expected runway exit;
h) Aeroplane operation covering flap setting, anti-icing, approach speed and wind additives,
continuous ignition, wipers, landing lights, reverse thrust and wheel brake settings;
i) Go-around procedures;
j) Planned alternate aerodrome and fuel requirement;
k) Any additional items; and l) Any questions.
8.4.3.9 Final Checks
Final checks shall be completed before the aeroplane descends below 1000ft above the
runway threshold except late phase items such as landing lights, windscreen wipers etc. This is
in order that the final stages of the approach can be adequately monitored.

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8.4.3.10 Monitoring of Descent Path

During all descents and approaches the aeroplane's descent path must be carefully monitored.
Both pilots should verbally state when the aeroplane descends below the minimum safety
altitude and also when indications first appear on the radio altimeter. This is of particular
relevance when conducting non-precision approaches where altitude/height versus range/fix
checks are to be strictly observed.
8.4.3.11 Aerodromes without Published Instrument Approach Procedures and/or
Navaids
For operations to aerodromes where there are either no navigational aids or published
procedures, specific instructions or procedures are detailed in the Jeppesen Route Manual
(Operations Manual Part C).
8.4.3.12.a Special Authorisation Required For Category II / III Operations
No person may act as a pilot crew member of a civil aircraft in a Category II/III operation
unless:
 In the case of a PIC, he or she holds a current Category II or III pilot authorisation
issued by the State of Registry for that aircraft type.
 In the case of a CP, he or she is authorised by the State of Registry to act as CP in that
aircraft type in Category II/III operations.
8.4.3.12.b CAT II/III Operations
PASL shall not engage in CAT II or CAT III operation unless the specific authorisation in writing
from the Authority has been received.
(b) An authorisation is not required for individual pilots of an AOC holder that has operations
specifications approving Category II or III operations.
8.4.4 Aerodrome Operating Minima
Nig. CARs 8.8.1.7
Such minima shall not be lower than any that may be established for such aerodromes by the
applicable State in which the aerodrome is located, except when specifically approved by that
State.
In establishing the aerodrome operating minima which will apply to any particular operation, full
account must be taken of:
a) The type, performance and handling characteristics of the aeroplane;
b) The composition of the flight crew, their competence and experience;
c) The dimensions and characteristics of the runways which may be selected for use;
d) The adequacy and performance of the available visual and non-visual ground aids;

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e) The equipment available on the aeroplane for the purpose of navigation and/or control of
the flight path, as appropriate, during the take-off, the approached and missed approach;
f) The obstacles in the approach, missed approach and the climb-out areas required for the
execution of contingency procedures and necessary clearance;
g) The obstacle clearance altitude/height for the instrument approach procedures;
h) The means to determine and report meteorological conditions; and
i) The flight technique to be used during the final approach.
Specific operating minima for each aerodrome used by PASL are as published in the Jeppesen
Manual Aerodrome Charts.
8.4.5 Stabilized Approaches
All approaches shall be flown as Stabilised Approaches (SAp) unless specifically otherwise
approved for a particular approach to a particular runway.
All non-precision approaches shall be flown using the Continuous Descent Final Approaches
(CDFA) technique unless otherwise approved for a particular approach to a particular runway
or ATC instructions differ.
A stabilised approach shall be conducted in accordance with:
a) A minimum height for stabilisation not less than 1000ft AAL for approaches in IMC and
500ft AAL for approaches in VMC, as applicable;
b) Aeroplanes in the landing configuration (landing gear down, final flap set, speedbrakes
armed);
c) Target speed not greater than bug speed + 10kts and not less than bug speed - 5kts;
d) Vertical speed less than 1000fpm;
e) 1 dot lateral displacment (LOC) and 1 dot vertical displacement (G/S)
f) Thrust greater than idle.
Should the aeroplane exceed any of these parameters, below the minimum height for
stabilisation, then an immediate go-around must be initiated.
The flight crew shall manouvre the aeroplane so as to touchdown within the TDZ (1000ft from
the threshold).
8.4.5.1 Approach Minima
Depending on the aeroplane type and type of operation, Decision Altitudes/Heights may be
quoted in feet as:
a) Altitudes based on QNH;
b) Radio heights using radio altimeters.
8.4.5.1.1 Instrument Approach Procedures and IFR Landing Minimum -Nig.Cars 8.8.4.12
PASL’s operating minima for each airport of intended use, shall be that established by the state
in which the airport is located. PASL aeroplanes will be restricted to Category I operations as
specified in Operations Specification of PASL.

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For precision approach, purposes, a Category 1 operation is one using ILS, MLS or PAR with a
Decision Height (DH) not lower than 200 feet, and a runway range (RVR) not less than 550
metres.
The DH or MDA is the highest of the following:
i. The DH or MDA prescribed by the approach procedure.

ii. The DH or MDA prescribed for the PIC.
iii. The DH or MDA for which the aircraft is equipped.
Instrument approach is to be made at an aerodrome only in accordance with IFR weather

minimums and instrument approach procedures established for that aerodrome as set forth by
the Authority.
8.4.5.1.2 Commencement and Continuation of an Approach - Nig.CARs 8.8.4.13
i. No PASL Pilot shall continue an approach past the final approach fix,
or where a final approach fix is not used, begin the final approach segment of an
instrument approach procedure, at any aerodrome unless the latest authorised
weather report for that aerodrome reports the visibility or controlling RVR to be
equal to or more than the minimums prescribed for that procedure.
If a pilot begins the final approach segment of an instrument approach procedure
and subsequently receives a weather report indicating below-minimum conditions,
the pilot may continue the approach to DH or MDA.
ii. An approach may be started irrespective of the RVR, but it may not be continued
past the outer marker or equivalent position unless the reported controlling
RVR/visibility is equal to or better than the specified minimum. Once past the
outer marker or equivalent position, the approach may be continued to the landing
irrespective of reported RVR/Visibility provided that the required visual reference
has been established at the DH/MDA, and is maintained. Where no outer marker
or equivalent position exists the pilot in command shall make the decision to
continue or abandon the approach before descending below 1000 feet above
the aerodrome on the final approach segment.
NOTE: The equivalent position can be established by means of a DME distance,
a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix
that independently establishes the position of the aeroplane.

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iii. The Crew shall consider the following:
 The qualification requirements

 On-board equipment requirement
 Ground based equipment
 Operating minima
 Visual reference below MDA (see
8.1.3.10.2 of this manual)
 Approach ban (see 8.4.5.4 of this
manual)

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8.4.5.2 Automatic Transmissometers - Moderate RVR's
Automatic transmissometers designed to measure a low RVR normally have an upper cut off at
about 1500m. RVR's above this will then be reported as "greater than 1500m". If the minimum
for approach is greater than this, the reported Met Visibility suitably factored for lighting
conditions should be used.
Approaches and landings are not authorised to runways when the aerodrome operating
landing visibility minimum is below 800m or the published Applicable State Minima unless RVR
reporting is available for the runway of intended use.
8.4.5.3 Non-Precision Approaches
Non-precision approach procedures are based on the use of ILS without glide-slope (LOC
only), VOR, NDB, SRA or VDF. The minimum descent height on a non-precision approach
shall not be less than the highest of:
a) The obstacle clearance height (OCH) for the category of aeroplane;

b) The system minimum, as contained in Chpt. 8.1.3.5 of this manual; or
c) Any State minima if applicable.
8.4.5.4 Approach Ban (Commencement and Continuation of Approach)
An instrument approach shall not be commenced beyond a point at which the limits of the
operating minima specified for the approach in use would be infringed.
The Commander may commence an instrument approach regardless of the reported

RVR/Visibility but shall not continue a precision approach below 1000ft or a non-precision
approach beyond the Final Approach Fix (FAF), or below 1000ft if there is no FAF when:
a) The touchdown RVR or visibility is reported below the appropriate minimum;

b) The midpoint RVR, when reported, is below 125m;
c) The stop-end RVR, when reported, and, if so, specified in Operations Manual Part B, is
below 125m.
Note: Stop end: The RVR that reflects the landing distance required down to a speed of
60kts.
If after passing 1000ft on a precision approach or FAF on a non-precision approach, the

reported RVR/visibility falls below the applicable minimum, the approach may be continued to
DA/H or MDA/H.
The Commander may continue the approach below DA/H or MDA/H and the landing may be
completed provided that the required visual reference is established at the DA/H or MDA/H and
is maintained to touchdown.
8.4.5.5 Execution of a Missed Approach Procedure

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An aircraft shall immediately execute an appropriate missed approach procedure when either
of the following conditions exist:
i) Whenever the required visual reference criteria is not met when the aircraft is being
operated below MDA or upon arrival at the missed approach point, including a DH
where a DH is specified and its use is required, and at any time after that
until touchdown.
ii) Whenever an identifiable part of the aerodrome is not distinctly visible to the pilot
during a circling manoeuvre at or above MDA, unless the inability to see an
identifiable part of the aerodrome results only from a normal bank of the aircraft
during the circling approach
8.4.6 Low Visibility Operations (LVO's)
8.4.6.1 General Operating Rules LVO's include:
a) Manual take-off carried out by the Commander but not below RVR 125m;
b) Auto-coupled approach to below DH, with manual flair landing and roll-out;
c) Low Visibility Procedures (LVP's) are in force.
8.4.6.2 Aerodrome Considerations
LVP's must be in force and the Localiser Sensitive area protected at those aerodromes where
low visibility operations are to be conducted.
For planning minima requirements Refers Chpt. 8.1.3.
8.4.6.3 Training and Qualifications
The flight crewmember training programmes for LVO include structured courses of Ground,
Flight Simulator and/or Flight Training. Details of these courses are contained in Operations
Manual Part D.
Prior to conducting low visibility take-off or Category I operations:
a) Each flight crewmember shall:
i) Ensure correct seating and eye position;
ii) Ensure satisfactory functioning of the aeroplane equipment both before departure and in
flight;
iii) Check the effect on minima caused by changes in the status of the ground installations
and airborne equipment in conjunction with the MEL;

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iv) Ensure that the requirement for all height calls below 200ft is based on the radio altimeter
and for one pilot to continue to monitor the aeroplane instruments until the landing is
complete;
v) Complete the training and checking requirements including flight simulator training in
operating to the limiting values of RVR and DH appropriate to PASL's approval; and
vi) Is qualified in accordance with the requirements set out in the Operations Manual Part D
and conforms to the operational requirements in the Operations Manual Part B;
b) The flight crew qualification is specific to the operation and the specific aeroplane type;
b) Notwithstanding the allocation of crew duties, carrying out LVP's in the relevant Operations
Manual Part B for each aeroplane type, the Commander should devote himself/herself
mainly to supervision and decision making.
8.4.6.4 Operating Procedures
The procedures and instructions for low visibility take-off and Category I operations are
established in the relevant Operations Manual Part B for each aeroplane;
The Commander shall satisfy himself that:
a) The status of the visual and non-visual facilities is sufficient prior to commencing a low
visibility take-off or Category I approach;
b) Appropriate LVP's are in force according to information received from ATS, before
commencing a low visibility take-off approach;
c) When precision approaches are in effect, the Commander will ensure the aeroplane crosses
the threshold by a safe margin in the landing and configuration.
8.4.6.5 Minimum Equipment
a) The MEL lists the minimum equipment required to be serviceable at the commencement of
a low visibility take-off or Category 1 approach in accordance with the AFM or other
approved document;
b) The Commander shall satisfy himself that the status of the aeroplane and the relevant
airborne systems is appropriate for the specific operation to be conducted.

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8.5 Extended Twin Engine Operations (ETOPS)
Not applicable to PASL until approved by NCAA.
Nig.CARs: 8.6.2.10; 8.6.2.11; 8.6.2.12
8.6 MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL)
Nig. CARs 8.2.1.5; 9.3.1.12
PASL shall provide an MEL approved by the Authority for the use of the flight crew
members, maintenance personnel and person’s assigned operational control functions
during the performance of their duties. The MEL shall be specific to the aircraft type
and variant which contains the circumstances, limitations and procedures for release or
continuance of flight of the aircraft with inoperative components, equipment or
instruments. PASL may provide for the use of flight crew members, maintenance
personnel and persons assigned operational control functions during the performance
of their duties a Configuration Deviation List (CDL) specific to the aircraft type if one is
provided and approved by the State of Design. PASL Operations Manual shall contain
those procedures acceptable to the Authority for operations in accordance with the
CDL requirements.
8.6.1 Unserviceabilities
The MEL lists all the equipment, systems and installations which must be serviceable before a
flight is undertaken. Items which may be unserviceable are indicated, together with any
additional limitations which may apply to flights, with such items inoperative.
8.6.2 Minimum Equipment List (MEL)
The MEL is approved by the Authority and permits the operation with specific inoperative items
of equipment for a period of time or a number of flights until repairs can be accomplished. It is
important that repairs are accomplished at the earliest opportunity but in any case within the
timeframe specified in the MEL for the particular equipment.
The MEL provides for release of the aeroplane for flight(s) with inoperative equipment.
Whenever a flight - or series of flights - is released for dispatch with inoperative item(s), entries
must be made in the Technical Log containing a detailed description of the inoperative item(s)
using the appropriate system and sequence number found in the MEL, with special advice to
the crew and information regarding corrective action(s) taken.
The basic purpose of the MEL is to permit the operation of an aeroplane within the framework
of a controlled and sound maintenance and repair programme.
The MEL directions shall be followed up to the point when the aeroplane begins to move under
its own power. The checklist in the QRH is applicable thereafter.

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The Commander has the authority to direct that allowable inoperative items according to the
MEL are rectified prior to flight.
The Commander may direct additional safety requirements or measures extra to the minimum
listed in the MEL whenever, in his judgement, any such measures are essential to the safety of
a particular flight under the special conditions prevailing at the time.
The Commander shall not accept requirements below the MEL minimum. Authority to dispatch
such a flight must be approved by the PASL Technical Department, the DFO and the
applicable Authority.
Basic structural components necessary for the aeroplane's airworthiness (such as wings,
rudders, etc.) are not listed in the MEL and must be operative and serviceable.
Equipment not required for the safe operation of the aeroplane, such as ashtrays, passenger
convenience items etc. are not listed and may be unserviceable. For all further details refer to
the introduction section of the MEL and AOM.
8.6.2.1 Special Procedure for Operation Outside the MEL
a) Where an aircraft at a line station has a defect not permitted for flight by the MEL, the
operating Captain may request permission to carry a flight or series of flights to a place
where rectification can be carried out. The Special Procedures only permits a flight (or
flights) for the purpose of flying an aircraft to a place where it is reasonably
practicable for repairs to be made. The place where it is reasonably practicable for the
repairs to be made means, in this context, the airport where PASL has necessary
facilities to accomplish the repairs, irrespective of where the airline’s facilities are
located in relation to other facilities used by the airline. Thus an aircraft may not depart
an airport where it could have been repaired nor may the revised itinerary be such that
airports where repairs could have been made are unreasonably excluded.
b) In case where the circumstances are such that it is not possible for the affected aircraft
to be operated by means of a single flight to a place where repairs can be carried out, a
number of flights, which shall be no more than the minimum number required, will be
permitted.
c) The Special Procedure is detailed in the type specific MEL.
8.6.2.2 Aircraft Technical Log: Radio / Radar Unit Changes
When radio and/or radar units are changed at outstations by an engineer holding Limited Approval,
who is unable to perform a full functional check, the Flight Crew are to perform the functional check
specified in the aircraft type Flying Manual. either on the ground or in flight before operational use
(as appropriate). After certification of radio or radar unit changes, an entry is to be made in the aircraft
technical log, annotated to reflect the requirement for a full check by a qualified RME at the first
opportunity.
8.6.3 Configuration Deviation List (CDL)

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An aeroplane may be operated with secondary airframe and engine part deficiencies if so
allowed in the approved CDL. Other than in the MEL, CDL items often do not have a time limit
or a limit on the number of landings. However, the CDL will specify "changes" to the approved
AFM procedures or performance.
As an example, a missing landing gear door may not cause a safety risk, however it may cause
performance penalties which need to be considered. Such a defect may be have
accompanying speed restrictions but it is acceptable to operate with a missing landing gear
door provided the operation is performed within the framework of the instructions, limits and
performance penalties specified in the CDL.
All missing/deficient parts carrying performance penalties are cumulative unless specified
penalties for certain combinations of missing parts are imposed. Accumulated weight penalties
- if there are any - must be considered and subtracted from the allowed mass for take-off, climb
en-route or landing.
When first making use of the CDL for a specific item, the item shall be described and entered
in the Technical Log (Refer to – ‘Forms Manual’) and included in the "deferred defects list".
For any subsequent flight(s) this particular item will be carried on in the deferred defects list
until this part is rectified or replaced. The CDL is contained in the AFM.

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8.7 NON REVENUE FLIGHTS - PROCEDURES AND LIMITATIONS
8.7.1 Non-Passenger Flights
All non-revenue flights must be performed in accordance with the Company regulations for
commercial flights. On certain non-revenue flights, it may be possible to carry passengers or
supernumeraries with or without cabin crew.
Without cabin crew, the flight crew shall carry out all the cabin crew applicable duties and
responsibilities all along the flight such as:
 Cabin and compartment preflight safety inspection and readiness
 Briefing and announcements. Refer to CCM 2.7.1, CCM 2.7.2 and OM-A 8.3.16.1 through
8.3.16.9, OM-B for procedures and list of items.
For procedure and items, the flight crew should insist on the announcement for the item like no
smoking, fasten seat belt during those phase of flight when they can not vacate their cockpit
seat. For exceptions, refer to Chapter 8.7.4 and 8.7.6 of this manual.
8.7.2 Training Flights
8.7.2.1 General
In-flight simulation of emergencies while passengers and/or cargo are being transported
onboard the aeroplane is strictly prohibited.
Training flights are authorised by the TM. This authorisation is delegated to Training Captains
when an agreed training program has been approved.
All aeroplane scheduling is a function of the Flight Operations Officer/Flight Dispatcher

including training and any special flights. In the event of schedule disruption the Flight
Operations Officer/Flight Dispatcher will establish the aeroplane deployment priority to keep
commercial disruption to a minimum.
The Commander of a training flight must be qualified and licensed as an appropriately

accredited Flight Instructor on the aeroplane type concerned. PASL shall ensure engine
failures are simulated for the purpose of accomplishing manoeuvres that involve a failed or
inoperative engine.
During training and check flights only the flight crew involved, the safety pilot if required and
representatives of the NCAA may be carried on board. In addition the following persons may
be carried:
a) PASL personnel that have a particular function to carry out on the flight may be authorised
by the FTC, provided they are listed as crewmembers; and
b) Other personnel may be authorised at the discretion of the DFO or the TM liasing with the
FTC and Chief Pilot.
8.7.2.2 Weather Minima and Flight Limitations for Training Flights
It is the Training Captain's responsibility to ensure that the training detail is not carried out in
conditions where ceiling, visibility and crosswind are inappropriate to the exercise involved
and/or the experience, competency or capacity of the trainee to cope.

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The lowest minima, ceiling, visibility and crosswind associated with all flying training are laid
down in the Operations Manual, Part D.
When the training aeroplane is simulating non-normal or abnormal engine or systems

configurations, the normal limits shall be raised (ceiling and visibility) or reduced (crosswind) in
accordance with non-normal or abnormal procedures laid down in the type specific Operations
Manual Part B.
A training flight should not be dispatched or training continued if defects exist or develop during
the flight which would render the aeroplane non-airworthy.
A training flight should be considered as a normal flight with regard to alternate airfield and
associated weather minima and diversion fuel aspects.
8.7.3 Test Flights

PASL will flight-test its aircraft over sparsely populated areas having light traffic or as directed by the
ATC. Test flights are only authorised by the DFO.
A 'test flight" means a flight performed for purpose of proving the airworthiness of an aeroplane
or of its systems and equipment.
Taxi tests are treated as test flights in this context even though it is not intended that the
aeroplane should become airborne.
Test flights are requested by the Maintenance and Engineering Department Management for a
specific purpose such as a Certificate of Airworthiness (C of A) renewal or as required by the
Maintenance Schedule.
General purpose test flights will not be authorised. The need for a test flight shall be decided in
consultation with and approved by the DFO.
Under no circumstances will a test flight be carried out until a test flight schedule is available to
the test flight crew and DFO.
Authorisation from the DFO is dependent on the availability of an adequate test flight schedule,
supplied by Engineering and approved by the NCAA.
Only those tests and manoeuvres which have been defined in the test flight schedule will be
carried out, operational conditions permitting.
Test flights shall be operated by a qualified test pilot as the aeroplane Commander.
In addition to the operating flight crew, only those people who have a specific task to perform in
connection with the tests to be performed are permitted to be on-board.
The test Flight Deck crew will be briefed by the appropriate Maintenance and Engineering
personnel with regard to the tests to be performed, the manoeuvres flown and readings and
reports to be taken or given on the test flight schedule. The background and reason or need for
the test flight shall also be provided.
The Commander of the test flight will sign the Technical Log in the normal way before and after
the completed test flight schedule.

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8.7.4 Delivery Flights

Delivery flights are flights where, after a purchasing or lease agreement, an aeroplane is flown
from the manufacturer's, seller's, or lessor's facility to the airline or vice versa.
Provided all normal requirements, such as crew complement, equipment requirements are met,
non-revenue passengers may be carried if this is not excluded on the C of A and Certificate of
Registration.
Delivery flights may be combined with training flights provided the minimum crew is on board.
Delivery flights will be operated as a routine line flight. A delivery flight may be operated by
minimum flight crew if no passengers are carried.
If passengers are carried then the requisite minimum cabin crew complement is required.
Airline and non-airline passengers must be ticketed and full insurance coverage must be
assured.
8.7.5 Ferry Flights
Ferry flights are flights to position aeroplanes for maintenance. They may be conducted with
minimum crew and reduced airworthiness as permitted by the AFM or its supplements.
8.7.6 Demonstration Flights

Nig.CARs 9.2.3.6
PASL shall not operate any aircraft type in commercial air transport unless it first conducts
satisfactory demonstration flights for the Authority in that aircraft type.
PASL shall not operate an aircraft in a designated special area, or using a specialized
navigation system, unless it conducts a satisfactory demonstration flight for the Authority.
PASL Demonstration flights shall be conducted in accordance with the regulations applicable
to the type of operation and aircraft type used.
A demonstration flight may be for sales/advertising purposes or to demonstrate flight

characteristics to a potential buyer, or flights with journalists and customers to introduce a new
type of aeroplane.
Demonstration flights must be authorised by the DFO. SOP's and normal airline manoeuvres
will be adhered to. A normal crew complement supplemented as desired by additional cabin
crew will be carried; the cabin crew duties will be assigned to the normal crew. Airline and non-
airline passengers must be ticketed.
Flights arranged for the purpose of filming/videoing, air to air photography, formation flying,
display at air shows, or any flights which bring PASL flights into proximity with other aeroplanes
or proximity to the ground, require special authorisation and approval of their schedule of in-
flight manoeuvres by the DFO. A schedule of flight manoeuvres in detail and sequence
together with the location, limits for the conditions (height, etc.) and environment (Wx, bird
activity, etc.) in which the display is allowed, and limits on the manoeuvres (inc. configuration)
and proximity to other aeroplanes will form part of the approval.

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The Commander for the flight will be specified by the DFO and shall not be changed without
his/her knowledge and approval.
Clearance for the flight and/or the flight sequence may be required from such agencies as
ATC, the show organisers/person(s) with operating responsibility, aerodrome management,
NCAA etc.
The Commander shall conduct a briefing before the flight and include the Commanders of any
other aeroplanes directly involved with the in-flight manoeuvres.
As appropriate it is recommended that such manoeuvres and their sequence are rehearsed in
a simulator.
Only those persons who have a direct function associated with performing the activity for the
purposes of the demonstration flight will be carried on board.
Any Commander of an PASL aeroplane engaging in unauthorised low flying or aerial

manoeuvres with another aeroplane, or manoeuvres outside the operational limitations of the
aeroplane will have his/her employment terminated by the Company.
8.7.7 Positioning Flights
A positioning flight is a flight to position an aeroplane to an aerodrome for commercial

operation.
If airline staff passengers are carried, the normal complement of cabin crew is required and the
flight will be operated as for a routine line flight. Airline staff passengers must be ticketed. A
positioning flight may be operated by the minimum Flight Deck crew complement (2 for the
B737) without cabin crew. The Flight Deck crew in this case is required to close the doors and
arm the slides before start-up.
Dead heading PASL Flight Deck crew may be carried without the requirement to carry cabin
crew. If the dead heading crew includes cabin crew then normal cabin crew duties will be
assigned.

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8.8 OXYGEN REQUIREMENTS- Nig. CARs 7.9.1.13; 7.9.1.14; 7.9.1.15; 8.5.1.25;
8.9.1.6;8.9.2.13
8.8.1 General
The Nig. CARs require that information and instructions regarding the computing of the
amount of oxygen and oxygen equipment to be carried on aircraft, and the circumstances in
which oxygen is to be used by passengers and Aircrew are included in the Aircraft Operation
Manual. Lack of oxygen at cabin altitudes above 10,000 causes overconfidence, loss of
judgement, and impairs self-criticism.
In pressurized flight at cabin altitudes below 8000ft the average individual feels no ill effects.
However, expectant mothers, invalids and the elderly may suffer at lower altitudes and Cabin
Crew are to keep a careful watch on such passengers. PASL aircraft can continue after a loss
of
pressurisation at a pressure altitude that will allow continued safe flight and landing and the
amount of stored supplemental oxygen, in accordance with the requirements of the Authority,
can supply the flight crew for any period the cabin altitude would be above 10,000 feet as well
as all aircraft occupants for any period the cabin altitude would be above 15,000 feet;
8.8.1.2 Crew Member Oxygen
a) The Captain shall ensure that breathing oxygen and masks are available to crew
members in sufficient quantities for all flights at such altitudes where a lack of oxygen
might result in impairment of the faculties of crew members. In no case shall the
minimum supply of oxygen on board the aircraft be less than that prescribed by the
Authority.
b) The Captain shall ensure that all flight crew members, when engaged in performing
duties essential to the safe operation of an aircraft in flight, use breathing oxygen
continuously at cabin altitudes exceeding 10,000 ft for a period in excess of 30 minutes
and whenever the cabin altitude exceeds 13,000 ft. One pilot at the controls of a
pressurised aircraft in flight shall wear and use an oxygen mask at flight levels above
FL 250, if there is no other pilot at his or her duty station.:
c) The wearing of beards is discouraged. The efficiency of an oxygen mask depends upon
satisfactory sealing between the face and the mask. A beard impairs this efficiency and
increases the consumption of oxygen, thus depleting the common supply to all Flight
Crew. Beards, if worn, are to be short, well trimmed and their style compatible with the
design of oxygen mask on the aircraft for which the Flight Crew member is qualified.
d) Flight Crew are to be conversant with the aircraft type oxygen equipment and its

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methods of operation. Before each flight, the equipment is to be checked in conformity

with the procedures detailed in the Aircraft Operation Manual.
8.8.1.3 Pressurisation Failure
If, exceptionally, the aircraft cabin altitude should exceed 10,000ft passengers are to remain
seated and the serving of food is to be curtailed. Flight Crew are to use oxygen continuously by
the following;
1. Immediately, don oxygen masks and set regulators to 100%
2. Establish crew communications.
3. Do the cabin altitude warning or rapid depressurisation checklist
4. A close liaison is maintained between Flight Crew and Cabin Crew to confirm
satisfactory operation of passenger oxygen equipment.
5. Both pilots must verify on the overhead Cabin Altitude Panel that the Cabin Altitude is
stabilized at or below 10,000 feet before removing oxygen masks.
NO SMOKING signs are to be illuminated.
8.8.1.4 Passenger Oxygen
a) The PIC shall ensure that breathing oxygen and masks are available to
passengers in sufficient quantities for all flights at such altitudes where
a lack of oxygen might harmfully affect passengers.
b) The PIC shall ensure that the minimum supply of oxygen prescribed by
the Authority is on board the aircraft.
c) The PIC shall require all passengers to use oxygen continuously at
cabin pressure altitudes above 13,000 ft.
8.8.1.5 System Charging
Aircraft systems are not to be charged with passengers on board.
8.8.1.6 OXYGEN CLASSIFICATION
There are 4 different, separate oxygen systems:
- Fixed oxygen system in the cockpit (quick-donning mask)
- Fixed oxygen system in the cabin (emergency oxygen mask)
- Portable oxygen bottles in the cabin (310L and 170L bottles)
- Portable breathing equipment in the cockpit and in the cabin (smoke
hood supplying 100% oxygen).
According to the nature of the trouble experienced on board, oxygen will be available as

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follows:
a) Fixed Oxygen System – Emergency Oxygen (supplemental oxygen).

Oxygen required for all aircraft occupants (passengers and crew
members) in the event of cabin decompression. Emergency oxygen
includes the oxygen required during emergency descent and during
level off at a flight altitude corresponding to a safe cabin pressure altitude.
b) Portable Oxygen System
i. Protective Breathing Oxygen
A portable oxygen equipment (smoke hood) for protection from
smoke, carbon dioxide and other harmful gases during emergencies
on board involving fire and smoke
ii· First Aid Oxygen – 310L bottles
Oxygen that may be required for certain passengers, for
physiological reasons, in connection with cabin pressure altitude,
to help cardiac and other passengers suffering from lack of oxygen
(also caused by fatigue, headache, etc.).
iii· First Aid Oxygen – 170L bottles
Used for therapeutic purposes and also intended for use by cabin
crew members after a decompression in order to be able to move
about in the cabin.
c) Medical Oxygen Units (AERO MED) – 625L bottles
Provided on board on request for sick passengers or referring to A/C
configuration.
8.8.1.7 Supplemental Oxygen

8.8.1.7.1 General
The amount of supplemental oxygen required shall be determined on the basis of cabin pressure
altitude, flight duration and the assumption that a cabin pressurization failure will occur at the
altitude or point of flight that is most critical from the standpoint of oxygen need, and that, after

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the failure, the aircraft will descend in accordance with emergency procedures specified in the
Aeroplane Operating Manual (AOM) to a safe altitude for the route to be flown that will allow
continued safe flight and landing. Following a cabin pressurization failure, the cabin pressure
altitude shall be considered the same as the aircraft altitude, unless it is shown that no probable
failure of the cabin or pressurization system will result in a cabin pressure altitude equal to the
flight altitude. Under these circumstances, the maximum cabin pressure altitude established for
the type certification of the aircraft shall be used as a basis for determination of oxygen supply.
8.8.1.7.2 Requirements
a. Cockpit crew members fixed oxygen system – Supplemental Oxygen
· i. Each member of the flight deck duty shall be supplied with supplemental oxygen
as specified hereafter. If all occupants of flight deck seats are supplied from the
flight crew source of oxygen then they shall be considered as flight crew members on
flight deck duty for the purpose of oxygen supply. Flight deck seat
occupants, not supplied by the flight crew source, are considered to be passengers for
the purpose of oxygen supply. Flight crew members not covered by the sub-paragraph
above are for the purpose of oxygen supply to be considered as:Cabin crew members if
they are on call or are definitively going to have flight deck duty before completing the
flight. Passengers if they are not on call and will not be on flight deck duty during the
remainder of the flight.
Oxygen masks shall be located so as to be within the immediate reach of flight
crew members whilst at their assigned duty stations.
Oxygen masks for use by flight crew members in pressurised aircraft
operating above 25.000ft shall be a quick donning type of mask.
ii. The cockpit crew oxygen system is the pressure-breathing diluter-demand type
and is provided for supplemental and emergency requirements. Oxygen from
high pressure cylinders is reduced by a regulator to low pressure and then
distributed to the crew stations.
Individual quick-donning masks, each equipped with a mask- mounted regulator,
are provided at each station. It must be considered that the cockpit crew must
be able to draw oxygen at any time, under any circumstances. The cockpit
system is more elaborate than the system available to the passengers and cabin
crew members.
iii. Cockpit Crew Oxygen must be sufficient to supply all crew members on flight
deck duty during the entire period the cabin altitude could exceed 10.000ft. This
period shall not be less than 2 hours, assuming the supply lever in normal

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position. A warning system shall alert the crew when the cabin altitude exceeds
10.000ft. All crewmembers on flight deck duty shall wear oxygen masks
whenever the cabin altitude exceeds 10.000ft.When operating above FL 250, all
crew members on flight deck duty must be equipped with approved quick
donning masks. There shall be at least a 300 litre supply for each
crew member on flight deck duty to protect him from the effects of
smoke, carbon dioxide, or other harmful gases. Adequate equipment
shall be available to protect mouth, nose and eyes.
b. Cabin Fixed Oxygen System – Supplement Oxygen
The fixed oxygen system in the cabin is independent of the one in the cockpit.
Cabin crew members and passengers shall be supplied with supplementary oxygen
as specified hereafter. Cabin crew members above the minimum of cabin crew
members required shall be considered as passengers for the purpose of oxygen
supply. When operating above 25.000ft there shall be provided sufficient spare outlets
and masks for use by all required cabin crew members. The spare outlets and/or
units are to be distributed evenly throughout the cabin to ensure immediate availability
of oxygen to each required cabin crew member regardless of his/her location at the time
of cabin pressurisation failure. When operating above 25.000ft there shall be provided
an oxygen dispensing unit connected to oxygen supply terminals immediately
available to each occupant, wherever seated. The total number of dispensing units and
outlets shall exceed the number of seats by at least 10%. The extra units are to be
evenly distributed throughout the cabin.
c. Oxygen requirements for passengers and not for cabin crew:

· - Not required if flight is conducted below 12.000ft.
- Required for 10% of the passengers and not required for cabin
crew members for that portion of the flight exceeding 30 minutes
during which the cabin altitude could exceed 12.000ft but not 15.000ft.
- Required for all passengers and for cabin crew members for the
entire portion of the flight during which the cabin altitude could
exceed 15.000ft to last for a minimum of 30 minutes.

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- Individual masks must be available when operating above 25.000ft.

- Automatic release of the masks must be available when operating
above 30.000ft.
- The number of required masks must be at least equal to the number
of passengers and cabin crew members plus 10%. There must be 2 outlets
in each toilet.
NOTE: Passengers” means persons actually carried and includes infants.
8.8.1.8 OXYGEN AVAILABILITY
8.8.1.8.1 Emergency oxygen is available to all passengers and cabin crew:

- Automatically: when the cabin altitude reaches altitude of 14.000ft, a
barometric system activates the opening mechanism of the compartments
and the masks will fall in front of the passengers and cabin crew members.
- Electrically: switch at the over head panel in the cockpit.
Oxygen may be dispensed in the cabin in the following manners:
- The oxygen is either stored in bottles or supplied by oxygen generating
modules.
- In case of decompression in the cabin, oxygen will be supplied by oxygen
masks (ARO masks). These masks are located:
- In the P.S.U’s in the ceiling (over head bins) or in the seat backs
- In the toilets – in the galleys
- At the cabin member stations.
After the masks have been released, and pulled down, oxygen flows constantly for
minimum 12 minutes. An oxygen / cabin air mixture will be inhaled through the masks.
NOTE: The number of passengers (including infants) on one seat row may never exceed
the number of oxygen masks available, and with children / infant on board, the adult
person should take and wear the ARO mask first before placing the ARO mask on the
child / infant’s face.

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8.8.1.8.2 PORTABLE OXYGEN BOTTLES

8.8.1.8.2.1 FIRST AID OXYGEN BOTTLES
First Aid Oxygen Bottles are carried in the passenger cabin to help cardiac
and passengers suffering from hypoxia (lack of oxygen). The bottle contains
170 litres or 310 litres at 1800 PSI. the oxygen can be provided through 1, 2
or 3 constant flow outlets. Different types of portable oxygen bottles may be
carried on board. The bottles look a little bit different, but work exactly the
same. They include:
- A pressure gauge permitting to check the oxygen pressure.
- An oxygen regulator that will in correct proportion so that the required
amount of oxygen flow is maintained throughout the delivery.
- Full flow outlets calibrated either 2LPM and/or 4LPM depending on the
bottle type (the typical first aid bottle with 2 full flow outlets or the
ex protective oxygen bottle with 1 full flow outlet).
- Charging valve
- Relief valve
- Safety plug
- A shut off valve
- A carrying strap.
To deliver oxygen, a white plastic shaped piece and the usual feeding bag is
used (Puritan or K.S. mask). Connection to the bottle uses the conventional
tubing and a bayonet type connector. At least 2 masks are provided with each
first aid oxygen bottle. To recognize immediately the type of outlet and the
delivery flow of this outlet, a coloured tape has been glued on the outlet:
- A 2LPM outlet indicated by a green tape will present a Low flow.
- A 4LPM outlet indicated by a red tape will represent a High flow.
These first aid oxygen bottles are always on board. Their number and quantity
has been calculated in function of the number of passengers seats in the
cabin. Normally the oxygen bottles are for medical purposes, but may also be

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used by cabin crew members as a “walk-around bottle” after a decompression

situation. Indeed:
-· Each required cabin crew member must have available portable breathing
equipment, the capacity of which will not be less than 300 litres.
- This equipment should have at least one continuous flow outlet if the
cabin altitude could exceed 10.000ft except if this equipment may be
substituted by spare outlets and masks of the passengers oxygen system.
8.8.1.8.2.2 MEDICAL OXYGEN UNIT
On doctor’s or passenger’s request, a special portable medical oxygen unit containing
625 litres of oxygen can be placed on board (approximately twice the volume of the portable
oxygen bottles first aid). This special oxygen bottle (AERO – MED), stowed in a carrying case,
and is equipped with
- A shut-off valve
- A pressure gauge, normal dispatch pressure 1800 PSI
- A flow gauge indicating the flow rate of 2 to 8 litres per minute
- A standard O² mask stowed in a sealed plastic bag inside the carrying
case, ready for immediate use
- The control components may be seen with the protective door open
Prior to operation, it should be determined, the amount of oxygen to be administered to the patient
and for what duration. In most cases, a physician or a nurse will travel with the patient and forward
these information to the cabin crew during the flight. If no physician or nurse is present, cabin crew
will receive previous notice and information on the required medical care. If no information is
transmitted, limit the oxygen flow rate to a maximum 4 LPM for an adult and 1 LPM for a child.
No person may smoke, and no crewmember may allow any person to smoke within 10 ft of oxygen
storage and dispensing equipment carried for the medical use of a passenger and no crewmember
may allow any person to connect or disconnect oxygen dispensing equipment to or from an oxygen
cylinder while any other passenger is aboard the aircraft.

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8.8.3 Oxygen Equipment and Supply Records

8.8.3.1 Crew Member Oxygen
a) The Captain shall ensure that breathing oxygen and masks are
available to crew members in sufficient quantities for all flights at such
altitudes where a lack of oxygen might result in impairment of the
faculties of crew members. In no case shall the minimum supply of
oxygen on board the aircraft be less than that prescribed by the
Authority.
b) The Captain shall ensure that all flight crew members, when engaged in
performing duties essential to the safe operation of an aircraft in flight,
use breathing oxygen continuously at cabin altitudes exceeding 10,000
ft for a period in excess of 30 minutes and whenever the cabin altitude
exceeds 13,000 ft. One pilot at the controls of a pressurised aircraft in
flight shall wear and use an oxygen mask at flight levels above FL 250,
if there is no other pilot at his or her duty station.:

c) The wearing of beards is discouraged. The efficiency of an oxygen
mask depends upon satisfactory sealing between the face and the
mask. A beard impairs this efficiency and increases the consumption
of oxygen, thus depleting the common supply to all Flight Crew. Beards,
if worn, are to be short, well trimmed and their style compatible with the
design of oxygen mask on the aircraft for which the Flight Crew
member is qualified.
d) Flight Crew are to be conversant with the aircraft type oxygen
equipment and its methods of operation. Before each flight, the
equipment is to be checked in conformity with the procedures
detailed in the Aircraft Operation Manual.

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8.8.3.2 Flight Crew
Each member of the flight crew on Flight Deck duty shall be supplied with supplemental
oxygen as specified in Chpt 8.8.2 above.
If the occupants of Flight Deck seats are supplied from the flight crew source of oxygen
supply, they shall be considered as flight crewmembers on Flight Deck duty for the
purpose of oxygen supply.
Flight Deck seat occupants, not supplied by the flight crew source, are considered to be
passengers for the purpose of oxygen supply.
Flight crewmembers, not covered by the sub-paragraph above, are for the purpose of
oxygen supply, to be considered as cabin crewmembers, if they are on call or are
definitely going to have Flight Deck duty before completing the flight, and passengers, if
they are not on call and will not be on Flight Deck duty during the remainder of the
flight.
Each member of the flight crew on flight-deck duty shall have:
a) An oxygen mask located within his immediate reach while at his/her duty station; if the
aeroplane is operating above 25,000ft, the mask shall be of the quick-donning type;
b) PASL shall ensure that flight crew engaged in performing duties essential to the safe
operation of an aeroplane in flight use supplemental oxygen continuously after 30
minutes when cabin pressure altitude exceeds 10,000ft, or when the cabin atmospheric
pressure is less than 700 hPa, and at all times when the cabin pressure altitude
exceeds
13,000ft.
PASL shall ensure that flight crewmembers engaged in performing duties essential to
the safe operation of an aeroplane in flight use supplemental oxygen continuously after
30 minutes when cabin pressure altitude exceeds 10,000ft and at all times when the
cabin pressure altitude exceeds 13,000ft;
PASL shall ensure that when a flight is conducted above FL410 at least one pilot at the
pilot station wears an oxygen mask at all times.
8.8.3.3 Cabin Crew and Passengers
Passengers shall be supplied with supplemental oxygen as specified in Chpt. 8.8.2

above.
Cabin crewmembers carried above the minimum number of cabin crewmembers

required shall be considered as passengers for the purpose of oxygen supply.
When operating above 25,000ft there shall be provided sufficient spare outlets and
masks and/or sufficient portable oxygen units with masks for use by all required cabin
crewmembers. The spare outlets and/or units are to be distributed evenly throughout

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the cabin to ensure immediate availability of oxygen to each required cabin crew
menber regardless of his/her location at the time of cabin pressurisation failure.
When operating above 25,000ft there shall be provided an oxygen dispensing unit
connected to oxygen supply terminals immediately available to each occupant,
wherever seated. The total number of dispensing units and outlets shall exceed the
number of seats by at least 10%. The extra units are to be evenly distributed throughout
the cabin.
The oxygen supply requirements for aeroplanes not certificated to fly at altitudes above
25,000ft may be reduced to the entire flight time between 10,000ft and 13,000ft cabin
pressure altitude for all required cabin crewmembers and for at least 10% of the
passengers if, at all points along the route to be flown, the aeroplane is able to descend
safely within 4 minutes to a cabin pressure altitude of 13,000ft.
When operating above 25,000ft or, if operating below and un-able to descent safely
within 4 minutes to 13,000ft, the aeroplane shall be provided with automatically
deployable oxygen equipment immediately available to each occupant The total number
of dispensing units shall exceed the number of seats by at least 10%. The extra units
are to be evenly distributed throughout the cabin.
Note: When flying over high terrain where a descent to 13,000ft may not be possible
(e.g. MEA/MORA above 13,000ft), oxygen shall be provided to all passengers and
cabin attendants for the entire flight above 13,000ft.
8.8.4 Supplemental Oxygen (Non-Pressurised Aeroplane)
Supplemental oxygen (non-pressurised aeroplane): A supply of oxygen to be provided

in unpressurised aeroplanes to the occupants whenever flight altitudes above 10,000ft
are used.
Aeroplanes without a pressurised cabin or aeroplanes with inoperative pressurisation

systems shall not operate at altitudes above 10,000ft unless supplemental oxygen and
oxygen equipment with dispensing units are provided. The amount of supplemental
oxygen for sustenance required for a particular operation shall be determined on the
basis of flight altitudes and flight duration, consistent with the operating procedures
established for each operation and with the routes to be flown, and with the emergency
procedures.
8.8.4.1 Oxygen Supply Requirements
a) Flight crewmembers:
Each member of the flight crew on Flight Deck duty shall be supplied with supplemental
oxygen in accordance with the table below. If all occupants of Flight Deck seats are supplied
from the flight crew source of oxygen supply then they shall be considered as flight
crewmembers on Flight Deck duty for the purpose of oxygen supply;
b) Cabin crewmembers and passengers:

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Cabin crewmembers and passengers shall be supplied with oxygen in accordance with the
table below. Cabin crewmembers carried above the minimum number of cabin crewmembers
required shall be considered as passengers for the purpose of oxygen supply.
8.8.4.2 Requirements for Supplemental Oxygen for Non-Pressurised Aeroplanes
Note: For the purpose of this table "passengers" means passengers actually carried which
includes infants under the age of 2.
8.8.5 Crew Protective Breathing Equipment (PBE)
PBE is an equipment to protect the eyes, nose and mouth of each flight crewmember on Flight
Deck duty and each cabin crewmember. The PBE allows the crewmembers to continue to
perform their duties even under smoke or toxic air conditions in the cabin or on the Flight Deck
the portable PBE equipment must allow active fire fighting.
8.8.5.1 Flight Crew

Every member of the flight crew on Flight Deck duty must have a PBE to protect his eyes, nose
and mouth and to provide oxygen for a period of not less than 15 minutes. The PBE must allow
the flight crew to communicate using the aeroplane radio equipment and the interphone while
at their assigned duty stations.
PBE intended for flight crew use must be conveniently located on the Flight Deck and be easily
accessible for immediate use by each required flight crewmember at their assigned duty
station.
PBE may be provided by the supplemental oxygen as required by Chpt. 8.8.3 above. In
addition, when there is more than one flight crewmember and cabin crew are not carried not
carried, portable PBE must be carried to protect the eyes, nose and mouth of at least one
member of the flight crew and to provide breathing gas for a period of not less than 15 minutes.
8.8.5.2 Cabin Crew

Every required cabin crewmember must have a PBE to protect eyes, nose and mouth and to
provide oxygen for not less than 15 minutes, installed adjacent to each required cabin
crewmember station.
PBE intended for cabin crewmember use must be installed adjacent to each required cabin
crewmember duty station.

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8.9 SAFETY PRECAUTION DURING AIRCRAFT OXYGEN BOTTLE CHANGE/HANDLING

Replenishing of aircraft oxygen system bottle in situ is not permitted on any aircraft. To change
oxygen system bottle, the following conditions shall apply:
i) The aircraft must be outside the hanger;
ii) Smoking and naked flames are not permitted within 15 metres.
iii) Only maintenance personnel and flight crew are permitted to be within 15 metres of place
of work. No passengers are allowed on board.
iv) Aircraft Fueling or de-Fueling is disallowed.
v) Within 15 metres, there should be no:
a) Oil replenishment in progress;
b) Systems greasing in progress;
c) Loading or unloading;
d) Vehicle movement.
vi) There must be no electrical system switched “ON” even though the ground power unit
may remain connected.
vii) Galley power switch must be in “OFF” position and “DANGER” tag must be affixed to
prevent switching during the period.
viii) The applicable personnel responsible for the job must be clean and use protective
clothing, tools, adapters and connections must be equally free from oil and grease.
ix) Bottle and reducing valves should always be opened very slowly. Pressure differences
must be kept as low as possible.
8.10 Other Emergency Equipment
Details of the exact number, type and location of emergency equipment carried onboard PASL
aeroplanes can be found in the CCM (Safety/Engineering Procedure) and the relevant
Operations Manual Part B.
8.10.1 Fire Extinguishers

All PASL aeroplanes are equipped with a hand held fire extinguisher which is of the type that
minimises the hazard of toxic gas concentration. As a minimum, one hand held fire
extinguisher must be located in the Flight Deck

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Crash Axe
All PASL aeroplanes are equipped with a crash axe or crowbar located in the Flight Deck.
8.10.2 Flashlights
All PASL aeroplanes are equipped with a flashlight at each crew member station.
8.10.3 ELT's
All PASL aeroplanes are equipped with 2 ELT's, one of which is automatic. Both ELT's transmit
on 121.50MHz and 406MHz simultaneously.
8.11 RUNWAY INCURSION AVOIDANCE PROCEDURES
Runway incursion: Any occurrence at an aerodrome involving the incorrect

presence of an aeroplane, vehicle or person on the protected area of a surface
designated for the landing and take-off of aeroplane.
In order to avoid runway incursion, the following rules should be observed on the
ground and in the air:
a) Flight crew shall carry out a pre-departure briefing to include expected taxi route
and relevant NOTAM restrictions. At busier aerodromes standard routings are
used more often than not and should be briefed accordingly;
b) Flight crew shall plan checklist activity and workload where there may be a high
risk of incursion so as not to coincide with entering or crossing active runways.
Flight crewmembers shall frequently compare mental models to maintain
situational awareness and accurately assess the runway traffic situation;
c) Flight crew shall use all available resources, including heading indicators,
aerodrome diagrams, aerodrome signs, markings, lighting, and ATC to keep the
aeroplane on its assigned flight and/or taxi route;
d) The aerodrome diagram shall be available for use and particular attention should
be paid to any ‘hotspots’ and temporary restrictions, e.g. work in progress etc.;
e) Flight crew shall follow the clearance or instructions that are actually received,
and guard against following clearance or instructions the flight crew were
expecting to receive;
f) Both pilots shall monitor the ATC frequency when a clearance is issued and be in
agreement with the instructions received. This is especially relevant to all
instructions that include a runway crossing, take-off or landing clearance and
monitor clearances given to other aeroplanes;
g) Prior to entering or crossing an active runway, flight crew shall verbally confirm
clearance with each other and visually scan the runway and approach area. The
strobe lights shall be switched on whilst on any runway;

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Note: If at any time there is any doubt ASK for clarification.
h) Flight crew shall ensure readback of ALL ATC instructions containing clearances
to enter or cross active runways;
i) Flight crew shall continuously monitor actual position and taxi progress against
the aerodrome map. This may be achieved by assigning one crewmember to
specifically carry out this task. Whenever the flight crew are uncertain of their
position, they shall stop the aeroplane and inform ATC;
j) Flight crew shall consider using external lighting when the aeroplane is moving –
fixed navigation lights, wing inspection lights, taxi lights etc. particularly when
entering the runway, i.e. illuminated logo light (night), strobes and landing lights at
all times shall be switched on;
k) Prior to entering an active runway or whilst on final approach, flight crew shall
monitor the ATC frequency to enhance awareness of the traffic situation. Flight
crew shall use all means available to verify position and the location of other
traffic i.e. ground surveillance radar, TCAS etc.;
l) When the aeroplane reaches the front of a departure queue, flight crew shall not
assume to be next to depart. An aeroplane not visible may be departing from an
intersection;
m) Flight crew shall limit head-down activity during taxi to the minimum possible;
n) Flight crew should be particularly attentive monitoring ATC ground and tower
control frequencies during periods when there is a high risk of an incursion at
particular aerodromes, and pre-brief prior to departure;
o) All of the above are particularly relevant during LVP’s. Refer to specific LVP
charts and procedures contained in the Navtech/Jeppesen Aerodrome Charts.
8.12 Laser Illumination and Aircrew Mitigation Procedure
The potential negative safety and health effects of a laser striking the retina of the
human eye and interfering with flight operations are well documented. There has yet
to be an aviation accident attributable to a laser illumination; however, several
significant cases of pilot injury have been reported. Laser illumination of the flight
deck frequently produces a “startle response” in pilots that can lead to distraction
and disruption of attention to aircraft control. In several reported events, laser
illuminations have led to temporary disorientation or temporary incapacitation (e.g.,
flash-blindness).
8.12.1Crew Member Actions/Checklist

 When struck by a laser on approach, do not continue to look into the beam. Shield
your eyes and go heads-down immediately. This action will protect your eyes while
the laser light is illuminating the cockpit.
 Consider executing a missed approach. As with any event that is the catalyst for a
go-around (e.g., low weather, birds, aircraft on the runway), a go-around may be
your most prudent course of action in responding to a laser illumination.

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 Do not rub your eyes.

 Consistent with flight manual restrictions, use cockpit automation to the fullest extent.
 Maintain control of aircraft, monitoring configuration, altitude, and airspeed to maintain
or reestablish desired flight profile.
 Turn instrumentation and panel background lighting up.
 Communicate with other flight deck crewmembers and assess condition. In the event of
an injury, declare an emergency and request priority handling, if necessary.
 Transfer control of aircraft to other pilot, if necessary.
 Expeditiously advise ATC of the laser event. Provide the most accurate description
possible of the location of the laser source, beam direction, and color and length of
exposure (flash or intentional tracking).
 While in the arrival area, if you are notified that a laser event has been reported and
remains unresolved, request a different runway or ask for holding until the area has
been secured and the threat has ceased.
 Consider need for diverting if the laser threat continues.
 Follow all company protocols relating to reporting laser illuminations in a safe and timely
fashion, to include notification of local company officials.
 Cooperate with law enforcement officials conducting follow-up investigation of the
event.
 As soon as possible after landing, get an eye examination at the nearest emergency
room (and/or with an ophthalmologist) to determine if you have suffered any eye
damage.
8.12.2 Aircrew Reporting Procedures

1. All aircrews are requested to immediately report incidents of unauthorized laser
illumination by radio to the appropriate ATC controlling facility.
2. Complete the Air Safety Report (ASR) form in OMA14.2.1 and submit to the
appropriate authorities.
8.12.3 Planning Ahead
During aircraft operations into navigable airspace where laser illuminations are
anticipated, flight crews should consider the following for situational awareness:
1. Check NOTAMS for known or reported laser activity.
2. Airports may list laser activity on the ATIS.
3. What is the traffic ahead of your aircraft reporting?
4. Ask ATC if there has been recent laser activity.
If you are prepared mentally and procedurally to respond to a laser illumination, you will
successfully protect yourself and your fellow crewmembers to safely and efficiently
manage your response to the event.

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PRIVATE AIRLINE Dangerous Goods and ISSUE 1 Page 1 of 22

SERVICES LTD Weapons
CHAPTER 9 – DANGEROUS GOODS AND WEAPONS
TABLE OF CONTENTS
9.0 Dangerous Goods and Weapons …………………………………… 3

9.1 General…………………………………………………………………… 3
9.2a Terminology………………………………………………………………. 3
9.2b. Security Provisions – Dangerous Goods………………………………. 3
9.3 Approval ………………………………………………………………….. 3
9.4 Policy on Transportation of Dangerous Goods………………………… 3
9.5 Exceptions to the Technical Instructions……………………………… 6
9.6 Hidden Dangerous Goods……………………………………………… 8
9.7 Loading Restrictions ……………………………………………………... 8
9.8 Provision of Information………………….……………………………… 8
9.9 Documentation…………………………………………………………… 12
9.10 Procedures for Responding to Emergency Situation………………… 13
9.11 Dangerous Goods Occurrence Report………………………………… 14
9.12 Training of Crew members & Ground Staff for Handling
Dangerous Goods……………………………………………………….. 15
9.13 Ground Handling Personnel including Aeroplane Dispatch Staff…… 17

9.14 Labels & Packaging……………………………………………………… 20
9.15 Flight Crew………………………………………………………………… 21
9.16 Cabin Crew………………………………………………………………… 21
9.17 Weapons & Ammunition…………………………………………………. 22

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9.0 DANGEROUS GOODS AND WEAPONS
9.1 General
Nig. CARs 9.5

Private Airlines Services Ltd. (PASL) shall not carry dangerous goods in an aircraft registered
in Nigeria or operated in Nigeria except with the written permission of the Authority and subject
to any condition the Authority may impose in granting such permission; and in accordance with
the Technical Instructions for the Safe Transport of Dangerous Goods by Air issued by the
Council of International Civil Aviation Organisation and with any variations to those instructions
that the Authority may from time to time mandate and provide notification to ICAO.
9.2. a. Terminology
Dangerous goods are articles or substances which are capable of posing a significant risk to
health, safety, property or the environment when transported by air and which are classified
according to International Civil Aviation Organisation's (ICAO's) Doc. 9284 (Technical
Instructions) for the Safe Transport of Dangerous Goods by Air (Technical Instructions) and the
International Air Transport Association's (IATA's) Dangerous Goods Regulations (DGR).
Technical Instructions: ICAO Doc. 9284. The latest effective edition of the Technical
Instructions for the Safe Transport of Dangerous Goods by Air, including the Supplement and
any Addendum, approved and published by the decision of the Council of ICAO.
9.2.b. Security Provisions - Dangerous Goods
Private Airlines Services Ltd., Shippers, Agents and other individuals engaged in the transport
of dangerous goods by air, shall ensure they have in place an establish security measures,
consistent with these regulations, to minimise theft or misuse of dangerous goods that may
endanger persons, property or the environment.
9.3 APPROVAL
Private Airlines Services Ltd. does not carry dangerous goods except as outlined in Chapter
9.5.1
9.4 POLICY ON TRANSPORTATION OF DANGEROUS GOODS
9.4.1. PASL Carriage of Dangerous Goods
No person shall carry dangerous goods in an aircraft registered in Nigeria or operated in

Nigeria except with the written permission of the Authority and subject to any condition the
Authority may impose in granting such permission and shall be In accordance with the
Technical Instructions for the Safe transport of Dangerous Goods by Air issued by the Council
of International Civil Aviation Organisation and with any variations to those Instructions that the
Authority may from time to time mandate and provide notification of to ICAO.

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a. Private Airlines Services Ltd. shall comply with the provisions contained in the ICAO
Technical Instructions for the Safe transport of Dangerous Goods By Air, ICAO Doc.
9284 (Technical Instructions) on all occasions when dangerous goods are carried,
irrespective of whether the flight is wholly or partly within or wholly outside the territory
of Nigeria. Where dangerous goods are to be transported outside the territory of
Nigeria, Private Airlines Services Ltd. shall review and comply with the appropriate
variations noted by Contracting states contained in Attachment 3 to the Technical
Instructions.
b. Articles and substances which would otherwise be classed as dangerous goods are
excluded from the provisions of Subpart 9.6 of the Nig CARs, to the extent specified in
the Technical Instructions, provided they are
(1) Required to be aboard the aircraft for operating reasons;

(2) Carried as catering or cabin service supplies;
(3) Carried for use in flight as veterinary aid or as a humane killer for
an animal; or
(4) Carried for use in flight for medical aid for a patient, provided that
(i) Gas cylinders have been manufactured specifically for the purpose
of containing and transporting that particular gas;
(ii) Drugs, medicines and other medical matter are under the control
of trained personnel during the time when they are in use in the
aircraft;
(iii) Equipment containing wet cell batteries is kept and, when necessary
secured, in an upright (Cont.) position to prevent spillage of the
electrolyte; and
(iv) Proper provision is made to stow and secure all the equipment during
take-off and landing and at all other times when deemed necessary by
the PIC in the interests of safety; or
(v) They are carried by passengers or crewmembers.
c. Articles and substances intended as replacements for those in paragraph (b)(1) may be
transported on an aircraft as specified in the Technical Instructions.
d. Forbidden Goods
Articles and substances that are specifically identified by name or generic

description in the Technical Instructions as being forbidden for transport under
any circumstances are not to be carried on any aircraft. Those identified in the
Technical Instructions as being forbidden for transport in normal circumstances
or infected live animals are to be transported only when:
(i) they are exempted by the States concerned under the provisions of the
Technical Instructions; or
(ii) the Technical Instructions indicate they may be transported under an

approval issued by the State of Origin.

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e. Specifically, forbiden goods include:
ATTACHÉ CASES, CASH BOXES/BAGS

Security-type equipment such as attaché cases, cash boxes, cash bags, etc.
incoporating dangerous goods, such as lithium batteries and/or pyrotechnic
material, are totally forbidden.
f. If for any reason dangerous goods have to be carried then only according to the
Technical Instructions irrespective of whether the flight is wholly or partly within or
wholly outside the territory of Nigeria.
g. Approval must be granted by the NCAA before dangerous goods can be carried by
Private Airlines Services Ltd., except as identified in Chapter 9.5.1
An additional approval or an exemption is required to permit the transport of dangerous
goods which are forbidden for transport under normal circumstances. This may be an
additional approval as required by the Technical Instructions or an exemption which can
only be granted in cases of extreme urgency, or when other forms of transport are
inappropriate, or where full compliance with the prescribed requirements is contrary to
the public interest.
All reasonable measures are to be taken by Private Airlines Services Ltd. to prevent the
transport of dangerous goods without the necessary approvals or which are not allowed
to be transported by air.
Private Airlines Services Ltd. flight crew, cabin crew, ground personnel and/or
contracted GHA's shall be familiar with this policy. The Commander must be informed
of any dangerous goods loaded onto the aeroplane prior to dispatch by means of a
NOTOC. The Commander must always sign his acceptance for carriage of dangerous
goods on the NOTOC.
With every new edition of the ICAO Technical Instructions (every 2 years) this Chapter
and the DGM will be updated.
For acceptance of dangerous goods requirements, refer to DGM Chapter 1.1.4 –

Guidance on the requirements for Acceptance, Handling and Stowage

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9.5 EXEMPTIONS TO THE TECHNICAL INSTRUCTIONS Nig. CARs 9.6.1.3 (b)
The Technical Instructions do not apply to dangerous goods carried on an aeroplane

where the dangerous goods are:
a) To provide, during flight, medical aid to a patient when those dangerous goods:
i) Have been placed on board with the approval of Private Airlines Services Ltd.;
or
ii) Form part of the permanent equipment of the aeroplane when it has been
adapted for specialised use.
b) Providing that:
i) Gas cylinders have been manufactured specifically for the purpose of

containing and transporting that particular gas;
ii) Equipment containing wet cell batteries is kept and, when necessary, secured
in an upright position to prevent spillage of the electrolyte;
iii) They are required to be aboard for operating reasons;
iv) Drugs, medicines and other medical matter are under the control of trained
personnel during the time when they are in use in the aeroplane;
v) Proper provision is made to stow and secure all the equipment during take-off
and landing and at all other times when deemed necessary by the Commander
in the interests of safety;
vi) They are carried by passengers or crewmembers.
c) To provide, during flight, veterinary aid or a humane killer for an animal;
d) For dropping in connection with agricultural, horticultural, forestry or pollution

control activities;
e) To provide, during flight, aid in connection with search and rescue operations;
f) Required for the propulsion of the means of transport or the operation of its
specialised equipment during transport (e.g. refrigeration units) or that are required
in accordance with the operating regulations (e.g. fire extinguishers);
g) Carried for catering or cabin services supplies.
Any dangerous goods must be under the control of trained personnel during the time
that they are in use on the aeroplane. Articles intended as replacements for those in
Paragraph b) iii) above may be transported on an aeroplane as specified in the
Technical Instructions.

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9.5.1 Dangerous Goods Carried by Private Airlines Services Ltd.
The provisions contained in the Dangerous Goods Regulations do not apply to the
following articles and substances:
a) Articles and substances which would otherwise be classified as dangerous goods

but which are required to be on-board the aeroplane in accordance with pertinent
airworthiness requirements and operating regulations or that are authorised by the
authority to meet special requirements;
b) Aerosols, alcoholic beverages, perfumes, colognes, safety matches and liquefied

gas lighters carried aboard the operators aeroplane for use on-board the
aeroplane during the flight, or series of flights, but excluding non-refillable gas
lighters and those lighters liable to leak when exposed to reduced pressure;
c) Carbon dioxide, solid (dry ice) for use in food and beverage service aboard the
aeroplane.
Unless otherwise authorised by the Authority, articles and substances intended as

replacement for those referred under a) above, must be transported in accordance with
the provisions of the Dangerous Goods Regulations, except that when consigned by
other operators, they may be carried in containers specially designed for their transport,
provided such containers are capable of meeting at least the requirements for the
packaging specified in the Dangerous Goods Regulations for the items packed in the
containers.
Unless otherwise authorised by the authority, articles and substances intended as

replacement for those under b) and c) above must be transported in accordance with
the provisions of the Dangerous Goods Regulations.
9.5.2 Dangerous Goods Carried by Passengers or Crew
Dangerous goods must not be carried by passengers or crew:
a) As or in checked baggage;
b) As or in carry-on baggage;
c) On their person;
Except as noted in Chapter 9.5.2.1 and Chapter 9.5.2.2.
Refer to DGM Chapter 1.1.9: Passenger/Crew
Dangerous Goods that are allowed with Company’s approval as checked Baggage Only
(in the cargo compartment)
Chapter 1.1.9.1; Passengers/Crew

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Dangerous goods that are Acceptable with Private Airlines Services Ltd.s approval as
carry-on-Baggage only and Chapter 1.1.9.2; Passenger/Crew dangerous goods
acceptable without Private Airlines Services Ltd. Approval for Details
9.6 HIDDEN DANGEROUS GOODS
Refer to DGM Chapter 1.1.3.1 – “Hidden Shipment Indicators” for details
9.7 LOADING RESTRICTIONS
Dangerous goods shall not be carried in the Passenger Cabin or on the Flight deck.
Refer to DGM chapter 1.1.2.1 – “PASL Handling Agent Requirements:

Loading/Unloading” for details.
9.8 PROVISION OF INFORMATION
9.8.1 Information to Personnel
Information regarding dangerous goods shall be communicated to Private Airlines

Services Ltd. Operations Control or local GHA to formulate appropriate notification to
the Commander (NOTOC). Such information shall also be communicated to the person
responsible for mass and balance for that flight.
Refer to DGM Chapter 1.1.7- “Notification to Crew (NOTOC)” for details
9.8.2 Information to Passengers
Private Airlines Services Ltd. shall promulgate information to passengers so that they
are aware of the types of dangerous goods that must not be carried on board their
aeroplanes or that may be carried. Such information shall be disseminated:
a) With the passenger ticket or other manner such that the passenger receives the
information prior to or during check-in;
b) Via notices sufficient in number and prominently displayed, in areas of an

aerodrome utilised for passenger ticketing, check-in, boarding and baggage
claim;
c)Via notices clearly displayed at any other location where passengers are checked-
in.
Any other organisation or enterprise (such as the GHA) involved in the air transport of
Private Airlines Services Ltd. passengers shall provide information about the types of
dangerous goods which they are forbidden from transporting aboard the aeroplane.
9.8.3 Dangerous Goods Carriage Documentation

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Private Airlines Services Ltd. shall ensure dangerous goods are accompanied by a
dangerous goods transport document. The documentation shall be in English language
in addition to any other language required. The documentation required for the carriage
of Dangerous goods by air are as listed below.
a) Shipper’s Declaration for Dangerous Goods
This is required for most dangerous goods and is to be completed in duplicate, and
signed by the Shipper. It is not to be signed by an IATA cargo agent, consolidator
or forwarder. Details for its completion are given in Section 8 of the Regulations;
b) Shipper’s Responsibility
It is the shipper’s responsibility to ensure that all of the applicable air transport
requirements are met. Before a person offers any package overpack of
dangerous goods for transport by air that person must:
1. Establish that the employees are trained to enable them to carry out their
responsibilities;
2.. Establish whether the article or substance is prohibited (forbidden) for

transport by air;
3.. Ensure that the dangerous goods are identified, classified, packed, marked,
labelled and documented in full compliance with the Regulations.
Also that cargo offered for transport by air as being “Not restricted” or
“Non-dangerous goods” does not meet any of the classification criteria for
dangerous goods.
4.. Ensure that the dangerous goods are packaged in compliance with all
applicable air transport requirements.
5. Ensure the dangerous good transport document has been properly executed
and the declaration signed
6. Establish that documents and package exterior have been checked for any
indication of hidden hazards and other responsibilities as stipulated
7. Complete the form in English when the dangerous goods are to be carried
either wholly or partly outside Nigeria and Sign the the form.
c) Air Way Bill
Shows the general description and handling information. If a Shippers Declaration

is not required for dangerous goods, this should be stated on the Air Way Bill, which
should also show, in respect of the goods:
i) the proper shipping

ii) UN or ID number

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iii) subsidiary risk, If any

iv) number of packages
v) net quantity per package
vi) UN packing Group
vii) Quantity of Dry Ice
When the Air Way Bill covers dangerous and other goods, the dangerous goods are
to be stated separately and shown first on the Bill.
d) Special Load -Notification to Captain (NOTOC)
This form, is to be raised in duplicate, either manually or by computer,

and signed by the person responsible for loading and countersigned
by the Captain. The original copy is to be given to the Captain, and the
duplicate retained at the Station of loading. The format and completion of
the NOTOC is self-evident, but the Captain is, in particular, to ensure the
following are shown:
i) the Air Way Bill number;
ii) the proper shipping name;
iii) the hazard Class or division, subsidiary risks, and packing Group
as appropriate and in the case of Class 1, the compatibility group.
iv) number of packages and their loading position;
v)the net quantity (or gross mass) of each package where applicable;
vi) specific packaging and loading information relevant to radioactive goods;
vii) the aerodrome at which the goods are to be unloaded;
viii) an indication that the goods are being carried under a Stateexemption, if
applicable;
ix) a statement that there Is no evidence of damage or leakage to any

packages;
The following 3 letter codes are used on the NOTOC to supplement the hazard
Class of Division:
CAO - Cargo aircraft only

ICE - Dry Ice
IMP - Interchange Message Procedure
MAG - Magnetised material
MIS - Mail containing infectious subs
RCM - Corrosive
REX - Reserved for forbidden explosives
RFG - Flammable compressed gas
RFL - Flammable liquid

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RFS - Flammable solid

RFW - Dangerous when wet
RHF - Harmful: stowaway from foodstuff
RHW - Harmful: stowaway from foodstuff
RIS - Infectious substance
RMD - Miscellaneous dangerous goods
RNG - Non-flammable non toxic gas
ROP - Organic peroxide
ROX - Oxidiser
RPB - Poison
RPG - Poisonous gas
RCL - Cryogenic liquids
RRW - Radioactive material Cat I
RRY - Radioactive material Cat II/III
RSB - Polystyrene beads
RSC - Spontaneously combustible
RXB - Explosives 1.4B
RXC - Explosives 1.4C
RXD - Explosives 1.4D
RXE - Explosives 1.4E
RXG - Explosives 1.4G
RXS - Explosives 1.45
RGX - Explosives 1.3G
The NOTOC is to be readily available in flight and left on board the aircraft for the
next crew if appropriate.
e. Private Airlines Services Ltd. shall provide the Commander, as early as practicable
before departure of the aeroplane, with accurate and legible written or printed
information concerning dangerous goods that are to be carried as cargo.
This information is presented on the special load notification to the Commander, the
NOTOC. The NOTOC must include the information as specified in the IATA DGR and
ICAO TI. A legible copy of the information provided to the Commander must be retained
on the ground. This copy must have an indication on it, or with it, that the Commander
has received the information. This copy, or the information contained in it, must be
readily accessible to the aerodromes of last departure and next scheduled arrival point,
until after the flight to which the information refers.
A copy of the current edition of the IATA DGR or equivalent documentation (e.g. ICAO
Technical Instructions) must be accessible at each location where ground handling
operations are conducted.

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f. Labels
Dangerous goods, which are sent as cargo, have to be marked and labeled with the
corresponding hazard label (refer to DGM Chapter 1.1.4.5 – “Labeling”) allowing
identification of packages as containing dangerous goods.
Dangerous goods hazard labels on packages without dangerous goods have to be

removed or obliterated to avoid confusion.
9.9 DOCUMENTATION
Private Airlines Services Ltd. shall provide the Commander, as early as practicable
before departure of the aeroplane, with accurate and legible written or printed
information concerning dangerous goods that are to be carried as cargo.
This information is presented on the special load notification to the Commander, the
NOTOC. The NOTOC must include the information as specified in the IATA DGR and
ICAO TI. A legible copy of the information provided to the Commander must be retained
on the ground. This copy must have an indication on it, or with it, that the Commander
has received the information. This copy, or the information contained in it, must be
readily accessible to the aerodromes of last departure and next scheduled arrival point,
until after the flight to which the information refers.
A copy of the current edition of the IATA DGR or equivalent documentation (e.g. ICAO
Technical Instructions) must be accessible at each location where ground handling
operations are conducted.

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9.10 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS
9.10.1 Checklist During Flight
a) Follow the appropriate aeroplane emergency procedures for fire or smoke

removal;
b) "No smoking" sign on;
c) Consider landing as soon as possible;
d) Consider turning off non-essential electrical power;
e) Determine source of smoke/fumes/fire - identify the item;
f) Use the respective emergency checklist;
g) If the situation permits, notify ATC of the dangerous goods being carried.
9.10.2 For Dangerous Goods Incidents in the Passenger Cabin
a) Notify the Commander;
b) Collect emergency response kit or other useful items;
c) Identify the item;
d) In case of fire: use standard procedures/check use of water;
e) In case of fire involving a portable electronic device:
i) Use standard procedure/obtain and use fire extinguisher;
ii) Remove external electrical power from device (if applicable);
iii) Douse device with water (or other non-flammable liquid) to cool cells and
prevent ignition of adjacent cells;
iv) Do not move device;
v) Remove power to remaining electrical outlets until the aeroplane's system

can be determined to be free of faults, if the device was previously plugged
in;
f) In case of spillage or leakage:
i) Put rubber gloves and smoke hood or smoke mask on - portable oxygen;

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ii) Move passengers away from area and distribute wet towels or cloths;
iii) Place dangerous goods item in polyethylene bags;
iv) Stow polyethylene bags;
v) Treat affected seat cushions/covers in the same manner as dangerous

goods items;
vi) Cover spillage on carpet/floor;
vii) Regularly inspect items stowed away/contaminated furnishings.
9.10.3 Checklist After Landing
a) Disembark passengers and crew before opening any cargo compartment doors;
b) Inform ground personnel/emergency services of item and where stowed;
c) Remove any contamination which occurred;
d) Make appropriate entry in maintenance log.
9.11 DANGEROUS GOODS OCCURRENCE REPORT / INCIDENT AND ACCIDENT

REPORT
Nig. CARs 8.5.1.22 (c); 9.6.1.15
Dangerous Goods Occurrence Report
Any type of dangerous goods incident or accident must be reported to the

appropriate Authority of the State in which the incident took place within 72hrs,
irrespective of whether the dangerous goods are contained in cargo, mail,
passenger’s baggage or crew baggage.
- Initial reports may be made by telephone or telefax which must be followed

by a written report.
- The report shall contain all data as far as they are known at the time the
report is made.
- The report must contain the name, title, address and contact number of
the person who made the report.
- Copies of the relevant documents and photographs taken should be attached

to the report.

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9.11.b Undeclared or Mis-Declared Dangerous Goods
Private Airlines Services Ltd. shall report to the Authority any occasion when
undeclared or mis-declared Dangerous Goods are discovered in Cargo or
passengers’ baggage. An initial report shall be dispatched within 72hrs of the
discovery, unless exceptional circumstances prevent this.
9.12 TRAINING OF CREW MEMBERS AND GROUND STAFF FOR HANDLING

DANGEROUS GOODS / TRAINING PROGRAMME & MANUAL
Nig. CARs 9.6.1.14
Crew members, passenger handling staff, and security staff employed by PASL who deal
with the screening of a passengers and their baggage and cargo shall have received
training which covers as a minimum, the areas identified in 9.12.b. of this chapter to a
depth sufficient to ensure that an awareness is gained of the hazards associated with
dangerous goods, how to identify them and what requirements apply to the carriage of
such goods by passengers.
The training ensures that:
a. personnel are able to identify packages marked or labelled as containing

dangerous goods
b. personnel are able to handle occurrences of radioactive contamination,
infectious substances, and poisons in accordance with its procedures.
c. the procedures for handling dangerous goods are adhered to by personnel.
d individuals associated with handling cargo and/or dangerous goods report
hazardous material related incidents correctly.
e. the Pilot in Command notification procedures are followed when carrying
dangerous goods.
f. packages containing hazardous material are inspected to verify damaged.
g. procedures are followed when oxygen generators being shipped.
h. Dangerous Goods (including COMAT) are accepted in accordance with
the Private Airlines Services Ltd.’s laid down procedures.
j. Compatibility of materials restrictions are adhered to by personnel.
The NCAA Dangerous Goods Inspector shall be notified and shall approve any training in
dangerous goods to be given to any Private Airlines Services Ltd. staff. Records of the
individuals who are properly trained to handle dangerous goods shall be maintained.
9.12.b. The subject which shall be covered by Training, refer to table on page 16 below.
9.12.c. PASL shall provide dangerous goods training manuals which contain adequate
procedures and information to assist personnel in identifying packages marked or
labelled as containing hazardous materials.

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9.12.b. The subject which shall be covered by Training
9.12.1 Basic Training - Nig. CARs 8.10.1.10; IS 8.10.1.10
All personnel involved are instructed according to the table in the IATA DGR and the
ICAO Technical Instructions. Operations Manual Part D contains information
concerning the training of all personnel involved.
Note: For refer to DGM Chapter 1.3 – Training of crew members and Ground staff for
Handling dangerous goods”
9.12.2 Recurrent Training
All personnel who require Dangerous Goods Training shall receive recurrent training
within 24 months of previous training. However, if recurrent training is completed
within the final three months of validity of previous training, the period of validity
extends from the date on which the recurrent training was completed until 24 months
from the expiry date of that previous training.
9.12.3 Instructors Qualifications
Instructors of initial and recurrent Dangerous Goods Training programmes must have
adequate instructional skills and have successfully completed a Dangerous Goods
Training programme in accordance with NCAA requirements.
Instructors delivering initial and recurrent Dangerous Goods Training programmes

must attend a recurrent Dangerous Goods Training course not less than once every
24 months from the previous training in dangerous goods.

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9.13 Ground Handling Personnel Including Aeroplane Dispatch Staff

All Ground Handling Personnel and Aeroplane Dispatch Staff shall receive training and
evaluation in the recognition of dangerous goods and the execution of associated
procedures or actions, to include:
a) General familiarisation;
b) Awareness and recognition of undeclared dangerous goods;
c) Labelling and marking;
d) Emergency action.
These items are covered during initial ground training and subsequently in ground
training not less than once every 24mths from the previous training in dangerous goods.
Passenger handling personnel (e.g. GHA's) shall ensure procedures are in place for the
detection and reporting of restricted or dangerous goods in the possession of
passengers or their baggage prior to boarding the aeroplane. Any instance of prohibited
dangerous goods being discovered in passenger baggage shall be reported to the
appropriate Authority of the state of occurrence.
All passenger handling personnel shall be adequately trained to detect or recognise

dangerous goods carried by passengers and records maintained of such training.
9.13.1 Forbidden Dangerous Goods

The Technical Instructions identify some dangerous goods as being forbidden for
transport under any circumstances and all reasonable measures must be taken to
ensure these are not carried.
Refer to DGM chapter 1.1.8 – “Dangerous Goods forbidden in Aircraft under any
Circumstances” for details
9.13.2 Classification of Dangerous Goods

Refer to DGM Chapter 1.1.4.6.2 – “classification of dangerous Goods” for details
9.13.3. a Information Guidance On The Requirements For Acceptance, Handling And

Stowage
1. Private Airlines Services Ltd. shall ensure that Information is provided to all Ground Staff on
the Transportation of Dangerous Goods to enable ground staff carry out their duties with
regard to the transportation of dangerous goods, including the actions to be taken in the
event of incidents and accidents involving dangerous goods.
2. Private Airlines Services Ltd. shall also ensure that appointed Agents are well informed on

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requirement to carry out their duties with regard to the transportation of dangerous goods,
including the actions to be taken in the event of incidents and accidents involving dangerous
goods.
3. Passengers travelling on Private Airlines Services Ltd. Aircraft shall be informed through
promulgation of information as required by the Technical Instructions so that the Passengers
can be advised and be warned as to the types of goods which they are forbidden from
transporting aboard an aircraft.
4. All Shippers with Private Airlines Services Ltd. shall be informed through promulgation of
Information as required by the Technical Instructions so that shippers of dangerous goods are
provided with the information to enable them carry out their responsibilities with regard to the
transport of dangerous goods and the action to be taken in the event of emergencies arising
involving dangerous goods.
5. Private Airlines Services Ltd. and appointed Agents to Private Airlines Services Ltd. shall
ensure that at Acceptance Points, Notices are provided and displayed for cargo with
information about the transport of dangerous goods, including the actions to be taken in the
event of emergencies arising involving dangerous goods.
6. All Private Airlines Services Ltd. Crew Members shall be provided information in the
Company’s Operation
Manual to enable crew members carry out their responsibilities in regard to the transport of
dangerous goods, including the actions to be taken in the event of emergencies arising
involving dangerous goods.
7. Private Airlines Services Ltd. PIC shall be provided Information as early as practicable before
the
departure of the flight, with written information, as specified in the Technical Instructions.
8. The PIC of Private Airlines Services Ltd. shall as soon as the situation permits in the Event of
an
occurrence of Inflight Emergency, as soon as the situation permits, inform the
appropriate air traffic services unit, for the information of the aerodrome authorities, of
any dangerous goods on board the aircraft, as provided for in the Technical Instructions.
9. Private Airlines Services Ltd. in the Event of an Aircraft Incident or Accident, shall Inform as
soon as
possible, the appropriate authority of the State in which the aircraft accident or
incident occurred of any dangerous goods carried; and on request, shall provide any
information required to minimise the hazards created by any dangerous goods carried
In practice, a PASL Ground Personnel, handling agents and other relevant personnel having
passed all the relevant and applicable required training can carry out the procedures for
processing dangerous goods for air transport when applicable.

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9.13.3. b. Acceptance Procedures
Private Airlines Services Ltd. shall not accept dangerous goods for transport until the package,
overpack or freight container has been inspected in accordance with the acceptance
procedures in the Technical Instructions.
Private Airlines Services Ltd. handling staff and any appointed Agent to Private Airlines
Services Ltd. shall use an acceptance check list which will allow for all relevant details to be
checked and Shall be in a format that will allow for the recording of the results of the
acceptance check by either manual, mechanical or computerised means.
No Dangerous Goods (DG) / Hazardous Materials (HM) package that is damaged or leaking shall be
accepted for transport or storage.
9.13.3. c . Inspection For Damage, Leakage Or Contamination
Private Airlines Services Ltd. shall ensure that Packages, overpacks and freight containers are
inspected for evidence of leakage or damage immediately prior to loading on an aircraft or into a
unit load device, as specified in the Technical Instructions.
PASL shall not Load a unit load device on aircraft unless it has been inspected as required by
the Technical Instructions and found free from any evidence of leakage from, or damage to, the
dangerous goods contained therein.
No Leaking or damaged packages, overpacks or freight containers shall be loaded on Private

Airlines Services Ltd. aircraft and Private Airlines Services Ltd. shall ensure any package of
dangerous goods found on aircraft that appears to be damaged or leaking shall be removed and
where applicable shall be removed an appropriate authority or organisation.
Private Airlines Services Ltd. shall ensure that, after removal of any leaking or damaged goods,
the remainder of the consignment shall be inspected to ensure it is in a proper condition for
transport and that no damage or contamination has occurred to the aircraft or its load.
Packages, over packs and freight containers shall be inspected for signs of damage or leakage
upon unloading from an aircraft or from a unit load device and, if there is evidence of damage or
leakage, the area where the dangerous goods were stowed is inspected for damage or
contamination.
9.13.4 Loading Restrictions And Stowage Of Dangerous Goods
i. Private Airlines Services Ltd. shall ensure that packages and over packs containing
dangerous
goods and freight containers containing radioactive materials are loaded and stowed
in accordance with the Technical Instructions.
ii. Passenger Cabin and Flight Deck
Private Airlines Services Ltd. shall ensure that dangerous goods are not carried in an
aircraft cabin occupied by passengers or on the flight deck, unless otherwise specified in
the Technical Instructions.
iii. Cargo Compartments.

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Private Airlines Services Ltd. shall ensure that dangerous goods in the Cargo
Compartments are loaded, segregated, stowed and secured on an aircraft as specified in
the Technical Instructions.
iv. Dangerous Goods Designated for Carriage Only on Cargo Aircraft.
Private Airlines Services Ltd. shall ensure that packages of dangerous goods bearing the
“Cargo Aircraft Only” label are carried on a cargo aircraft and loaded as specified in the
Technical Instructions, and in a manner that a crew member or other authorised person
can see, handle and, where size and weight permit, separate such packages from other
cargo in flight.
v. Stowage
Private Airlines Services Ltd. shall ensure when stowing Packages containing Dangerous
goods, the stowage shall be according to :-
1. Those packages that might react dangerously with other packages shall not be stowed
next to each other or in a position that might allow interaction between them in the
event of a leakage.
2. Those packages containing toxic and infectious substances shall be stowed in

accordance with the Technical Instructions.
3. Those packages containing radioactive materials shall be stowed so that they are
separated from persons, live animals and undeveloped film, and secured in flight in
accordance with the Technical Instructions.
Private Airlines Services Ltd. shall protect and secure any dangerous goods in such a manner
that will prevent any movement in flight that might change the orientation of the packages.
9.13.5. Removal Of Contamination
Private Airlines Services Ltd. shall ensure that any contamination found as a result of the
leakage or damage of dangerous goods shall be removed without delay while any aircraft
which has been contaminated by radioactive materials shall immediately be taken out of
service and not returned until the radiation level at any accessible surface and the non-fixed
contamination are not more than the values specified in the Technical Instructions.
9.14 LABELS AND PACKAGING
9.14.1 General
Private Airlines Services Ltd. shall ensure that dangerous goods are packed as specified in the
Technical Instructions.
The Packing used for the transport of dangerous goods by Private Airlines Services Ltd. shall :
a. Be of good quality and shall be constructed and securely closed so as to prevent leakage
which might be caused in normal conditions of transport, by changes in temperature,
humidity or pressure, or by vibration.
b. Be suitable for the contents. Packaging in direct (Cont.) contact with dangerous goods

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shall be resistant to any chemical or other action of such goods.

c. Meet the material and construction specifications in the Technical Instructions.
d. Be tested in accordance with the provisions of the Technical Instructions.
e. For which retention of a liquid is a basic function, shall be capable of withstanding,
without leaking, the pressure stated in the Technical Instructions.
f. For inner packaging, shall be so packed, secured or cushioned as to prevent their breakage
or leakage and to control their movement within the outer packaging(s) during normal
conditions of air transport. Cushioning and absorbent materials shall not react dangerously
with the contents of the packaging.
g. Not be reused until it has been inspected and found free from corrosion or other damage.
Where packaging is re-used, all necessary measures shall be taken to prevent
contamination of subsequent contents.
h. If because of the nature of their former contents, unclean empty packaging may present a
hazard, they shall be tightly closed and treated according to the hazard they constitute.
i. No harmful quantity of a dangerous substance shall adhere to the outside of packages.
9.15 FLIGHT CREW Nig. CARs 8.10.1.33 (b)(4)
All flight crewmembers receive training and evaluation in the recognition of dangerous
goods and the execution of associated procedures or actions, to include:
a) Prohibited goods and exceptions;
b) Labels and identifications;
c) Recognition;
d) Duties and responsibilities.
These items are covered during initial ground training and subsequently in ground
training not less than once every 24 months from the previous training in dangerous
goods (see Operations Manual Part D).
9.16 CABIN CREW

Nig. CARs 8.10.1.34 (b)(4); IS: 8.10.1.24 (5); IS: 8.10.1.33 (7)
The Cabin crewmember training syllabus for dangerous goods includes general
awareness, recognition and emergency action. Such training is included in initial, re-
qualification and recurrent training set out in Operation Manual Part D (Cabin Crew
Training) at intervals not less than once in a 24-month period and shall include:
a) General philosophy;
b) Prohibited goods and exceptions;
c) Limitations;
d) Labelling and marking;

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e) Recognition of undeclared dangerous goods;
f) Provision for passengers and crew;
g) Emergency procedures including leaking and spillage of suspected dangerous
goods.
9.17 WEAPONS AND AMMUNITION
Ammunitions are dangerous goods and are not to be transported by Private Airlines
Services Ltd., except as outlined in the DGM. Refer to DGM chapter 1.2.

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SERVICES LTD Security ISSUE 1
CHAPTER 10 – SECURITY
TABLE OF CONTENTS
10.0 Security…………………….. …………………………………..………… 3
10.1 Preventive Security Measures, Searching & Guarding………………. 5
10.2 Control of Access…………………………………………………………. 11
10.3a Flight Crew Compartment Door- Security Procedure…………………. 13
10.3b Flight Crew Compartment Doors – Additional Security Procedures…. 13
10.4 Guideline for Handling Disruptive Passengers…………………………. 13
10.5 Bomb Threats and Assessment………………………………………….. 16
10.6 Crime on Board…………………………………………………………….. 17
10.7 Hijack Procedures………………………………………………………….. 18
10.8 Response By PASL – Crisis Management………………………………. 19
10.9 Security Incident & Incident Reporting……………………………………. 20
10.10 Instructions, Forms, Questionnaire, Search……………………………… 24

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10.0 SECURITY PROGRAMME
10.0.1 An Aircraft Operator Security Programme. Nig.CARs 17
Complying with Standard 3.3.1 of Annex 17 to the Chicago Convention, as well as

Carriage by Air Order of 1953 (Warsaw Convention 1929), Civil Aviation Act CAP51
Laws of the Federation of Nigeria 1990 as amended in 1999 and the Nigerian Civil
Aviation Authority (Establishment) Act No. 49 1999, replaced by Civil Aviation (Aviation
Security) Regulations 2006, respective implementing regulations and IOSA Security
Management System. PASL has established and implemented this written
Security Programme in order to meet the requirements prescribed by the Civil Aviation
Act 2006 – Civil Aviation (Aviation Security) regulations 2006 in compliance with the
National Civil Aviation Security Programme (NCASP), issued by the Nigerian Civil
Aviation Authority (NCAA).
Private Airlines Services Limited (PASL) Security Manual describes general PASL policies
related to security measures implemented within all PASL departments, including outside
stations, in order to prevent acts of unlawful interference, committed on ground and on board
of PASL aeroplanes.
The primary objective of PASL Security Programme is to assure the protection and
safeguarding of passengers, crew, ground personnel, the general public and facilities of
airports serving international civil aviation, against acts of unlawful interference perpetrated
on the ground or in flight. This is carried out through a combination of measures and the
marshalling of various human and material resources. The implementation of the security
policy is based upon the definition of security measures regarding each of the pre-flight and
in-flight stages.
PASL Security Programme supplies PASL flight crew members, ground operations
representatives and other involved in the company operation, with the necessary procedures
to safeguard its aircraft, ground premises and staff against the practice of acts of unlawful
interference.
Another focus within PASL security policy is to ensure that security is always in conformity
with the principle that the scale of security measures is adequate to meet threats.
PASL Security Programme describes the means and methods by which PASL complies with
standards as described in the National Civil Aviation Security Programme (NCASP).
However, it may also be necessary to comply with security regulations and legislation of
other States into which PASL operates.

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10.0.2 Definitions
10.0.2.1 Bomb Threat

Threat in written or verbal form that a bomb or other explosive device is placed in, near or
around the aeroplane or its support equipment or in the baggage or the equipment on the
aeroplane.
10.0.2.2 Hijacking
Any action, either directly through a passenger or by means of a threat, to re-direct the
aeroplane from its intended route and/or force the aeroplane to land at an aerodrome or in a
country other than the intended one.
10.0.2.3 Sabotage
Any action (hidden or open) against aeroplanes, crew, passengers, baggage and equipment
that might present a hazard to, or, prevent the regular execution of a planned flight
operation.
10.0.2.4 Security/Security Control

A combination of measures, human and material resources intended to safeguard civil
aviation against acts of unlawful interference.
Ref: DGM Chapter 0.18 - ‘Definitions’ for further details’

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10.1 PREVENTIVE SECURITY MEASURES, SEARCHING AND GUARDING
10.1.1 Introduction
PASL will apply the procedures established by the competent Airport Authorities.
All PASL staff working at airports shall:
- Wear the appropriate airport security pass in a visible place, at all times while
on duty.
- Challenge or report to appropriate authority all persons in security restricted
areas that do not display valid identification.
- Challenge or report to the appropriate authority all unauthorized vehicles that
are observed in security restricted areas.
Security measures currently place more reliance on airlines to maintain the security of their
aeroplane whilst on the ground.
The primary objective of aeroplane security is to prevent unauthorised persons from

boarding the aeroplane, and to prevent objects being placed on board that may pose a
security threat or risk to the safety of those on board. The Commander retains the right and
responsibility to refuse to carry any person, shipment or baggage with which he/she is not
satisfied.
All crew baggage should normally carry an identification label giving full name and
description of the crewmember. Crewmembers must not leave their baggage unattended at
any time and must not accept for carriage any parcels from third parties. Any sealed
package belonging to a crewmember shall at all times be carried by the crewmember
concerned onto the aeroplane personally. He/she shall not entrust the package to any other
crewmembers. All firearms are prohibited on board all aeroplanes. It is possible to have
firearms transported separated from the person who carries it e.g. in the cargo hold, of the
aeroplane.
All originating passengers and their cabin baggage are subjected to screening prior to
boarding an PASL aeroplane. All passenger baggage to be loaded on board the aeroplane
must be assured to match the passengers on board and should not be left unattended
and/or accessible prior to loading.
Access to PASL aeroplanes is strictly limited to authorised personnel only. The purpose of
these procedures is to ensure that nothing is taken onboard the aeroplane that could
threaten the aeroplane, crew and passengers on subsequent flights. It is the responsibility
of, and remains in the interests of, all the crew to ensure that their aeroplane is safeguarded
during turn-rounds and when left unattended.
At present, many overseas aerodromes do not have the same standard of personnel
screening as the EU or USA. Consequently, there can be no certainty that persons
approaching or boarding the aeroplane are not carrying prohibited items. There may also be
different, and in some cases extra, security procedures introduced at European and
American aerodromes. The GHA's advice should be sought at all times.

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Whilst there may be different threat levels in different countries, to ensure that the
appropriate level of security oversight is maintained and that there exists absolute clarity on
the requirements, one set of procedures have been developed to meet all threat levels up to
'Substantial'. The following procedures have been produced in accordance with Nigerian
security regulatory requirements and are consistent with corporate expectations.
Either an aeroplane security check or security search shall be performed on the aeroplane at
the originating location of international flights, based on the security risk assessment
accomplished by PASL and/or State of flight departure.
A written record (Security Certificate) following any spot security search or check shall be
completed and signed by the Commander and an accredited security representative
conducting the search on international flights, in duplicate with the original copy retained by
the flight crew in the flight envelope and returned to Lagos.
A further copy should be retained in the flight file at the station of departure and/or at PASL's
office.
When approaching the aeroplane during walk-around checks, flight crew must be sensitive
to any unusual activity, persons not displaying airside passes and/or unattended
baggage/cargo on the ramp. Any baggage/cargo found unattended must be reported to
ground personnel supervision so that the security integrity of such dead load can be verified.
Other security concerns must be reported to either the GHA supervisory representation, or to
the Security Duty Manager.
PASL has produced a Security and Bomb Search Checklist of the procedures to be followed
in searching the aeroplane type for concealed weapons, explosives, or other dangerous
devices (Ref: Appendix 14 Security Manual – ‘Aircraft Security checklist’ and Chapter 14
‘forms ‘of this manual).
Ref to Chapter 3.0 ‘Aircraft Security’ for further details.

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10.1.2 First Flight
Where the aeroplane has been out of service for a period, and is being brought into service,
it is to have a full security search, as specified in Chapter 3.1.1 Security Manual ‘Search of
an Aeroplane Not in Service’ , immediately before the first flight of the day, whether or not
security seals have been fitted.
The Flight Deck and exterior search is carried out by the flight crew, who will examine the
interior of holds, external equipment bays, inspection panels, and undercarriage bays.
Access panels and doors protected by an unbroken security seal or have not been found
locked with the aeroplane keys, or which cannot readily be reached from the ground or
opened without specialised knowledge or tools, need not be searched.
Security searches may not be performed until service providers, i.e. cleaners and caterers,
have disembarked the aeroplane.
Ref to Chpt 3.0 Security Manual – ‘Aircraft Security’ for further details.
10.1.3 For all Turn-Arounds
On arrival at destination, the cabin needs to be checked to make sure that there is nothing
left on board that could threaten the safety of the aeroplane. Lockers, toilets and under-seat
areas must be visually inspected.
Security checks on turn-around and transit flights may be conducted whilst service providers
are on board but, in such circumstances, the providers must be under supervision while they
are in any area that has been checked.
Prior to departure a security check should be completed at the discretion of the Commander
in accordance with the procedures in Chpt 3.1.3 Security Manual – ‘Checking Passenger
Aircraft’.
Prior to departure and embarkation of any passenger(s), all crewmembers should remain
vigilant with regard to control of access to the cabin area by service partner and other
personnel. In the unusual circumstance where the aeroplane is left unattended for a period,
the crew must ensure that doors and holds are closed, ensuring steps or air-stairs are
removed/retracted and the aeroplane doors locked as per the recording procedure (Chpt
3.2.1 Security Manual- ‘Protection of the aircraft on the ground’. This task can be delegated
where appropriate.
Ref to Chpt 3.2 Security Manual – ‘Protection of Aircraft’ for further details.

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10.1.4 Transit Stops (where applicable)
During transit stops, crew must ensure that passengers who remain on board positively
identify their hand baggage and distinguish unknown objects and/or packages.
Ref to Chpt. 4.1.2 Security Manual – ‘Passenger in transit flight’ for details.
Prior to departure from transit stations, crew must check toilets for packages, notes, graffiti
on mirrors, etc. Once catering and cleaning of the aeroplane have been completed, crew
must check galley areas to ensure that nothing appears out of place or unusual.
Flight crew must check the Flight Deck, if it has been left unattended during any period of the
transit stop.
10.1.5 Night Stopping Aeroplane
The disembarkation check following the last flight on the aeroplane will include a check that
passengers have not left anything behind.
An aeroplane parked on the ramp should, as far as possible or feasible, be parked in a well-
illuminated area and away from gates and fencing. When the aeroplane is left unattended,
the doors are to be closed and key-locked.
During night stops abroad, all doors and hatches have to be key-locked. If any lock is found
tampered with a full security search of the aeroplane has to be carried out.
A full security search is required prior to the boarding of the passenger(s) after an extended
downtime for the departure using the Security & Bomb Search Checklist (Ref: Appendix 14
Security Manual- ‘Aircraft Security checklist’/Chapter 14-‘forms’).
Ref: Chpt.3.2.3 Security Manual- ‘Night stop seals for further details’
10.1.6 Suspect Items

If a suspect item is found, clearly mark its location and:
a) Check whether colleagues have seen it before;
b) Ask an engineer or member of ground personnel if they know what it is.
If the item cannot be identified, it should not be touched; others should be prevented from
touching it, the area should be cleared and the Commander or ground personnel should be
asked to call security. On no account must a suspicious object be touched or moved.
10.1.7 Security Search Requirements
A security search is a physical and visual examination of all parts of the aeroplane.
The flight crew will carry out a security search of the Flight Deck and aeroplane exterior,
examining the interior of holds, external equipment bays, inspection panels, and

PART A 10 11-09-2019

undercarriage bays. Access panels and doors protected by an unbroken security seal, lock
or which cannot readily be reached from the ground or opened without specialised
knowledge or tools, need not be searched.
The Flight Crew will also search the following areas:
The galley, passenger cabin, toilets (inspecting inside and behind removable toilet panels,
stowage's and bins), seats (if possible by type, removing seat cushions to check
underneath), seat pockets (the pockets should be opened and items removed to enable an
inspection of the pocket. It is not required to rummage deep in to the contents of the pocket),
seat trays, lifejacket stowage's (lifejacket stowage inspection requirements are detailed in
Chpt 10.1.9), safety equipment lockers, overhead lockers, and all other cabin storage areas.
It is important that a systematic approach is adopted to ensure there is no confusion over the
areas searched. It is the commander's responsibility to ensure the security search
requirements are met.
A security search may not be performed until all service providers (i.e. cleaners and
caterers) have disembarked the aeroplane. However, any service providers that require
access to the searched area (e.g. to deliver top up items) must be kept under constant
observation.
A security search must be carried out:
a) On the first flight of the day;

b) If the aeroplane has been left unattended, or out of service, for a prolonged
period;
c) If there is evidence of doors/hatches being opened (i.e. locks tampered with
or breached);
d) If a prohibited/suspicious item is found on board;
e) If unauthorised access to any part of the aeroplane is suspected;
f) When an aeroplane has been in a controlled area before it enters a Restricted
Zone (RZ);
g) If the Commander considers a search to be necessary.
10.1.8 Security Check Requirements
A security check is a visual and physical inspection of lockers, seat pockets (by opening
the seat pocket and visually checking the contents It is not required to rummage deep in to
the contents of the pocket), looking under seats, looking inside stowage's, galleys, and
waste bins. Particular attention should be made in checking toilet areas. Lifejacket stowage
inspection requirements are detailed in Chptr 10.1.9.
The Commander will allocate areas to be checked. It is important that a systematic approach
is adopted to ensure there is no confusion over the areas checked. It is the responsibility of
the Commander to ensure that the security check requirements are met. If cleaners are still
on board the aeroplane then parts of the cabin that have been cleaned may be checked with
cleaning in progress, working first within the area cleaned towards the area being cleaned,
behind the cleaners. Any cleaning or catering personnel accessing the checked area must
be kept under constant observation.

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Normal flight crew walk-around procedures during turn-arounds meet the requirements of a
security check.
A security check must be carried out prior to all departures when a security search is not
required. In addition, a security check must be completed following the last flight on that
aeroplane.
10.1.9 Life Jacket Stowages
On operations to, or from, the US to/from Europe, the US TSA require (under TSA
'Emergency Amendment 9J') that 100% of life jackets are to be searched. Providing life
jacket stowages are transparent and fitted with tamper-evident, sequentially numbered
seals, then the security check may be confined to examination of the seal only. A log of all
life jacket security seals, detailing serial numbers, should be kept on board the aeroplane at
all times.

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10.2 CONTROL OF ACCESS

10.2.1 Security Pass
All personnel must wear their ID cards clearly visible on the outside of their clothing
when on duty.
An ID card does not entitle the holder access to airside when not on duty. ID cards may be
graded to limit access to certain sensitive areas of the aerodrome to those employees with a
legitimate reason for being there (e.g. certain terminal areas, hangars, restricted zones, etc).
The ID card may be issued by the aerodrome at which the crewmember is based, or by
PASL. This card may be acceptable at other aerodromes they are visiting on a temporary
basis, but if a prolonged stay is intended, the security unit at the new aerodrome should be
consulted. The ID card must not be lent, or disposed of in any manner.
It is the individual's responsibility to ensure that his ID card is valid and not time expired.
Loss or theft of an ID card must be reported to the Head of Security/ General Administration,
the appropriate Airport Manager, and the issuing Authority at the earliest possible
convenience. If away from base, this should be initiated through the GHA. In all cases, a
report should be provided to the Head of Security/ General Administration.
10.2.2 Crew Baggage
Continuous supervision of the crew baggage is the responsibility of every crewmember. For
security reasons, crew baggage, which has been left unattended, must be re-checked by the
respective crewmember before loading on board the aeroplane.
10.2.3 Aerodrome Access Control
In order to sustain a satisfactory level of vigilance at aerodromes, persons with access to

airside areas (and issued with security ID passes) are at all times responsible for making
their contribution to aerodrome security. All personnel issued with security ID passes should
receive a briefing (normally provided by the pass issuing authority) as soon as possible after
joining PASL and being provided with a security ID pass.
There can be no certainty that persons approaching or boarding the aeroplane are not
carrying prohibited items. There may also be different, and in some cases extra, security
procedures introduced at some European and American aerodromes. Local GHA managers
will be able to advice on the requirements.
10.2.4 Controlling Access to Aeroplane
Until the aeroplane doors are closed for take-off, access to any aeroplane that has been
searched or checked, is controlled by the appropriate aerodrome security (or contracted
security) personnel while it remains in a Restricted Zone (RZ) at that aerodrome. Company
personnel or security personnel under contract to PASL should check that only authorised
persons, crew of the aeroplane, persons seeking access as part of a statutory duty, may
gain access to the exterior or the interior of the aeroplane.
It is the crew's responsibility when they are on board to safeguard their aeroplane from
unauthorised access. ID cards or boarding passes of all persons boarding the aeroplane are

PART A 10 11-09-2019

to be checked. Any person boarding the aeroplane who is not displaying an ID or is acting in
a suspicious manner should be denied access, and the incident reported to the Commander.
A crewmember must attend the vicinity of all cabin doors that are open.
Ref to Chpt. 2.0 Security Manual – ‘Airport Security’ for further details
10.2.5 Aeroplane Maintenance Areas
Some Company maintenance areas are outside the RZ in a controlled area. Normally,
access to the airside areas will be controlled by security gates and access control points,
and by engineering personnel who must challenge unauthorised persons entering the
maintenance area. Parked aeroplanes should have their holds and doors closed and steps
removed.
When an aeroplane is to enter passenger service from a maintenance area this should be
confirmed to persons responsible for aeroplane searching and the flight crew should be
advised that the aeroplane has either been searched, or requires searching.
Ref to Chpt. 13.0 Security Manual – ‘Air Carrier Maintenance, Handling stores and supplies’
for further details.’ for further details
10.2.6 Aeroplane Doors and Hatches
Aeroplane doors shall not be opened after the aeroplane has left the parking position. If
requested via radio to open any aeroplane door or hatch outside the parking area, the
aeroplane shall return to the parking position and the doors only opened there. If any doors
or hatches are opened forcibly, ATC shall immediately be informed and the aeroplane must
return to the parking position for investigation.
10.2.7 Security of Catering Supplies
Ref to Chpt. 9.0 Security Manual – ‘Air Carrier catering’ for further details

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10.3a. FLIGHT CREW COMPARTMENT DOORS - SECURITY PROCEDURES
Nig. CARs 9.4.1.6
The flight crew compartment door on PASL aircraft shall be capable of being locked from within
the compartment in order to prevent unauthorised access. Cabin crewmember shall use the
approved means to discreetly notify the flight crew in the event of suspicious activity or security
breaches in the cabin. PASL aeroplanes are equipped with an approved flight crew compartment
door, that is designed to resist penetration by small arms fire and grenade shrapnel, and to resist
forcible intrusions by unauthorised persons. This door is capable of being locked and unlocked
from either pilot’s station. For aeroplanes equipped with such a door, the door shall be closed and
locked from the time all external doors are closed following embarkation until any such door is
opened for disembarkation, except when necessary to permit access and egress by authorised
persons. The door shall be provided with a means for monitoring from either pilot’s station the
entire door area outside the flight crew compartment to identify persons requesting entry and to
detect suspicious behaviour or potential threat.
10.3.b FLIGHT CREW COMPARTMENT DOORS – ADDITIONAL SECURITY

PROCEDURES
The door shall be closed and locked from the time all external doors are closed following
embarkation until any such door is opened for disembarkation, except when necessary to
permit access and egress by authorised persons; and the Flight Deck Door shall have
means provided for monitoring from either pilot’s station the entire door area outside the
flight crew compartment to identify persons requesting entry and to detect suspicious
behaviour or potential threat.
10.3.c The above in 10.3.b must be adhered to if maximum takeoff mass is above 45000 kg
or passenger capacity above 60.
10.4 GUIDELINES FOR HANDLING DISRUPTIVE PASSENGERS
Ref to Chapter. 4.1.6 Security Manual – ‘Disruptive Passengers’ for details and Chapter
4.1.7 ‘Unruly/ Disruptive passengers policy and actions’
10.4.1 ACT OF UNLAWFUL INTERFERENCE / Disruptive Passengers
PASL and the PIC shall following an act of unlawful interference on board an aircraft submit
a report immediately on the incident to the local Authority and the NCAA without delay.
PASL incident reporting procedure requires that immediate notification be made whenever
there are following situation:
a. the discovery of an unauthorized firearm other than an unloaded

firearm allowed under the security programme of an aircraft operator;
b. the discovery, at the aerodrome, or on board an aircraft, of an

explosive substance or an incendiary device or a suspected explosive
substance or suspected incendiary device;
c. refusal by a person to submit to the required security screening;

PART A 10 11-09-2019

d. refusal by a person to remove himself and his goods from a restricted

area when so ordered by an aviation security officer;
e. a report of unattended baggage located in the airline’s area of responsibility;
f. a report of suspicious packages, articles or goods in the airline’s area

of responsibility; or
g. an act of unlawful interference on board an aircraft;
h. a hijacking or attempted hijacking of an aircraft;
Any incident involving a disruptive passenger shall be recorded on the relevant form
contained in Appendix 11 Security Manual – ‘passenger Disturbance Report’ and Chptr 14 of
this Manual – ‘forms’
10.4.2 Types of Offences
(a) Offences that are subject to the Tokyo Convention:
These are very serious offences which could endanger the safety of the aeroplane e.g.
unauthorised Flight Deck entry, attempting to open exit doors, failure to follow directions of
the Commander or cabin crew, smoking in lavatories, threatening with intent to cause bodily
harm, abuse of alcohol, sitting on door bustles and unauthorised use of electronic devices.
(b) General offences which contravene the common law of the carrier's
jurisdiction:
These are offences that do not directly affect the safety of the aeroplane. Examples are
indecent assault (crew and passengers), threatening/abusive behaviour, theft, public order
offences, smoking in unauthorised zones (other than lavatories) etc.
10.4.3 The Role of the Commander
When an incident occurs on board an aeroplane, the Commander has the ultimate authority
in respect of that incident. The Commander should ensure that his crew have filled out the
required documentation, assist with the collection of data, and ensure that witness
statements are made upon arrival. All crewmembers must be prepared to help with
prosecution and internally with the aftermath of the incident.
The Commander should be fully aware of the powers bestowed upon him by the Company
(under the Tokyo Convention of 1963) to assess and deal effectively with disruptive
behaviour on board and that the Company will give him full backing anytime these powers
are legally used.
The Commander should consider restraint of any passenger whenever he assesses that a
situation shall in any way affect either the safety of the aeroplane, its passengers or crew.

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10.4.4 Giving Evidence
Evidence and court preparation are very important factors for the successful prosecution of
criminal charges. It is also important that employees are aware of the process that follows
after an incident is over and the culprit(s) are taken away.
Evidence comes in all types and forms and all of it could have a great effect on how the
court reaches their decisions. There are basically three types of evidence:
a) Circumstantial Evidence — (for example, a passenger is seen leaving a

smoke filled toilet but they were not actually seen smoking);
b) Real Evidence — (for example, a passenger is seen throwing down a

cigarette end, this if kept, will be real evidence, something the court can
actually see);
c) Best Evidence — (you could just describe the cigarette end but the court
can put much more weight on it if they actually get to see it, that is the best
evidence).
When testifying in court, witnesses should state what they personally observed and may be
asked to repeat some of what they heard. Rather than relate that "he was rude or abusive", it
would be much more helpful if the witness was able to repeat the exact or explicit words
used.
Witnesses may be asked to testify some time after the event takes place so it is important
that the original notes are kept. This will allow the witness to use the notes in court to refresh
their memory for relevant details.
Ref to Chptr. 4.3 Security Manual – ‘legal Aspects’ for further details
10.4.5 Training Requirements

Ref to Chpt 12.0 Security Manual – ‘Staff Recruitment and Training’ for details.

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10.5 BOMB THREATS AND ASSESSMENT
Definition of Bomb threats
A bomb threat can be defined as Any act or communique intended to disrupt the operation
of, or bring discredit to, a targeted company / agency whether an explosive Devices exists or
not.
All threats are an offence under the Criminal Law. It is Company policy to liaise with the
police, or law enforcement agency in the country of operation, with a view to achieving
prosecution in appropriate cases.
The action taken in respect of a bomb threat against aeroplanes, Company property, or
ground installations, depends entirely on the assessment of the threat.
The majority of 'bomb warnings' are of a non-specific nature and rarely refer to an individual
flight or location. They are usually made by anonymous telephone callers, and the greatest
encouragement to such persons is publicity of any kind. It is normal Company policy to keep
such warnings confidential, to avoid any tendency towards sensational reporting and to
dissuade the news media from giving the events any publicity.
Nigerian legislation requires PASL to notify the local security or aerodrome authorities when
a bomb threat is received. Many aerodromes and Civil Aviation Authorities have the power to
delay and search an aeroplane, regardless of the wishes of the operator. In some countries
the authorities require ATC to pass any warnings to airborne aeroplanes, in other
jurisdictions the matter is left entirely in the hands of the operator. Where an aeroplane
which is the subject of such a warning is airborne, the airline alone has the responsibility for
assessment of the threat and the response to it.
Bomb warnings are usually anonymous and communicated on the telephone. Written
warnings are rare. Bomb warnings are usually intended to cause a nuisance, but they may
give warning of an act of terrorism or criminal intent. Each warning must be assessed to
determine its significance and the risk it represents, so appropriate measures may be
implemented.
Telephone bomb warnings may be received by aerodromes and airlines, either directly from
the people issuing the warnings or from intermediaries, press agencies or the media, for
example. In either case, recipients should endeavour to obtain as much information as
possible about the warning, to facilitate assessment of it and identification of the person
issuing it.
Ref to Chapter 14.2.7 Security Manual – ‘Bomb Threat’ for further details.

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10.6 CRIME ON BOARD
10.6.1 Policy
If a crime is committed on board between "doors closed" and "doors opened", the
Commander is responsible for ensuring that action is taken to protect lives, the aeroplane
and cargo, plus safeguarding necessary evidence.
In urgent cases, the Commander may arrange a preliminary inquiry until official personnel
(police etc) take control. Should he consider it necessary, and with the agreement of the
owner of the property, the Commander may instigate a search of clothes and belongings to
safeguard pieces of evidence.
If there is any special risk, the Commander has the authority to detain any person on
suspicion of having committed an offence. He must hand over the suspect together with any
evidence to the law enforcement authorities at the destination.
Written reports by the Commander and any witnesses must be submitted to the authorities
as soon as possible. He must also advise PASL representative as soon as possible, if away
from Lagos.
10.6.2 Reporting
The Commander shall notify the next landing place in advance if he/she considers a crime
has been committed on board the aeroplane.
After landing, he/she must report the case to the local police authorities. The Commander
shall fill in a report form, as appropriate, detailing the actions taken. A copy of this report will
be forwarded to the GM Aviation Security, for transmission to the authorities.

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10.7 HIJACK PROCEDURES

Unlawful seizure of or interference with an aeroplane in service is a serious crime.
10.7.1 Company Policy
The safety of passengers and crew is paramount.
This can best be achieved by complying with demands, by not surrendering and by avoiding
conflict on the aeroplane. It is true that there have been some cases where lone, mentally
disturbed hijackers have been overpowered. However, in the case of well-armed "terrorist
type" hijack teams, with some members remaining unidentified amongst the passengers,
any attempt to resist or overpower the hijackers on the aeroplane must be recognised as
being excessively dangerous.
The Commander's normal authority and responsibility for the safety and welfare of his
passengers, aeroplane and crew continues even in the event of unlawful interference. His
actions should take account of the demands of the hijacker insofar as they do not place
passengers and crew in unnecessary danger.
Commanders and their crew have powers of arrest in respect of criminal activity on board
their aeroplane. However, this power should only be exercised if it is clearly safe to do so.

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10.8 RESPONSE BY PASL - CRISIS MANAGEMENT
On receipt of information that an aeroplane hijack, the response of management

should include:
a) Activate the Emergency Response Centre (Seattle Room);
b) Initiation of emergency alert communications. Inform appropriate government

departments, airport authorities and police forces as appropriate, and provide
for communications with overseas authorities when the incident occurs outside
Nigeria;
c) Identifying the passengers and crew on board the hijacked aeroplane, their
number, names, where they joined the flight, and so far as possible, their
identity and nationality;
d) Collating information on the crewmembers, their time on duty and their
experience overall and experience of the aeroplane type and the area involved;
e) Establishing the status of the aeroplane involved, its serviceability, fuel state
and the support services (food, water, toilets, etc.) on board;
f) Be prepared for a lengthy deployment and ensure that all personnel involved in
the response are able to take adequate rest;
g) Verify that all procedures are co-ordinated with the requirements documented in
the Emergency Response Plan.
Refer to Chpt. 14.3 Security Manual – ‘Crisis Management Centre’ for further details.
10.8.1 Extortion Demands
Extortion demands (other than those connected with bomb threats or hijacks) will be
referred to the police by senior management.

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10.9 SECURITY INCIDENTS AND INCIDENT REPORTING

10.9.1 Introduction
The Security Manager must be informed of all incidents which may have a bearing on the
security of PASL. This includes incidents involving other airlines and security
incidents or alerts at aerodromes.
Such information should be passed to the Security Manager by signal, telephone or

memorandum, bearing in mind the urgency and confidentiality, as soon as possible using the
Aviation Security Incident Report Form (see Appendix 31 Security Manual and Chpt. 14
‘Forms’ of the manual, Appendix M).
In the case of sabotage or hijack incidents involving any airline, Operations Control, Lagos
must be kept fully informed by telephone or high priority signal. Situations and events
throughout the world are being constantly reviewed in order to assess their effect on aviation
security. It is possible for certain events to create a situation likely to provoke action on
behalf of terrorists.
Although not all such incidents will result in the need for extra security measures to be
enforced, existing security measures must be stringently applied at all times. When a
security alert is in force, the Security Manager will issue advice to affected stations to review
current security procedures and implement further security measures as appropriate.
10.9.2 Reportable Incidents

REPORTING TIMELINES OF INCIDENTS TO THE NCAA
Incident Type Immediate 24 Hrs 7 Days

1 Hijack of NCAA Registered Aeroplane or Vessel V
Hijack of foreign aeroplane or vessels (destination NCAA) V
Attacks against aeroplanes
Discovery of firearms and ammunition V
Discovery of weapons other than firearms V
Discovery of explosives V
Unauthorised access to Restricted Zone V
Unauthorised access to aeroplane V
Attacks against aerodrome V
Attacks against aeroplane V
Bomb Warnings
SPECIFIC V
NON SPECIFIC V
VAGUE V

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Disruptive Passengers (Air Rage) - See Appendix B/C
10.9.3 Objectives of the Incident Reporting System
To rationalise the reporting of security incidents by:
a) Ensuring that the appropriate personnel/departments/authorities are provided

with timely reports following security incidents which could, or may adversely
affect the Company;
b) Ensuring that reports of security incidents that are required by legislation to be

reported are transmitted correctly and within laid down time scales;
c) Ensuring that incidents are reported correctly so that remedial action may be
taken;
d) Enabling the Company to obtain an overview of the frequency, and trends, of

security incidents and criminal activity.
10.9.4 Duty to Report Security Incidents
PASL personnel must report any incident, which may adversely affect the security of the
airline. For this purpose a reportable incident is defined as:
Any security related incident/event considered by the originator to be sufficiently serious to

prejudice the security, safety or reputation of the Company.
It is the responsibility of every personnel member, and every member or personnel of

contracted companies, to report any incident that they consider may adversely affect the
security of the Company, as defined above.
Local line management must also ensure that contractors and their personnel are regularly
briefed on the Company's security requirements.
Where an immediate response is considered necessary (Group 'A'), reporting

communication should be by the most expedient means available. If the event is less serious
(Group 'B') and not requiring an immediate response, or if the report is taking place after the
event, flight crew may wish to make a report via the Aviation Security Incident Report Form
or the Air Safety Report (Appendix 32 Security Manual and Chapter. ‘Forms’ of this manual).
10.9.5 Incident Grouping (Groups 'A' and 'B')
Incidents have been separated into two groups, examples of which are outlined
below.
Group 'A' contains those incidents/events that require immediate reporting;

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Group 'B' lists incidents that require reporting within the time frame of the current
operational duty/shift or working day.
Group 'A'
These incidents MUST be reported immediately and by the fastest means available. Written
report to follow within the time frame of the current operational duty/shift or working day, by
means of signal, Aviation Incident Report Form, ASR, or other written report, either by hand
or faxed to the Security Manager:
a) Attacks against Company aeroplanes or the Company's premises;
b) Bomb threats;
c) Other threats (e.g. extortion/letter threats);
d) Kidnapping of any Company's employee(s);
e) Injury to passengers or any Company personnel, as a result of a security
incident;
f) Discovery of explosives, explosive devices, detonators or incendiary devices;
g) Any discovered breach of security processes, after departure of the
aeroplane;
h) Theft (or discovery) of firearms, including weapons and/or sporting weapons;
i) Theft from or of, valuable cargo, cargo being given security
j) Security related incidents involving violent or abusive passengers;
k) Unauthorised access to Company aeroplanes
l) Hostile media activity
m) Security related incidents involving ‘prominent people’;
n) Civil unrest in the area of PASL line stations.
Note: The above examples DO NOT represent an exhaustive listing.
Group 'B'
These incidents MUST be reported within the time scale of the operational shift or working
day, normally by means of signal, ASR, or other written report.
a) Suspicious or malicious damage to aeroplanes (Group A incident if the

aeroplane is about to depart);
b) Unauthorised access to Company controlled areas;
c) Illegal access to other areas used by the Company;
d) Arrest of any Company employee;
e) Incidents (or arrests) involving security personnel (including contract security
personnel);
f) Threats against any Company personnel ;
g) Theft from, or of, diplomatic mail, uniforms, ID documents or passes;

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h) Theft or misappropriation of any Company documents (e.g. boarding cards,

tickets, etc.);
i)Incidents involving failure to meet laid down procedures concerning:
i. Screening of passengers or cabin baggage;
ii. Screening of hold baggage;
iii. Screening of crew and baggage;
iv. Protection of baggage;
v. Passenger baggage reconciliation - treated as Group 'A' if aeroplane
has departed;
vi. Document Checks (Visas and Passports, etc.).
j) Security related incidents involving:
i. Malpractice by Company personnel;
ii. Senior personnel (manager or above);
iii. Fire on Company premises;
iv. Malicious damage to Company
premises or property.
k) Theft from, or of:
i. Passengers baggage (generally reported ONLY to Baggage

Tracing/Lost & Found who will initiate appropriate reporting action);
ii. Company property.

Note: The above examples DO NOT represent an exhaustive listing.
10.9.6 Incidents which are Categorised as a Criminal Offence

All personnel should be aware that the following are criminal offences
a) Making false statements about baggage, cargo or stores;
b) Making false statements about identity documents;
c) Unauthorised presence in a restricted zone at an aerodrome;
d) Remaining in a restricted zone after being requested to leave;
e) Unauthorised presence on an aeroplane;
f) Remaining on an aeroplane after being requested to leave;
g) Intentional obstruction of a person exercising powers conferred by
Nigerian law.

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10.10 INSTRUCTIONS, FORMS, QUESTIONNAIRE, SEARCH
10.10.1 Instructions for Answering a Bomb Threat Call
Refer to Chpt. 14.3.1 Security Manual – ‘Action By recipient of a Bomb Threat Telephone
call’ for further details.
10.10.2 Smoking Violation - Sample - Final Warning
Refer to Appendix 11 Security Manual – ‘Attachment III to Appendix II – Smoking Violation’

and Chpt. 14 ‘Forms’ of this Manual.
10.10.3 Violation Unacceptable Behaviour on Board this Aeroplane
Refer to Appendix II Security Manual – ‘Attachment II to Appendix II - Violation’ and Chpt. 14

‘Forms’ of this Manual.
10.10.4 Sample PRIVATE AIRLINES SERVICES LIMITED Warning Violation
Your behaviour appears to be in violation of [Country] law. If you fail to control your actions,
police authorities will be notified and requested to meet this flight.
This is a warning that [Country] law prohibits the following:
a) Assaults, threats, intimidation or interference with a crewmember in

performance of the crewmember's duties aboard an aeroplane being
operated;
b) Disruptive behaviour due to alcohol consumption;
c) Alcohol-related disturbance created by passenger;
d) Consumption of alcoholic beverages unless served by a crewmember;
e) Alcohol service to passengers who appears to be intoxicated;
f) Failure to follow instructions given by a crewmember regarding compliance

with passenger safety regulation such as the following:
i. No smoking in lavatories at any time;
ii. No smoking when "NO SMOKING" sign is illuminated;
iii. Tampering with, disabling or destroying smoke detector installed in

any aeroplane lavatory;
iv. Requirement to keep seat belt fastened while the "FASTEN SEAT
BELT" sign is lighted;
v. Operation of an electronic device when prohibited.

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An incident report may be filed with the appropriate federal agency if you do not refrain from
this behaviour. The [Country] law provides fines of up to [amount]. In the case of interference
with a crewmember in the performance of crewmember duties, imprisonment for up to
[number] years may be imposed in addition to the fine.

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PRIVATE AIRLINE Handling of Accidents, ISSUE 1 Page 1 of 12

SERVICES LTD Incidents and Occurrences
CHAPTER 11 – HANDLING OF ACCIDENTS, INCIDENTS AND OCCURRENCES
TABLE OF CONTENTS
11.0 Handling of Accidents, Incidents and Occurrences…………………… 3
11.1 Accidents & Serious Incidents…………………………………………… 3
11.2 Flying after an Accident / Serious Incident………………………………. 7
11.3 Special notification Requirements – Dangerous Goods……………….. 7
11.4 Preservation, Production & Use of Flight Recorder Recordings……….. 8
11.5 Incidents other than Accidents or Serious Incidents……………………… 9
11.6 Incident / Accident Investigation…………………………………………….. 11
11.7 Air Safety Reporting (ASR) Scheme………………………………………… 11
11.8 Disruptive & Drunken Passengers Policy…………………………………… 12
11.9 Births. Deaths and Missing Persons…………………………………………. 12

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11.0 HANDLING OF ACCIDENTS, INCIDENTS AND OCCURENCES
11.1 ACCIDENTS AND SERIOUS INCIDENTS
It is PRIVATE AIRLINES SERVICES LIMITED's (PASL) primary concern to ensure that there is
full, free and uninhibited reporting of all accidents and incidents that could affect aeroplane
safety. It is therefore the responsibility of every employee to report any such circumstances and
co-operate fully throughout any subsequent investigation.
Incident investigations are conducted for the purpose of establishing both the facts and the
cause of the incident so that further occurrences can be prevented. They are not conducted to
apportion either blame or liability. Where an employee has fully complied with their
responsibilities to report the circumstances and to co-operate fully throughout any investigation,
and where the employee has not behaved recklessly, PASL shall not initiate disciplinary action.
However, if an employee fails to report an incident affecting aeroplane operational safety, which
they have either caused or discovered, or have behaved in a reckless manner then the
disciplinary process shall be initiated.
Where individuals are involved in incidents involving aeroplane operational safety, PASL, at its
sole discretion, may relieve those individuals from their current duties until the incident is
resolved and/or PASL action, remedial or otherwise, has been taken.
A duty is placed upon the Commander of an aeroplane to give notice of certain accidents to the
NCAA. Notice should be given if, between the time anyone boards an aeroplane with the
intention of flight and such time as everyone has disembarked, an accident or serious incident
has occurred.
If an accident occurs in Nigeria the local police authorities should also be notified of the accident
and the place where it occurred.
11.1.1 Terminology
11.1.1.1 Accident
An occurrence associated with the operation of an aeroplane which takes place between the
time any person boards the aeroplane with the intention of flight until such time as all such
persons have disembarked, in which:
a) A person suffers a fatal or serious injury as a result of:

i. Being in or upon the aeroplane;
ii. Direct contact with any part of the aeroplane, including parts which have become
detached from the aeroplane; or
iii. Direct exposure to jet blast;
Except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or
when the injuries are to stowaways hiding outside areas normally available to the passengers
and crew, or:
b) The aeroplane sustains damage or structural failure which:

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i. Adversely affects the structural strength, performance or flight characteristics of the

aeroplane; and
ii. Would normally require major repair or replacement of the affected component;
Except for engine failure or damage, when the damage is limited to the engine, its cowlings or
accessories; or for damage limited to propellers, wing tips, antennae, tyres, brakes, fairings,
small dents or puncture holes in the aeroplane skin; or
c) The aeroplane is missing or completely inaccessible;
d) Significant damage is caused to the property of PASL or any third party.
Note: Significant damage in this respect may be taken to mean any damage caused which
may be subject to an insurance claim.
11.1.1.2 Fatal Injury
An injury sustained by a person in an incident which results in his death within 30 days of the
date of that incident or accident.
11.1.1.3 Incident
An occurrence, other than an accident, associated with the operation of an aeroplane that
affects or would affect the safety of operation.
11.1.1.4 Serious Incident An incident involving circumstances indicating that an accident

nearly occurred.
11.1.1.5 Serious Injury Serious injury means an injury that is sustained by a person in an
accident and which:
a) Requires his stay in hospital for more than 48 hours commencing within seven days
from the date on which the injury was received;
b) Results in a fracture of any bone (except simple fractures of fingers, toes or nose);
c) Involves lacerations that cause nerve, muscle or tendon damage or severe
haemorrhage;
d) Involves injury to any internal organ;
e) Involves second or third degree burns, or any burns affecting more than five per cent
of the body surface;
f) Involves verified exposure to infectious substances or injurious radiation.
Ref to Chapter 0.10 SMS Manual – ‘Definitions’ for further details.

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11.1.1.6 Post Incident De-brief
After an accident or incident involving the aeroplane, crew or passengers the Commander is to
ensure that a debrief takes place involving all members of the crew. The aim of this debrief is to
establish whether there were any shortfalls in established procedures and to discuss any points
that need to be incorporated in the Air Safety Report (ASR) (Ref: Appendix 1 SMS Manual - ‘Air
Safety Report’ and Chapter 14 ‘forms’ of this manual).
The Crew Resource Management (CRM) aspects of the incident are also to be covered paying
particular attention to the communication between Flight Deck and cabin crew. After the debrief,
the Commander shall contact the DFO to ascertain whether the crew should be removed from
the remainder of any duty.
11.1.2 Pilot Post Accident Procedures
Immediately after an accident on land, or a ditching, and following the evacuation of the
passenger(s) to either a sheltered location upwind of the aeroplane, or into the life-raft, the pilot
should carry out, or delegate the following duties to either a crewmember or a selected
passenger:
a) Subject to safety and the prevailing situation, the aeroplane should be left in a safe
condition with fuel off and aeroplane batteries disconnected and equipment such as first
aid kits, survival packs and fire extinguishers removed;
b) A headcount should be made to account for all persons on-board at the time of the
accident. In the event of a person, or persons being unaccounted for, action should be
taken to recover them or locate their whereabouts;
c) The needs of any injured person should be administered to as far as is possible - such
persons should be made as comfortable as is practicable;
d) The bodies of any victims should be decently set apart and covered;
e) Activate the distress beacon and establish feasibility of using aeroplane radio
equipment. Prepare pyrotechnics for immediate use. Select, mark and prepare a rescue
helicopter landing site. If a site is not available, lay out appropriate search and rescue
signals;
f) If people, dwellings, or communications facilities are very close to the scene of the
accident, consider sending for assistance, having regard to the local situation, distress
messages, transmitted and received, and the local SAR facilities;
g) If rescue is likely to be delayed for reasons of distance, or failing daylight, prepare

suitable shelters; distribute necessary rations of food and water. If necessary, ascertain
the availability of fresh water in the immediate vicinity of the accident;

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h) Subsequent to rescue and subject to the location of the accident, the police should be
informed and assistance sought in the placing of guards on the aeroplane. Alternatively,
consideration should be given to hiring local watchmen.
11.1.3 Aeroplane Accident and Serious Incident Reporting

Nig. CARs: 8.5.1.22; 8.5.1.23
Following an accident or serious incident involving a PASL aeroplane, the Commander shall
notify the nearest appropriate Authority by the quickest available means, and complete an ASR
and Accident Report Form (Ref; Appendix 1 SMS Manual – ‘Air Safety Report’ and Chptr 14 of
this manual, Appendix C and Appendix E) in addition to complying with the laws and regulations
of the country of registration and the country in which the event occurred.
11.1.3.1 Air Traffic Incident
The Commander shall submit, without delay, an Air Traffic Incident Report whenever an
aeroplane is in flight has been endangered by:
a) Near collision with another aeroplane or object;

b) Faulty air traffic procedures or lack of compliance with applicable procedures by ATC
or by the flight crew; or
c) A failure of ATC facilities
A TCAS RA report shall be made whenever a TCAS RA maneuver has been performed by
completing the ASR form.
11.1.3.2 Bird Strikes

Nig. CARs 8.5.1.22
Bird strikes, from the safety point of view, can vary greatly in significance. A strike may be
hardly noticed or it may cause a serious accident. In the event a bird(s) constitutes an inflight
hazard or an actual bird strike occurs:
The Commander shall without delay:
a) Make an appropriate entry in the Technical Log (see Chapter 14 of this manual,
Appendix B);
b) Inform the appropriate ground station whenever a potential bird hazard is observed;
c) If airborne, report a bird strike to the appropriate ATC Centre;
d) If the bird strike is discovered after landing, report it to the AIS at the relevant
aerodrome;
e) Complete the bird strike section on the ASR Form (Ref to Chptr 14 – ‘Forms’ of this
manual). By copy of the ASR, or annotated on the ASR form full details of any other
written or verbal report made to any ATC or AIS unit, as required in d) above.
Ref to Chapter. 5 SMS Manual – ‘Accident/Incident Investigation and Reports’ for further details

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11.2 FLYING AFTER AN ACCIDENT/SERIOUS INCIDENT

After being involved in an accident, as defined at the beginning of this Chapter, the crew shall
not carry out further flying duties, unless authorised by the DFO or his Deputy.
Crewmembers shall remain on site, unless to undergo medical treatment or examination, and
may not be scheduled for flying duties until authorised by the Operations Department after the
preliminary findings of the investigation are known or apparent.
In order to expedite a crewmember's return to normal flying duties, the DFO or his Deputy may,
as a result of the preliminary investigation, and in a carefully considered judgement, decide the
actions of the crewmember were not a contributory cause of the accident, nor, commensurate
with the average ability of an alert, well-trained crewmember, contributed to any subsequent
damage.
11.3 SPECIAL NOTIFICATION REQUIREMENTS - DANGEROUS GOODS

Nig. CARs 9.6.1.15
If an aeroplane which is carrying dangerous goods is involved in a serious incident or accident,
information about the dangerous goods on board shall be sent, without delay, to emergency
services responding to the accident or serious incident about the dangerous goods on board, as
shown on the copy of the information to the Commander. This information shall also be provided
to the State where the accident or serious incident occurred and to the State of the operator as
soon as possible.
If an aeroplane which is carrying dangerous goods is involved in an incident, information about

the dangerous goods on board shall be given to the State where the incident occurred when
they request it. The information shall be sufficient to enable any hazards created by the
dangerous goods to be minimised and include the proper shipping name, UN number (if
assigned), class/division, any identified subsidiary risks, the compatibility group for explosives,
the quantity and the location on board the aeroplane.
In the event of an incident/accident involving dangerous goods or undeclared/mis-declared

dangerous goods, a report is required to be sent to the appropriate authorities of the State in
which the incident or accident occurred and to the NCAA within 72 hours, unless exceptional
circumstances prevent this. Any type of accident or incident shall therefore be reported to PASL
irrespective of whether the dangerous goods are in cargo, mail, passengers, baggage or crew
baggage.
The report to PASL should be made by completion of an ASR (see Chapter 14 of this manual,
Appendix C) that shall contain all the information known at the time it is compiled, including:
a) The date, location, flight number and flight date (when these are applicable);
b) The reference number of the air waybill, pouch, baggage tag, ticket, etc;
c) A description of the goods, including the proper shipping name and UN number
(when applicable), class/division and any subsidiary risk;

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d) The type of packaging and the packaging specification marking (when these are
applicable) and quantity involved;
e) The name and address of the shipper, passenger, etc;
f) The suspected cause of the accident or incident;
g) The action taken, if any;
h) Any reporting action taken;
i) Any other reporting action taken;
j) Any other relevant details;
k) The names, title, address and contact number of the person making the report.
Copies of the relevant documents and any photographs taken shall be attached to the report or
in the case of photographs, emailed to the DFO.
If an in-flight emergency occurs and the situation permits, the Commander shall inform the
appropriate Air Traffic Services Unit of any dangerous goods on board. This information should
include the proper shipping name; class/division identified subsidiary risk(s), quantity, and
location on board (see also Paragraph 9.10 of this manual).
11.4 PRESERVATION, PRODUCTION AND USE OF FLIGHT RECORDER RECORDINGS
11.4.1 General
The Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) are important components
of the PASL Flight Safety programme. Therefore:
a) The FDR shall not be intentionally switched off by the flight crew;
b) The CVR shall not be intentionally switched off, unless required to preserve
Flight Deck voice data after an accident or serious incident.
11.4.2 OPERATION OF COCKPIT VOICE AND FLIGHT DATA RECORDERS
The recorders shall be tested prior to the first flight of the day by the PIC when doing pre-departure
checks.
The PIC shall ensure that the flight data recorder is operated continuously from the instant the aircraft
begins its takeoff roll until it has completed the landing roll, and the cockpit voice recorder
is operated continuously from the instant of the initiation of the pre-start checklist until the end of the
securing aircraft checklist.
The PIC shall not permit a flight data recorder or cockpit voice recorder to be disabled, switched
off or erased during flight, unless necessary to preserve the data for an accident or incident
investigation.
In the event of an accident or incident, the PIC shall act to preserve the recorder data for subsequent
investigation upon completion of flight.

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The flight recorders shall be deactivated upon completion of flight time following an accident or
serious incident and shall not be reactivated before the Accident Investigation Bureau
determines its disposition
.
11.4.3 Preservation of Recordings
Nig. CARs 8.5.1.24 (b)(c); IS: 9.2.2.5
Following an accident or significant incident where the aeroplane will not continue flying, the
Commander should consider tripping the Cockpit Voice Recorder (CVR) circuit breaker to
preserve the recording at the end of that flight. If the aeroplane is to be electrically de-powered
immediately, and remains de-powered, then tripping the CB is not necessary. This procedure is
particularly important when an incident is known or suspected to have occurred during the
approach and landing phase of the flight, or when there is known crew/ATC interaction issues.
Where there is any doubt about the value of the CVR recording, the CB should be tripped in the
first instance and advice sought from the DFO as soon as practicable and before further flight
on that aeroplane.
Unless prior permission has been granted by the Authority following an accident or incident that
is subject to mandatory reporting the Company shall, to the extent possible, preserve the
original recorded data pertaining to that accident or incident, as retained by the recorder for a
period of 60 days or longer if directed by the investigating Authority.
11.5 INCIDENTS OTHER THAN ACCIDENTS OR SERIOUS INCIDENTS
PASL personnel at all levels are encouraged to freely report, feedback and/or identify
deficiencies, expose hazards and raise safety and security concerns. Each report shall be
acknowledged by the relevant departmental manager.
A review and analysis of each report shall be conducted by the appropriate departmental
manager to determine whether a real safety issue exists and, if so, shall ensure the
development and implementation of appropriate action to correct the situation. In the case of
Flight Operations this shall be conducted by the FSO liaising with the Safety Manager..
11.5.1 Confidential Reporting
A Confidential Reporting System which includes human factor reporting is available through the
FSO. This system is supported by Flight Operations Management. It is intended to give pilots an
opportunity to report any event, error, discrepancy which they do not wish to report through
normal channels.
The system is controlled at arm's length from management to guarantee confidentiality of

PASL’s policy. The Company guarantees an individual immunity from disciplinary action unless
the occurrence is independently pursued by a regulatory authority or was caused by willful

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negligence.
The Confidential Reporting System is intended to increase PASL awareness and improve its
perspective of problems encountered in its operation on the line by pilots. It is intended that the
information reported may be used to modify procedures and improve the standard of service
and safety in the operation.
Confidential reporting is preferred to anonymous reports as the former permits feedback to the
reporter in response to the report.
The Confidential Reporting System depends on:
a) Absolute protection of confidentiality;

b) The PASL policy that encourages human factor reporting in the organisation;
c) Shared responsibility between individual flight and cabin crewmembers and PASL to
promote a confidential human factors reporting system;
d) Secure de-identification of confidential reports;
e) Tracking action by the FSO in response to reports;
f) Feedback to the reporter from the FSO;
g) Communication via the flight crew magazine, and/or intranet, of potential operating
hazards through dissemination of the de-identified report information.
11.5.2 In-Flight Meteorological Reports
Routine and Special (MET) Observations, AIREP's, may be required by the Meteorological
Services from aeroplanes on flights of more than 2 hours duration. It is however, unusual for
routine reports to be required on overland short haul routes.
Special observations/reports shall be made whenever meteorological conditions are

encountered which in the opinion of the Commander are likely to affect the safety or markedly
affect the efficiency of other aeroplane operation.
Reports shall include the following phenomena listed under the definition of SIGMET
information:
a) Active thunderstorms;
b) Tropical cyclones;
c) Severe line squall;
d) Heavy hail;
e) Severe turbulence;
f) Severe icing;

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g) Marked mountain waves;

h) Widespread sandstorms/dust storm;
i) Volcanic ash cloud.
Observations are required of all aeroplanes of MET conditions encountered during climb-out or
approach phases of flight, not previously reported, which are likely to affect the safety of other
operators.
Icing, turbulence and windshear are elements which cannot be satisfactorily observed from the
ground. In most cases aeroplane observations represent the only available evidence.
11.6 INCIDENT/ ACCIDENT INVESTIGATION
11.6.1 General Policy
It is PASL's primary concern in the interests of safety to ensure the full, free and uninhibited
reporting of all incidents that affect flight safety. It is therefore the responsibility of every
employee to report any circumstances affecting safety and co-operate fully throughout any
investigation.
11.6.2 Publication and Personal Privacy
It is PASL's policy that the substance of any report following the investigation of a significant
incident should be disseminated where possible and appropriate in the interests of flight safety.
The Company shall not disclose the name of the person making a report or of a person to whom
it relates, except to the NCAA on written request, or unless required to do so by law, or with the
consent of the individuals concerned. PASL shall, accordingly, take all necessary steps not to
disclose the identity of the reporter, or of those individuals involved in an occurrence to any third
party.
Ref to Chpt. 5.4 SMS Manual – ‘Incident/ Accident Notification’ and Chpt.5.6 - ‘Incident/
Accident Investigation Procedure’ and Chpt. 6.1 – ‘Accident Investigation Procedures’ for further
details.
11.7 AIR SAFETY REPORTING (ASR) SCHEME
PASL operates a comprehensive safety event and issue reporting scheme, the ASR system,
which encompasses all the requirements of the NCAA Occurrence Reporting System. The
criteria for the raising of an ASR include all AIRMISS incidents, bird-strikes, wake vortex events
and dangerous goods occurrences. The ASR reporting schemes for flight crew are part of an
integrated data capture system that also includes personnel involved in the maintenance and
ground handling of Company aeroplane. The ASR reporting schemes for flight crew are
complimented by similar schemes for Ground Operations and Engineering contractors.
Participation in the ASR scheme does not absolve PASL pilots from reporting AIRMISS

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incidents and other serious incidents during flight as well as actual bird-strikes or observed bird
hazards by radio to the ATS unit being worked. In the case of AIRMISS events, if this is not
possible, this initial report should be made immediately after landing by telephone to the
relevant ATCC. It is important that there is no delay in the submission of an ASR for any
AIRMISS.
Details of the reporting criteria and reporting forms( First Impression Report – FIR/ Technical
Incident Report - TIR ) used in the ASR scheme may be found in Chapter 14 of this manual,
‘Forms’. The flight crew ASR form fulfils the purposes of making Mandatory Occurrence Reports
(MOR).
Ref to Chpt 3.10.2 SMS Manual – ‘work flow scheme’ and Chpt. 3.10.3 – ‘Accident Prevention
Plan’ for further details
11.7.1 Dangerous Goods Occurrences
Such events are reported by aircrew on a standard ASR form. If classified as an MOR, a copy is
forwarded by the FSO directly to the NCAA Dangerous Goods Officer. The ASR shall contain all
relevant information known at the time of submission.
11.8 DISRUPTIVE AND DRUNKEN PASSENGERS POLICY
See Paragraph 10.4 of this manual and the Security Manual.
11.9 BIRTHS, DEATHS AND MISSING PERSONS

Nig. CARs 8.5.1.23
a) The Commander shall notify the nearest appropriate Authority, by the quickest
available means, of any accident involving his aeroplane that results in serious injury
or death of any person, or substantial damage to the aeroplane or property;
b) The complete details of any such event shall be filed in a separate report to the DFO
immediately after flight and within 3 days in any event, for any accident that occurred
whilst he was responsible for the flight. PASL shall then submit the necessary report
to the Applicable Authority;
c) The attention of aeroplane Commanders is drawn to the requirement to record details of

any birth or death in the aeroplane documents. The information required can be found in
Chapter 14 of this manual – ‘Forms’.

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CHAPTER 12 – RULES OF THE AIR
TABLE OF CONTENTS
12.0 Rules of the Air…………………………………………………………….. 3
12.1 Territorial Application of Rules of the Air…………………………………. 3
12.2 Compliance with the Rules of the Air……………………………………… 3
12.3 Visual Methodological Condition – VMC………………………………….. 6
12.4 Instrument Metrological Condition – IMC………………………………. 9
12.5 Other Applicable Territorial Application…………………………………….. 12
12.6 Overflight of Built-up Areas or Open Air Assemblies of person
During Take-offs, Approaches & Landing…………………………………... 13
12.7 Fuel Dumping…………………………………………………………………… 14
12.8 In-Flight Simulation of Abnormal Situations………………………………….. 14
12.9 Airspeed Limitation……………………………………………………………………. 15
12.10 Rules for Lights………………………………………………………………………… 15
12.11 Communications Facilities / Search & Rescue (SAR) Escort Facilities………… 19
12.12 Time System Used for Operation …………………………………………………… 32
12.13 Universal Signals……………………………………………………………………… 33

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12.0 RULES OF THE AIR
12.1 TERRITORIAL APPLICATION OF RULES OF THE AIR
The Commander shall, whether manipulating the controls or not, be responsible for the
operation of the aeroplane in accordance with the rules of the air, except that the
Commander may depart from such rules in emergency circumstances that render such
departure as absolutely necessary in the interests of safety.
12.1.1 General
This chapter of the Operations Manual aims at representing excerpts of applicable

regulations introduced under the ICAO Annex 2 – “Rules Of The Air”, and further “excerpts”
from Route Manuals (Jeppesen) ATC section. These “excerpts” and other applicable
chapters within this manual are in accordance with the NCAA’s – Nig. CARs part 8.8 –
“Flight Rules”. Aeronautical Information Publication – AIP.
The Rules of the Air apply to all aircraft bearing a nationality and registration markings of a
contracting state irrespective of where the aircraft is being flown, so far as these rules do not
conflict with the applicable rules published by the state having jurisdiction over the territory
being over-flown.
The reference part of the Jeppesen Route Manual contains relevant excerpts from the ICAO
documents.
Rules of the Air and regulations for all operations including those applicable in respect of
operations in foreign countries where either more stringent regulations or different
regulations apply refer to the relevant Jeppesen Airway Manuals. The rules and regulations
can be found under the tabs:
AIR TRAFFIC CONTROL
ENTRY REQUIREMENTS
EMERGENCY
TABLES and CODES
Crewmembers shall be familiar with the laws, regulations and procedures pertinent to
their duties.
12.2 COMPLIANCE WITH THE RULES OF THE AIR
The operation of an aircraft either in flight or on the movement area of an aerodrome

on ground, shall comply with the general and applicable rules of the state having
jurisdiction over the territory (see also Nig. CARs chpt. 8.8.1.1 –“Operations of
Aircraft on the Ground”). Furthermore, applicable VFR or IFR regulations shall be
complied with when in flight according to the applicable flight rule and applicable
jurisdiction and Authority.

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12.2.1 Responsibility of The Pilot in Command
The pilot in command of an aircraft shall be responsible for the operation of the aircraft in
accordance with the rules of the air, except when the pilot in command deems it necessary
to depart from these rules in circumstances that render such departure absolutely necessary
in the interest of safety. (Ref: Nig.CARs 8.5.1.1 (c))
Before beginning a flight, the pilot in command of an aircraft shall become familiar with all
available information relevant and appropriate to the intended operation. Pre- flight action for
flights away from the vicinity of an aerodrome and, for all flights shall include a careful study
of available current weather reports and forecasts, taking into consideration fuel
requirements and an alternative course of action if the flight cannot be completed as
planned. The pilot in command shall have the final authority as to disposition of the aircraft
while he/she is in command.
12.2.2 Routes and Areas of Operation - Nig CARs 9.3.1.26.

a. Private Airlines Services Limited (PASL) shall conduct operations only
along such routes and within such areas for which:
(i) ground facilities and services, including meteorological services, are

provided which are adequate for the planned operation;
(ii) the performance of the aircraft intended to be used is adequate to
comply with minimum flight altitude requirements;
(iii) the equipment of the aircraft intended to be used meets the minimum
requirements for the planned operation;
(iv) appropriate and current maps and charts are available;
(v) PASL route and area of operations shall be in accordance with any
NCAA restrictions.
b. Unless otherwise authorised or directed by the appropriate ATC

facility, the pilot of Private Airlines Services Ltd controlled flight shall, in so far as
practicable:
i. when on an established ATC route, operate along the defined

centre line of that route; or
ii. when on any other route, operate directly between the
navigation facilities and/or points defining that route.
c. The pilot of a controlled flight operating along ATC route defined by reference to
VORs shall change over for primary navigation guidance from the facility behind
the aircraft to ahead of it at, or as close as operationally feasible to, the change-over
point, where established.
d. PASL pilots shall, in the event that controlled flight inadvertently deviates from its
current flight plan:

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i. adjust the heading of the aircraft to regain track as soon as

practicable if the aircraft is off track.
ii. inform the appropriate ATC facility if the average true airspeed
at cruising level between reporting points varies from given in
the flight plan or is expected to vary by plus or minus 5 per
cent of the true airspeed.
iii. notify the appropriate ATC facility and give a revised estimated
time given as soon as possible if the time estimate for
reporting point, flight information region boundary, or
destination aerodrome, whichever comes first, is found to be in
excess of three minutes from that notified to ATC, or such
other period of time as is prescribed by the appropriate ATC
authority or on the basis of air navigation regional agreements
If two-engine aircraft are used, adequate airports are available within the
time/distance limitations .
12.2.3 Operations on or in the Vicinity of an Uncontrolled Aerodrome
a) When approaching to land at an aerodrome without an operating control

tower, each pilot of: an aeroplane shall make all turns of that aeroplane to the
left; or to the right, if appropriately indicated by the authorities having
jurisdiction over that aerodrome;
b) When departing an aerodrome without an operating control tower, each pilot

of an aircraft shall comply with any traffic patterns established by the
authorities having jurisdiction over that aerodrome.
c) Each pilot of an aircraft shall land and takeoff into the wind unless safety, the
runway configurations, or traffic considerations determine that a different
direction is preferable.
d) Each pilot operating an aircraft either on or in the vicinity of an

aerodrome shall :
i. Observe other aerodrome traffic for the purpose of avoiding collision ; and
ii. Conform with or avoid the pattern of traffic formed by other aircraft in operation.
e) Each pilot of an aircraft when operating to, from, or through an aerodrome having an
operational control tower shall also comply with the requirements of operations on

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or in the vicinity of a controlled aerodrome (Nig CARs 8.8.2.8)
12.2.4 Aerodrome Traffic Pattern Altitudes
PASL pilots shall, when arriving at an aerodrome, enter traffic pattern at

least 450 m (1,500ft) AGL until further descent is required for landing and
when departing, shall climb to 459m (1,500ft) AGL as rapidly as practicable.
12.3 VISUAL METEOROLOGICAL CONDITION - VMC
12.3.1 VISUAL FLIGHT RULES - VFR
A VFR flight shall not be commenced when the flight visibility is less than, or at a distance
from the clouds that is less than that prescribed,
All PASL flights shall not be dispatched for operation under Visual Meteorological
Conditions for VFR Operations except as otherwise approved or authorised by the
Flight Operations Manager. Refer to chpt. 8.3.1 – “VFR/IFR Policy” for further details
on VFR operations.
In the event that the Flight Operations Manager authorises a VFR operations, the
flight shall be operated under the Nig. CARs Part 8.8.3 – “VFR Flight Rules”. Refer
below for Minimum Visibilities for VFR Operations.
12.3.1.1 Minimum Visibilities for VFR Operations
Airspace Class B CDE FG

Above 900 m
At and below 900
(3000 ft) AMSL or
m (3000 ft) AMSL
above 300 m
or 300 m (1000 ft)
(1000 ft) above
above terrain,
terrain, whichever
whichever is higher
is higher
Clear of cloud and
Distance from Clear 1500 m horizontally 300 m
in sight of the
cloud cloud (1000 ft) vertically
surface
8 km at and above 3050 m (10000 ft) AMSL
Flight Visibility (Note 1) 5 km (Note 2)
5 km below 3050 m (10000 ft) AMSL

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Note 1: When the height of the transition altitude is lower than 3050 m (10000
ft) AMSL, FL 100 shall be used in lieu of 10000 ft.
Note 2: Cat A and B aeroplanes can be operated in flight visibilities down to 3000
m, provided the appropriate ATS authority permits use of a flight visibility
less than 5 km, and the circumstances are such, that the probability of
encounters with other traffic is low, and the IAS is 140 kt or less.
12.3.1.2 Special VFR Operations
PASL flight crew shall not commence Special VFR flights to enter traffic pattern, land or
take-off from an aerodrome located in Class B and Class C, Class D or Class E airspaces
unless;
a. Authorised by an ATC clearance

b. The aircraft remains clear of clouds ; and
c. The flight visibility is at least 1.5 km (1 statute mile).
Note: When the visibility is less than 3 km all PASL flight crew shall comply with IFR
– Flight Rules.
12.3.1.3 VFR Cruising Altitudes
When VFR flights are authorised by the Flight Operations Manager, the Commander of the
aircraft shall; when cruising in level flight under this condition above 900 m (3000m) from the
ground or water maintain:
a) For magnetic courses from zero (0o) degrees to 179 degrees, any odd
thousand MSL altitude or flight level plus 500 feet (i.e. 3 500, 5 500 or
FL 215).
b) For magnetic courses from 180 degrees to 359 degrees, any even
thousand MSL altitude or flight level plus 500 feet (i.e. 4500, 6500 or
FL 225).
Note: Unless authorised by the appropriate ATC authority, the Flight Operations
Manager prohibits all PASL flight crew from operating under VFR Flight Rules
above FL 200 or at transonic and supersonic speeds.
12.3.1.3.1 VFR Operating Minima

Refer to chpt. 8.1.4 – “VFR Operating Minima” for details.
12.3.1.3.2 ATC Clearances for VFR Flights
Each pilot of a VFR flight shall obtain and comply with ATC clearances and maintain
a listening watch before and during operations within Classes B, C and D airspace
or as part of aerodrome traffic at controlled aerodromes and while under Special VFR.

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12.3.1.3.3 VFR Flights Requiring ATC Authorisation
VFR flight above FL 200 or at transonic and supersonic speeds must be authorised by the
appropriate ATC authority and no PASL Pilot shall operate a VFR flight between sunset and
sunrise.
12.3.1.4 Changing From VFR to IFR
When unable to comply with VFR flight rules, PASL pilots shall continue the
flight under the IFR flight rules and shall:
i. Communicate the necessary changes to be effected on the submitted

current flight plan, or
ii. File a radio flight plan to the applicable ATC facility and continue
operations on IFR flight plan when cleared by the applicable ATC
facility to proceed on IFR flight plan in a controlled airspace.
12.3.1.5 Weather Deterioration below VMC
When it is not practicable or possible to maintain a VFR flight in VMC in accordance with
the ATC flight plan, the PASL pilot shall request
i. an amended clearance enabling the aircraft to continue in VMC to its destination or

to an alternative aerodrome, or to leave the airspace within which an ATC clearance is
required and If no clearance can be obtained, the pilot shall continue to operate in VMC
and notify the appropriate ATC facility of the action being taken either to leave the
airspace concerned or to land at the nearest suitable aerodrome;
ii) authorisation to operate as a special VFR flight if operating within a controlled zone; or
iii) clearance to operate in IFR, if currently rated for IFR operations.
The terms "VMC" and "IMC" are to be used to describe the actual Flight Meteorological
conditions under which a flight is flown when making in-flight reports to ATS units, in
accordance with the criteria set out in the Nig. CARs.

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12.4 INSTRUMENT METEOROLOGICAL CONDITION - IMC
12.4.1 Instrument Flight Rules – IFR
Except otherwise authorised by the Flight Operations Manager liaising with the fleet
manager and Chief Pilot, all PASL flights shall be dispatched for operation under IFR flight
rules. Every flight shall have on-board a copy of the filed flight plan with the appropriate ATC
facility (refer to chpt. 8.1.9 – “ATC Flight Plan” for details). Furthermore, all PASL flight crew
operating under IFR flight rules or in weather conditions less than the minimum prescribed
for VFR flights shall hold a current and valid instrument rating and valid ATP or CPL licences
with an appropriate aircraft category type rating for the aircraft being flown. (Refer to
Nig.CARs Part 8.4.1.6 – ‘Licence required’ for details) and Nig.CARs 8.8.4.1 (IFR Flight
Rules)
12.4.2 IFR in Controlled Airspace - ATC CLEARANCES
An ATC clearance shall be obtained prior to operating a controlled flight, or a portion of the
flight is operated in a controlled airspace. Such clearance shall be requested through the
submission of a flight plan to an ATC unit.
(a) Each PASL flight operating under IFR in level cruising flight in controlled airspace
shall maintain the altitude or flight level assigned that aircraft by ATC.
(b) Each PASL flight operating in level cruising flight under IFR, or if authorised to
employ cruise climb techniques between two levels, shall maintain a flight level
appropriate to the track.
If an ATC clearance is not satisfactory or suitable to a commander of an aircraft, the

commander shall request a re-clearance and, if practicable, shall be issued an amended
clearance.
12.4.2.1 IFR Flights Outside Controlled Airspace
a. An aircraft operating under IFR in level cruising flight in controlled airspace shall
maintain the altitude or flight level assigned that aircraft by ATC.and ;
b. Outside Controlled Airspace
IFR Cruising Altitude or Flight Level in Uncontrolled Airspace.
(a) Each PASL flight operating in level cruising flight under IFR, outside of controlled
airspace, shall maintain a flight level appropriate to the track.
(b) Crew may deviate from the cruising altitudes specified in paragraph (a) only when—
(1) Authorised by ATC for flight at or below 900 m (3000 ft) above MSL; or
(2) When otherwise authorised by ATC.

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c. In order to comply with IFR, an aircraft
i. May not fly at a height of less than 1000 feet, of the highest
aircraft, unless flying on a route approved for low flying, or
otherwise authorised by a competent authority, or it is
necessary to do so in order to take off or land.
ii. Complies with the Semicircular rule
12.4.2.2 Potential Re-Clearance in Flight
If prior to departure it is anticipated that the fuel endurance will be a factor and subject to re-
clearance of approval in flight, a decision can be taken to proceed to a revised destination
aerodrome, the appropriate air traffic control units shall be so notified by the insertion in the
flight plan of information concerning the revised route (where known) and the revised
destination. An aircraft operated in a controlled aerodrome shall not taxi on the manoeuvring
area without clearance from the aerodrome control tower and shall comply with any
instructions given by that unit.
12.4.2.3 IFR Take-off Minimums –ATC FLIGHT PLAN
IFR Flight Plans
An IFR Plan is to be filed for every PASL flight. A copy is to be retained and the Flight Plan is
not to be cancelled in flight. A clearance to take off from an aerodrome under IFR shall be
accepted if the weather conditions are at or above 500m visibility for an aircraft having one
or two engines; and 800m visibility for aircraft having more than two engine.
12.4.3 INTENDED CHANGES
Requests for flight plan changes shall include the following information as indicated
hereunder:
a) Change of cruising level: Aircraft identification; requested new

cruising level and cruising speed at this level, revised time estimates
(when applicable) at subsequent flight information region boundaries.
b) Change of route:
i. Destination Unchanged: Aircraft identification; flight rules;
description of new route of flight including related flight plan data
beginning with the position from which requested change of route is to
commence; revised time estimates; any other pertinent information.
ii. Destination changed: Aircraft identification; flight rules; description

of revised route of flight to revised destination aerodrome including
related flight plan data, beginning with the position from which the
requested change of route is to commence; revised time estimates;
alternate aerodrome(s); any other pertinent information.

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12.4.3.1 Inadvertent Changes
In the event that a controlled flight inadvertently deviates from its current flight plan, the
following action shall be taken:
a) Deviation from track: Action shall be taken to immediately adjust the

heading of the aircraft to regain track as soon as practicable.
b) Variation in true airspeed: If the average true airspeed at cruising level

between reporting points varies or is expected to vary by plus or minus 5
percent of the true airspeed, from that given in the flight plan, the appropriate
air traffic services unit shall be so informed.
c) Change in time estimate: If the time-estimate for the next applicable

reporting point, flight information region boundary or destination aerodrome,
whichever comes first, is found to be in error in excess of three minutes from
that notified to air traffic services. Such other period of time as is prescribed
by the appropriate ATS authority or on the basis of air navigation regional
agreements, a revised estimated time shall be notified as soon as possible to
the appropriate air traffic services unit.
12.4.4 Adherence to Flight Plan
All PASL flight crew shall adhere to the current flight plan or the applicable portion of a
current flight plan submitted for flights in a controlled flight unless a request for a change has
been made and clearance obtained from the appropriate air traffic control unit or unless an
emergency situation arises which necessitates immediate action by the flight crew, in which
event as soon as circumstances permit, after such emergency authority is exercised, the
appropriate air traffic services unit shall be notified of the action taken and that this action
has been taken under emergency authority. Deviation from ATC unit clearances shall be
notified to the appropriate ATS unit.
12.4.5 Minimum Ifr Altitude Requirements

Refer to chpt. 8.1.1.2 – “Minimum IFR Altitude Requirements” for details.
12.4.6 TAKE-OFF ALTERNATE AERODROME

Refer to chpt. 8.1.2.2.1 – “Take-Off Alternate Aerodrome” for details.
12.4.6.1Destination Alternate Aerodrome

Refer to chpt. 8.1.2.2.3 – “Destination Alternate Aerodrome” for details.
12.4.7 IFR FLIGHT LEVEL TABLES

Refer to chpt. 8.3.3.8 – “IFR Flight Level Tables - Semi Circular Rules” for details.

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12.5 OTHER APPLICABLE TERRITORIAL APPLICATION
The following are other applicable territorial application of the rules of the air common to all
airspaces:
12.5.1 Dropping or Spraying

Nothing shall be dropped or sprayed from an aircraft in flight except under the conditions
prescribed by the authority and, as indicated by relevant information, advice and/or
clearance from the appropriate Air Traffic Service Unit. (Refer to Nig CARs Part 8.8.1.17 –
“Dropping, Spraying, Towing” for details).
12.5.2 Operating Near Other Aircraft
It is important that vigilance for the purpose of detecting potential collisions must not be
relaxed on board an aircraft in flight, regardless of the type of flight or the class of airspace in
which the aircraft is operating, and while operating on the movement area of an aerodrome.
An aircraft shall not be operated in such proximity to other aircraft as to create a collision
hazard.
Furthermore, no person shall operate an aircraft in formation flight except by arrangement
with the PIC of each aircraft in the formation. No PASL aircraft carrying passengers on a
revenue flight shall be operated in a formation flight. (Refer to Nig CARs 8.8.1.11 –
“Operating Near Other Aircraft” for details).
12.5.3 RIGHT-OF-WAY RULES: Water Operations - Nig CARs 8.8.1.12
General:
For the purpose of this section and in compliance with Nig. CARs 8.8.1.13 – “Right-Of-Way
Rules: Water Operations” each person operating an aircraft on water shall in so far as
possible, keep clear of all vessels, and avoid impeding their navigation, and shall give way to
any vessel or other aircraft as stated in the right-of-way rule of the above mentioned sub-
section.
Crossing:
When an aircraft and a vessel are on crossing courses, the aircraft or vessel to the other’s
right has the right-of-way.
Approaching Head-On:
When an aircraft and a vessel are approaching head-on, or nearly so, each shall alter its
course to the right to keep well clear.
Overtaking:
Each aircraft or vessel that is being overtaken has the right-of-way, and the aircraft
overtaking shall alter its course to keep the aircraft being overtaken well clear.
When this rule gives another aircraft the right of way, the Pilot shall give way to the aircraft
and shall not pass over, under or ahead unless well cleared of the aircraft he is overtaking.

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Special Circumstances:
When an aircraft and a vessel are approaching each other in such a manner that it involves
the risk of a collision, each aircraft or vessel shall proceed with extreme caution with regards
to the existing circumstances, including the limitations of the respective aircraft.
12.6 OVERFLIGHT OF BUILT-UP AREAS OR OPEN-AIR ASSEMBLIES OF PERSONS

DURING TAKE-OFFS, APPROACHES AND LANDINGS
For the purpose of this section and in compliance with Nig CARs 8.8.1.5 (2) – “Minimum
Safe Altitude”; except when necessary for take-off or landing and when approved by the
applicable ATC facility, an aircraft shall be deemed to have operated over a built-up area or
over an open-air assembly of persons if the built-up area or open-air assembly of persons is
within an altitude of:
i. 1000 feet (300 m) above the highest obstacle and;
Within a horizontal radius of:
ii. 2000 feet (600 m) of the aircraft.
Note: When operating under this condition, in the event of an emergency necessitating an
immediate landing, the flight crew must be able to land the aircraft without creating
hazard to persons or property on ground or anywhere.
12.6.1 Restricted, Prohibited or Danger Areas and Visual / Warning Signals
An aircraft shall not be flown in a prohibited or restricted area, the particulars of which have
been duly published except in accordance with the conditions of the restrictions or by permission of
the State over whose territory the areas are established.
The following signals shall be interpreted to mean:
a. i) By day a series of projectiles discharged at intervals of ten seconds, each

showing on bursting black or white smoke, or
ii) By night a series of projectiles discharged at intervals of ten seconds, each

showing on white lights of stars, or an intermittent white luminous beam
directed at the aircraft, Indicates that the aircraft is to which such signal is
directed is in the area of a restricted, prohibited or dangerous zone, and is
required to change its course.
b. By day or night, a series of projectiles, discharged at intervals, of ten seconds, each

showing green light or stars or bursting, indicate that the aircraft is required to land at
the nearest aerodrome.

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12.6.1.1 OVERFLIGHT OVER AREAS OTHER THAN CONGESTED AREAS
For the purpose of this section and in compliance with Nig. CARs 8.8.1.5 (3) as mentioned
above, except when necessary for take-off or landing and when approved by the applicable
ATC facility, an aircraft shall be deemed to have operated over certain areas other than
congested areas when the area is at an altitude of 500 feet (150 m) above the surface,
except over open water or sparsely populated areas where the aircraft will not be operated
closer than below 500 feet (150 m) to any person, vessel, vehicle or structure.
12.7 FUEL DUMPING
PASL flight crew shall not jettison fuel from the Company’s aircraft in flight unless it is
approved by the applicable ATC authority and:
a) It is necessary to do so to ensure flight safety; and

b) All appropriate measures are taken to minimise danger to both human life and the
environment, in as much as the circumstances permit.
12.8 IN-FLIGHT SIMULATION OF ABNORMAL SITUATIONS

Nig. CARs: 8.8.1.16
No PASL flight crew personnel shall simulate an abnormal or emergency situation during a
revenue flight with passengers on-board.
12.8.1 SIMULATED INSTRUMENT FLIGHT
Nig. CARs: 8.8.1.15
No PASL flight crew shall operate an aircraft in a simulated instrument flight condition unless
when approved by the Flight Operations Manager liasing with the Chief Pilot, applicable fleet
managers and the training Manager.
Furthermore, the following shall also be observed:
i. The aircraft shall have full functioning dual controls

ii. The other control seat is occupied by a Safety Instructor Pilot who must
be a Line Instructor with an ATPL, with the applicable category and class
ratings appropriate to the aircraft being flown; and
iii. The Safety Pilot must have adequate forward vision and adequate vision
of each side of the aircraft, or a competent observer in the cockpit who will
adequately supplement the vision of the Safety Instructor Pilot.
Note: No PASL Safety Instructor Pilot shall engage in simulated flight conditions during
flights with passengers on-board.

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12.9 AIRSPEED LIMITATIONS
No PASL flight crew shall operate an aircraft below 10000 feet AMSL at an indicated
airspeed greater than 250 kts.
Furthermore, no PASL flight crew shall operate an aircraft below 3000 feet AGL within 10
NM of a controlled aerodrome at an indicated airspeed of more than 200 kts unless
authorised by the applicable ATC facility.
12.10 RULES FOR LIGHTS
12.10.1 NAVIGATION LIGHTS
The navigation lights to be displayed by PASL aircraft for the purpose of Nig. CARs 8.8.1.14
– “Use of Aircraft Lights” and ICAO Annex 2 – “Navigation Lights” are as mentioned herein.
These lights are located on the longitudinal axis of the aircraft.
The Longitudinal axis of an aircraft means:

a) A selected axis parallel to the direction of flight at a normal cruising speed
and passing through the centre of gravity of the aircraft.
The Horizontal plane of an aircraft means:

b) The plane containing the longitudinal axis and perpendicular to the plane
of symmetry of the aircraft.
The following lights shall be displayed by the aircraft as specified by the above
mentioned Nig. CARs and ICAO sections:
c) An unobstructed red light projected above and below the horizontal plane
through an angle of coverage of 110 degrees of the left wing (port);
d) an unobstructed green light projected above and below the horizontal
plane through an angle of coverage of 110 degrees of the right wing
(starboard);
e) An unobstructed white light projected above and below the horizontal
plane rear-ward through an angle of 140 degrees equally distributed on
both the left (port) and right (starboard) sides.
o o
110 110
Red L R Green
A White
140o
Angles of Coverage:

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a) Angle of Coverage A is formed by two intersecting vertical planes making

angles of 70 degrees to the right and 70 degrees to the left respectively,
looking aft along the longitudinal axis to a vertical plane passing through
the longitudinal axis.
b) Angle of Coverage L is formed by two intersecting vertical planes, one

parallel to the longitudinal axis of the aircraft, and the other 110 degrees
to the right of the first, when looking forward along the longitudinal axis.
The lights specified here-in for this rule can be displayed either as steady lights or as
flashing lights, provided that these lights shall be displayed as steady lights when the
anti-collision light is a flashing light or system of flashing lights fitted to the exterior of
the aircraft.
The wing tip clearance lights comprising Steady Red (port) and Steady Green
(starboard) will be displayed if there are no navigation lights within 1.80 metres of the
wing tips.
Horizontal plane: The plane containing the longitudinal axis and perpendicular to
the plane of symmetry of the aircraft.
Longitudinal axis of the aeroplane: A selected axis parallel to the direction

of flight at a normal cruising speed, and passing through the centre of gravity of the
aircraft.
12.10.2 GROUND LIGHTS
At every aerodrome which is open to public use and utilised for night flying, the following
provisions shall apply during working hours of the night service:
A. Dangerous Lights
No lights shall be exhibited at or in the vicinity of an aerodrome that may
endanger the safety of the aircraft, whether due to glare, or by causing confusion
with or preventing clear visual reception of the lights or signals.
B. Lighting of Obstructions
Fixed red lights shall be exhibited on all obstructions within the manoeuvring area
which constitute a danger to aircraft as mentioned in the designated area, and on
all obstructions as defined in the Convention on International Civil Aviation
concluded in Chicago on December 7, 1944 and applicable Annexes thereto,
within the area defined in the Convention and applicable Annexes so far as such
Convention has been accepted by the applicable Authority (ies).
12.10.2.1 Code Beacons
The code beacon, which will be visible from all directions, is utilised to identify airports and
landmarks.

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The code beacon flashes the three or four character airport identifier in International Morse
Code six to eight times per minute. Green flashes are displayed for over-land airports while
yellow flashes indicate over-water airports.
12.10.2.2 Phonetic alphabet And Morse Code
LETTER WORD CODE

A Alfa .-
B Bravo -...
C Charlie -.-.
D Delta -..
E Echo .
F Foxtrot ..-.
G Golf --.
H Hotel ....
I India ..
J Juliet .---
K Kilo -.-
L Lima .-..
M Mike --
N November -.
O Oscar ---
P Papa .- - .
Q Quebec --.-
R Romeo .-.
S Sierra ...
T Tango -
U Uniform ..-
V Victor ...-
W Whiskey .--
X X-ray -..-
Y Yankee -.--
Z Zulu --..
 Numeral Code
1 .----
2 ..---
3 ...--
4 ....-
5 .....
6 -....
7 --...
8 ---..
9 ----.
10 -----

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12.10.3 OBSTRUCTION LIGHTS
Obstructions are marked/lighted to warn flight crewmembers of their presence during the
day/night time conditions. They can be marked/lighted in any of the following combinations:
a) Aviation Red Obstruction Lights:
Flashing aviation red beacons (20 to 40 flashes per minute) and steady illuminated aviation
red lights during nighttime operation. Aviation orange and white is used for daytime marking.
b) Medium Intensity flashing White Obstruction Lights
Medium intensity flashing white obstruction lights can be used during daytime and twilight
period with facility for automatic reduced selected intensity for nighttime operations. When
this system is used on structures 500 feet (150 m) AGL or less in height, the alternative
methods of marking and lighting on the structure can be omitted. Aviation orange and white
paint is always utilised for daytime markings on structures exceeding 500 feet (150 m) AGL.
This system is not normally installed on structures less than 200 feet (60 m) AGL.
c) Dual Lighting
When a combination of flashing aviation red beacons and steady illuminated aviation red
lights for night time operation and flashing high intensity white lights for daytime operation
are utilised, Aviation orange and white paint may be used.
d) Catenary Lighting
These are lighted markers available for increased night conspicuity of high-voltage (69 KV or
higher) transmission line catenary wires. The lighted markers provide conspicuity both
during the day and night.
Medium intensity omnidirectional flashing white lighting system provides conspicuity both
during the day and night on catenary support structures. The unique
sequential/simultaneous flashing light alerts the flight crew of the associated catenary wires.
High intensity flashing white lights are being used to identify some supporting overhead
transmission line structures located across rivers, gorges, etc. These lights flash in a
middle, top, lower light sequence at approximately 60 flashes per minute. The top light is
normally installed near the top of the supporting structure, while the lower light indicates the
approximate lower portion of the wire span. The lights are beamed towards the companion
structure and identifies the area of the wire span.
High intensity flashing white lights are also employed to identify tall structures, such as
chimneys and towers, as obstructions to air navigation. The lights provide 360 degrees
coverage of the structure at 40 flashes per minute, and consist of from-one-to-seven levels
of lights depending on the height of the structure. Where more than one level is used, the
vertical banks flash simultaneously.

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12.11a COMMUNICATIONS FACILITIES/ SEARCH AND RESCUE (SAR) ESCORT

FACILITIES
Nig CARs 9.3.1.25.
1. Private Airlines Services Ltd PIC shall have available for immediate
communication to rescue coordination centers, information on the
emergency and survival equipment carried on board any of their
aeroplanes including, as applicable
i) The number, colour and types of life rafts and pyrotechnics;
ii) Details of emergency water and medical supplies; and
iii) The type and frequencies of the emergency portable radio

equipment.
2. For all flights, PASL PIC shall have on board the aircraft
essential information concerning the search and rescue services in the areas
over which they intend to operate the aircraft. If when flying over water or
sparsely inhabited areas, a Captain has reason to believe the operating
efficiency of his aircraft has become seriously impaired, he is to inform the
appropriate Air Traffic Control Centre so as to alert the SAR organisation.
The Captain may request escort by an SAR aircraft, establishing air-to-

air R/T contact with the SAR aircraft as soon as possible, and
maintaining such contact during the entire operation.
12.11b Communications
NCARs – 8.8.2.3
PASL pilots when operating an aircraft on a controlled flight shall maintain a continuous
listening watch on the appropriate radio frequency of, and establish two-way communication
as required with, the appropriate ATC facility and the PIC shall ensure when operating an
aircraft on a controlled flight, except when landing at a controlled aerodrome, will advise the
appropriate ATC facility as soon as it ceases to be subject to ATC service.
For the purpose of this section and in compliance with Nig. CARs 8.8.1.23 – “Operations on
or in the Vicinity of a Controlled Aerodrome”, in compliance with Nig. CARs 7.3
‘Communications Equipment’ no PASL flight crewmember shall commence a flight unless
the communication and navigation equipment required under these subparts are:
i. Approved and installed in accordance with the requirements applicable to

them, including the minimum performance standard and the operational
and airworthiness requirements;

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ii. Installed such that the failure of any single unit required for either
communication, navigation purposes or both, will not result in the failure of
another unit required for communications or navigational purposes.
PASL flight crew shall not operate the Company’s aircraft “to”, “from”, “through” or on an
aerodrome having an operational control, unless two-way communications are established
and maintained between the flight crew and the applicable ATC facility.
12.11.1 CONTINUOUS LISTENING WATCH
In compliance with Nig CARs Part 8.8.2.3 – “Communications” where an aircraft is equipped
with radio communication equipment, the Pilot-in-Command shall ensure that:
i. A listening watch is maintained on the appropriate radio frequency; and

ii. A two-way communication is established as required with the appropriate
ATC facility, except in a case where the appropriate ATC facility has
prescribed otherwise in respect of the aircraft forming part of the
aerodrome traffic at a controlled aerodrome.
When directed by the appropriate ATC facility, the use of an automatic signalling devices
such as SELCAL, shall be deemed by PASL flight crew as satisfactory to meet the
requirements of maintaining continuous listening watch.
12.11.2 ATC FREQUENCY CHANGE PROCEDURES
1. The following phraseology will be used by controllers to effect a change:
Examples (1)
(PASL 402) contact (facility name or location name and terminal function) (frequency)
at (time, fix, or altitude)
Note: PASL Flight crewmembers are expected to maintain a listening watch on the
transferring ATC frequency until the time, fix or altitude specified. ATC will omit
frequency change restrictions whenever the flight crew compliance is expected upon
receipt.
2. The following phraseology shall be utilised by PASL Flight crewmembers for

establishing contact with the designated ATC facility:
a) When operating in a radar environment: On initial contact, the PF shall

inform the ATC of the aircraft’s assigned altitude preceded by the words
“level”, “climbing to” or “descending to”, as appropriate; and the aircraft’s
present vacating altitude, if applicable.
Example (2)
i. (Name) CENTER, PASL 604 – (Aircraft Identification), LEVEL (altitude
or flight level).

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ii. (Name) CENTER, PASL 603 – (Aircraft Identification), LEAVING

(exact altitude or flight level),
CLIMBING TO/OR DESCENDING TO
(altitude or flight level)
Note: PASL Flight crewmembers shall take exact altitude to mean, altitude to the
nearest 100 feet increment. Exact altitude or flight level reports on initial
contact provides the ATC facility with applicable information required prior to
using Mode C altitude information for separation purposes.
b) When operating in a non-radar environment:
i. On initial contact PASL Flight crewmembers shall inform the

appropriate ATC facility of the aircraft’s present position, altitude
and time estimate for the next reporting point.
Example (3)
(Name) CENTER, PASL 504 (aircraft identification), (position), (altitude),
ESTIMATING (reporting point) At (time)
ii. After the initial contact, when a position report needs to be made,
the flight crewmember shall give the ATC facility a complete
position report.
Example (4)
(Name) CENTER, PASL 506 (aircraft identification), (position), (time),
(altitude), (type of flight plan), (ETA and name of the next reporting point), (the
name of the next succeeding reporting point), AND (remarks).
3. At times the ATC facility will request the flight crew to verify that the aircraft is
at a particular altitude. The phraseology used shall be: “VERIFY AT
(altitude)”. When climbing or descending, the ATC facility can request the
flight crew to “VERIFY ASSIGNED ALTITUDE AS (altitude)”. The flight crew
shall confirm that the aircraft is at the assigned altitude cleared by the
controller or that the assigned altitude is correct as stated. If this is not the
case, the flight crew shall inform the applicable ATC facility of the actual
altitude being maintained or the different assigned altitude.
CAUTION:
PASL Flight crew shall not take any unilateral action to alter the aircraft’s
altitude or a different assigned altitude to the altitude specified in the
controller’s verification request unless the controller specifically authorises the
change.

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12.11.3 POSITION REPORTING
12.11.3.1 General
Each pilot shall report to the appropriate ATC facility, as soon as possible, the time and level
of passing each designated compulsory reporting point, together with any other required
information, unless exempted from this requirement by the appropriate ATC authority.The
pilot shall make position reports in relation to additional points or intervals when requested
by the appropriate ATC facility.
The safety and effectiveness of all air traffic control depend to a substantial extent on
accurate position reporting. To provide proper separation and to expedite aircraft
movements, applicable ATC facilities must be able to ensure accurate estimates of the
progress of all aircraft operating on an IFR flight plan within the jurisdiction of the relevant
controller.
12.11.3.2 Position Identification
i. When a position report is to be made passing a VOR radio facility, PASL

flight crew shall take the time reported to be the time at which the first
complete reversal of the “to/from” indicator is accomplished.
ii. When a position report is made passing a facility with the use of an
airborne ADF, the time reported shall be taken to be the time at which the
indicator makes a complete reversal.
iii. When an aural or a light panel indicator is used to determine the time
passing a reporting point, such as a fan marker, cone of silence or
intersection of range courses, the time the signal was first received and the
time when it ceases, shall be noted by the PNF. The mean of these two
times shall be considered to be the actual time over the fix.
iv. If a position is specified with regards to the distance and direction from a
reporting point, the flight crewmembers (especially the PNF) shall compute
the distance and direction as accurately as possible.
v. Except from terminal area transition purposes, position reports or
navigation will not be required by the ATC with reference to aids not
established for use in the structure in which the flight is being conducted.
12.11.3.2.1 Position Reporting Points
For the purpose of this section and in compliance with Nig. CARs 8.8.2.7 – “Position
Reports”, PASL flight crew shall furnish the applicable ATC facility reports passing certain
reporting points.
Reporting points are indicated by symbols on en-route charts. The designated compulsory
reporting point symbol is a solid triangle and “on request” reporting point symbol is the
open triangle , this reporting point is only applicable when requested by the applicable
ATC facility.
12.11.3.2.2 Position Reporting Requirements

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1. Flights Along Airways or Routes: A position report is required by all flights regardless
of altitude over each designated compulsory reporting point along the route being flown.
2. Flights Along a Direct Route: Regardless of the altitude or flight level being flown,
all flight crew shall report over each reporting point used in the flight plan to define the
route of flight.
3. Flights In a Radar Environment: When the flight crew is informed by the applicable
ATC facility that “Radar Contact”, the flight crew shall discontinue position reports over
designated reporting points. The flight crew will resume normal position reporting when
the applicable ATC facility advises, “RADAR CONTACT LOST” OR “RADAR SERVICE
TERMINATED”.
Note: The applicable ATC facility will inform the flight crew when they are in “radar
contact”:
a) when the Company’s aircraft is initially identified in the ATC system; and
b) when radar contact is re-established after radar has been terminated or radar
contact lost. This will not be repeated to the flight crew when being
transferred to another ATC facility. Often, the aircraft’s identity is confirmed
by the receiving controller; in the event that this happens, the flight crew shall
not misconstrue this to mean that radar contact has been lost. The applicable
ATC facility will confirm the identity of a transponder equipped by requesting
the flight crew to “ident”, “Squawk standby” or to change transponder mode
codes. Aircraft with an en-route unserviceable transponder will be informed
of the aircraft’s position to confirm the aircraft’s identity among other aircraft.
In this regard, the flight crew shall advice the controller if in disagreement with
the ATC radar position given. In the event that flight crew cannot properly
confirm the accuracy of the position given because their inability to tune to the
specified NAVAID by the controller, flight crews shall request for alternative
radar position relative to the tuned NAVAID frequency.
12.11.3.2.3 Position Reporting Items
PASL flight crew shall report the following as minimum items to the applicable ATC facility
when transmitting position report:
a) Identification;
b) Position;
c) Time;
d) Altitude or flight level (including actual altitude or flight level when
operating on a clearance specifying VFR-on-top);
e) ETA and name of next reporting point;
f) The name of next succeeding reporting point along the flight route; and
g) Other applicable remarks.

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12.11.3.2.4 Additional Reports
The following reports shall be made by PASL flight crew to ATC facilities without a specific
ATC request:
At all times
i. When vacating any previously assigned altitude or flight level for a newly
assigned altitude or flight level.
ii. When an altitude change will be made if operating on a clearance
specifying VFR-on-top.
iii. When unable to climb/descend at a rate of at least 500 feet per minute.
iv. During a missed approach (The flight crew shall request clearance for
specific action; i.e., diversion to an alternative airport, another approach,
etc).
v. Change in the average true airspeed (at cruising altitude) when it varies
by 50% or 10 knots (whichever is greater) from that filed in the flight plan.
vi. The time and altitude or flight level overhead/reaching a holding fix or
point to which the aircraft is cleared.
vii. When leaving any assigned holding fix or point.
Note: Other equipment installed in an aircraft can effectively impair safety and/or
the ability to continue operation under IFR. If such equipment (e.g. airborne
weather radar – WX) malfunctions/or becomes unserviceable and in the
Commander’s judgement either flight safety or IFR capabilities are affected,
this shall be notified to the ATC facility.
When not in radar contact:

viii. The flight crew shall inform the applicable ATC facility, when leaving the
final approach fix in-bound on final approach (non-precision approach) or
when leaving the outer marker or fix used in lieu of the outer marker in-
bound on final approach (precision approach).
ix. The flight crew shall inform the applicable ATC facility, when the corrected
estimate at anytime becomes apparent that it is in error in excess of 3
minutes.
x. The flight crew shall inform the applicable ATC facility when encountering
weather conditions which have not been forecasted or hazardous
conditions which have been forecasted.
12.11.4 Holding
A. Whenever an aircraft is cleared to a fix other than the destination airport

and an arrival is expected, it is the responsibility of the ATC controller to
issue a complete holding instruction (except when depicted on the
navigational charts) as well as the expected approach time and any
additional en-route/arrival delay.
Note: PASL flight crew shall use only those holding pattern as depicted on the
low/high altitude en-route, area or STAR charts.

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B. If the holding pattern is depicted on the chart and the applicable ATC
facility does not issue complete holding instructions, PASL flight crew
shall hold as depicted on the appropriate chart. When the pattern is
charted, the controller can omit all holding instructions except the depicted
holding direction and the statement AS PUBLISHED; e.g. HOLD NORTH-
EAST AS PUBLISHED. Controllers shall always issue complete holding
instructions when requested by the flight crew.
C. If a holding pattern is depicted and a holding instruction is not issued, the

flight crew shall request holding instructions from the applicable ATC
facility prior to reaching the fix. This procedure eliminates the possibility
of the flight crew entering a holding pattern other than that desired by the
ATC facility. If the flight crew are unable to obtain holding instructions
prior to reaching the fix (due to frequency congestion, stuck microphone,
etc), the flight crew shall enter a standard pattern on the course on which
the aircraft is approaching the fix and request further clearance as soon
as practicable. In this event, the altitude/flight level of the aircraft at the
clearance limit will be protected so as to provide the separation required.
D. When an aircraft is 3 minutes or less from a clearance limit and a

clearance beyond the fix has not been received, the flight crew shall
commence a speed reduction so that the aircraft will cross the fix, initially,
at or below the maximum holding airspeed.
E. When no delay is expected, the controller shall issue a clearance beyond

the fix as soon as practicable and, whenever possible, at least 5 minutes
before the aircraft reaches the clearance limit.
F. The flight crew shall report to the applicable ATC facility the time and
altitude/flight level at which the aircraft reaches the clearance limit, and
shall further report when leaving the clearance limit.
G. When holding at a VOR station, the flight crew shall begin the turn to the
outbound leg at the time of the first complete reversal of the to/from
indicator.
Note: Holding patterns other than standard that protect a maximum holding
airspeed will be depicted by an ICON, unless otherwise depicted. The ICON
is a standard holding pattern symbol (racetrack) with the airspeed restriction
shown in the center. In other cases, the airspeed restriction will be depicted
next to the standard holding pattern symbol.
H. An ATC facility clearance requiring an aircraft to hold at a fix where the

holding pattern is not depicted will include the following information: (See
Fig. 1 below).
i. Direction of holding from the fix in terms of the eight cardinal

compass points (i.e. N, NW, W, NE, etc).

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ii. Holding fix (the fix can be omitted if included at the beginning of
the transmission as the clearance limit).
iii. Radial, course, bearing, airway or route on which the flight crew is
to hold.
iv. Leg length in miles if DME or RNAV is required (If the applicable
ATC facility considers it necessary on request, leg length will be
specified in minutes).
v. Direction of turns in the event of non-standard holding (left turns).
vi. Time of expected further clearance and any relevant additional
delay information.
EXAMPLES OF HOLDING
L OM
MM
RUNWAY
TYPICAL PROCEDURE ON AN ILS OUTER MARKER
VOR
VOR
TYPICAL PROCEDURE AT INTERSECTION

OF VOR RADIALS
HOLDING COURSE HOLDING COURSE

AWAY FROM NAVAID TOWARD NAVAID
VORTAC
15 NM DME FIX 10 NM DME FIX

TYPICAL PROCEDURE AT DME FIX
Holding Pattern Descriptive Terms
I. Holding pattern airspace protection is based on the following procedures:

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Descriptive Terms
a) Standard Pattern: Right Turns (See fig. 2)

b) Non-Standard Pattern: Left Turns.
Airspeeds
i) The following altitudes and maximum hold airspeeds shall be used except
when otherwise directed by the applicable ATC facility:
Altitude (MSL) Airspeed (KIAS)

MHA – 6000' 200
6001' – 14000' 230
14000' – and above 265
ii) The following are exceptions to the maximum holding airspeeds:
- Holding patterns from 6001' – 14000' can be restricted to a maximum

airspeed of 210 KIAS by the applicable ATC facility. This non-
standard pattern will be depicted by an icon
- Holding patterns can be restricted to a maximum airspeed of 175
KIAS by the applicable ATC facility. An icon will depict this non-
standard pattern. If unable to comply with the maximum airspeed
restriction the flight crew shall inform the ATC.
- The following phraseology can be used by the applicable ATC
facilities to advice flight crews of the maximum holding airspeed for a
holding pattern in an airspace area:
PHRASEOLOGY
(AIRCRAFT IDENTIFICATION – NGX 604) (Holding instructions, as applicable)
MAXIMUM HOLDING SPEED IS (as cleared in Knots).
12.11.4.1 Holding Pattern
Fig. 2
12.11.4.1.1 Entry Procedures:
While other entry procedures can enable the aircraft to enter the holding pattern and remain
within the protected airspace, the parallel teardrop and the direct entry procedures are the

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entry and holding patterns recommended by ICAO, NCAA and shall be applicable to all
PASL flight crews.
a) Parallel Procedure
When approaching the holding fix from anywhere in sector (a); the parallel
entry procedure will be; to turn to a heading parallel to the holding course
outbound on the non-holding side for one minute, turn in the direction of
the holding pattern through more than 180 degrees and return to the
holding fix or intercept the holding course in-bound.
b) Teardrop Procedure
When approaching the holding fix from anywhere in sector (b); the
teardrop entry procedure will be to fly to the fix, turn outbound to a
heading for a 30 degree teardrop entry within the pattern (on the holding
side) for a period of one minute then, turn in the direction of the holding
pattern to intercept the in-bound holding course.
c) Direct Entry Procedure

When approaching the holding fix from anywhere in sector (c); the direct
entry procedure will be to fly directly to the fix and turn to follow the
holding pattern.
12.11.4.2 Timing
The following timing procedure shall be applicable to all PASL flight crew:
Inbound Leg
i. At or below 14000 feet MSL: 1 minute.
ii. Above 14000 feet MSL: 1½ minute.
Note: The initial outbound leg shall be flown for 1 minute or 1½ minute (appropriate
to the altitude). The timing for subsequent outbound legs shall be adjusted as
necessary to achieve proper inbound leg time. The flight crews shall use any
navigational means available i.e. DME, RNAV, etc. to ensure the appropriate
inbound leg times.
Outbound Leg
The Outbound leg timing begins over/abeam the fix, whichever occurs later.
If the abeam position cannot be determined, the flight crew shall start timing
when the turn to the outbound leg is completed.
12.11.4.3 Distance Measuring Equipment (DME)/GPS Along Track Distance (ATD)
The DME)/GPS holding is subject to the same entry and holding procedures
except that the distances (nautical miles) are used in lieu of time values; the
outbound course of the DME)/GPS holding pattern is called THE

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OUTBOUND LEG OF THE PATTERN. The length of the outbound leg will be
specified by the applicable controller or as depicted on the instrument
approach procedure chart. The end of the outbound leg is determined by the
DME or ATD readout. (See fig 4 & 5).
END OUTBOUND LEG
15NM
NAVAID DMEMX/WAYPOINT
10NM
Fig. 4: Inbound Leg towards NAVAID
Note 1: When the inbound course is towards the NAVAID/Waypoint, and the
fix distance is 10 NM and the leg length is 5 NM, the end of the
outbound leg will when the DME/ATD reads 15 NM.
28NM
20NM
NAVAID DMEMX/WAYPOINT
END OUTBOUND LEG
Fig. 5: Inbound Leg Away from NAVAID
Note 2: When the inbound course is away from the NAVAID/Waypoint, and
the fix distance is 28 NM, and the leg length is 8 NM, the end of the
outbound leg will be reached when the DME/ATD reads 20 NM.
12.11.4.4 Flight Crewmembers’ Action
When advised by the applicable ATC facility to hold at a fix or intersection, PASL flight crew
shall:
a) Commence speed reduction when within 3 minutes or less from the

holding fix. Cross the holding fix, initially, at or below the maximum
holding airspeed.
b) Ensures that all turns during the holding entry and while holding is at
(whichever requires the least bank angle):
i. 3 degree per second; or
ii. 30 degree bank angle; or
iii. 25 degree bank angle provided a flight directory system is used.
c) Compensate for wind effect primarily by drift correction on the inbound

and outbound legs. When outbound, the flight crew shall triple the
inbound drift correction to avoid major turning corrections; for
example, if correcting the left by 8 degree when inbound, the aircraft
shall be corrected to the right by 24 degree when on the outbound leg.

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12.11.4.5 Non-Standard Holding Pattern

The fix end and the outbound end turns are made to the left. Entry
procedures for a non-standard pattern are oriented in relation to the
70 degree line on the holding side as applicable in the standard
pattern.
12.11.5 ATC RADIO FREQUENCY OUTAGE
12.11.5.1 General
Most ATC facility often have at least one back-up radio receiver and transmitter system for
each frequency being used, which can usually be deployed for use rapidly with little or no
disruption to the ATC facility service. In the event of technical problems, which can cause a
delay, switchovers seldom take more than 60 seconds to effect. In the event that the outage
is not rectified quickly, the ATC facility will often request a nearby aircraft if available, to
switch to the affected frequency to broadcast communications instructions. To ascertain that
a failure has actually happened, it is important for the flight crew to wait for at least 1 minute
before deciding that an ATC facility has actually experienced a radio frequency failure.
When such outages occur, the flight crew shall, if the cockpit workload permits, maintain a
listening watch on the affected radio frequency while complying with the following
recommended communication procedures:
 If a two-way radio communications cannot be established with the applicable ATC

facility after changing frequencies, the PNF shall attempt to recontact the transferring
controller for the assignment of an alternative frequency or applicable instructions.
 When an ATC facility radio frequency failure occurs after a two-way communications
has been established, the flight crew shall attempt to re-establish radio contact with the
applicable center on any other specified applicable ATC facility frequency, preferably
that of the next responsible sector when practicable, for further instructions. In the
event that the next normal frequency change along the route is another ATC facility,
the flight crew shall contact that facility, if feasible, for instructions. If communications
cannot be re-established by either method, the flight crew shall adhere to the last
known ATC clearance and comply with the applicable position reports and, in the
event of a two-way radio communications failure, the applicable IFR/VFR flight two-
way radio communications failure procedure.
12.11.5.2 Two-Way Radio Communications Failure In VFR Flights
For the purpose of this section and in compliance with Nig. CARs 8.8.3.9 – “Two-Way Radio
Communication Failure in VFR” and ICAO Annex 10 Volume II on radio communication
failure procedure, PASL flight crew in the event of a two-way communication failure between
the controlling ATC facility and the Company’s aircraft while operating in Class B, C or D
airspace, the Commander shall:
i. Squawk 7 600 (radio failure-code) on the transponder

ii. Continue the flight under VFR

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iii. Where the airspace is a control zone, land at the aerodrome where the
control zone is established or land at the nearest suitable aerodrome;
and
iv. Report arrival to the applicable ATC facility by the most expeditious
means possible.
12.11.5.3 Two-Way Radio Communications Failure In IFR Flights
For the purpose of this section and in compliance with Nig.CARs 8.8.4.19 – “Two-Way Radio
Communication Failure in IFR” and ICAO Annex 10 Volume II on radio communication
failure procedure, PASL flight crew in the event of a two-way communication failure between
the controlling ATC facility and the Company’s aircraft that is, or has received a clearance to
enter a controlled airspace, the flight crew shall:
1) Maintain a listening watch on the appropriate radio frequency for ATC messages or
further clearance. The flight crew shall acknowledge the receipt of any of such
messages, if possible, by any means available;
2) Set the transponder to code 7 600; and
3) Attempt to establish communications with any ATC facility or other aircraft to assist
in the relaying of the aircraft position, altitude, intention and the radio difficulty being
experienced to the last ATC facility with which communication has been
established.
Where communications cannot be established with any ATC facility either directly or by relay
through an intermediary, the Commander shall, except where specific
instructions/procedures published are for anticipated communications failure the
Commander can continue the flight according to the following:
a) Route:
i. By the route assigned in the last ATC clearance received;
ii. If under radar vectors, by the direct route from the point of the radio failure
to the fix, route or airway specified in the vector clearance;
iii. In the absence of an assigned route, or the applicable route advised by
the ATC facility to be expected in a further clearance; or
iv. In the absence of an assigned route or the applicable route advised by the
ATC facility to be expected in a further clearance or alternatively by the
route filed in the flight plan.
b) Altitude:
The highest of the following altitudes or flight levels for the route segment
being flown shall be applicable:
i. The altitude or flight level assigned in the last ATC clearance received;
ii. The minimum altitude, converted, if appropriate, to the minimum flight
level for IFR operation; or\
iii. The altitude or flight level that the applicable ATC facility advised may be
expected in a further clearance.

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c) Leaving Clearance Limit

i. When the clearance limit is at a fix from which an approach begins, the
Commander shall commence descent or descend, and commence
approach procedure:
- As close as possible to the expect-further-clearance time, if one has been
received, or
- If one has not been received, commence, as close as possible to the
estimated time of arrival as calculated from the filed or the revised ATC
estimated time en-route.
ii. If the clearance limit is not a fix from which an approach commences:
- The Commander shall leave the clearance limit at the expect-further-
clearance time if one has been assigned, or if none has been assigned,
upon arrival over the clearance limit.
- The flight crew shall proceed to a fix from which an approach begins; and
- Commence descent or commence an approach as close as possible to
the ETA as calculated from the filed or the revised ATC estimated time
en-route.
12.12 TIME SYSTEM USED FOR OPERATION
For the purpose of this section and in compliance with Nig.CARs 8.8.2.10 – “Time Checks”,
all PASL flight operations shall be conducted using the Co-ordinated Universal Time (UTC),
expressed in hours and minutes of the 24-hours/day beginning at midnight.
All PASL flight crew shall obtain a time check prior to operating a controlled flight and at
such other times during the flight as necessary.

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12.13 UNIVERSAL SIGNALS
General
In compliance with Nig. CARs 8.8.2.11 , PASL flight crew and applicable operation officers
shall be conversant with the usage of the Universal Signals.
Upon observing or receiving any of the designated universal aviation signals, the flight crew
shall take such actions as required by the interpretation of the applicable signal. The
Universal signals shall have only the applicable designated meanings and each person
using universal signals in the movement of aircraft shall only use them for the purpose
indicated. No PASL flight crew and applicable operation officers shall use signals which are
likely to cause confusion with the interpretation of aviation Universal signals.
Note: None of the provisions contained here-in “Rules of the Air” shall have such effect as
to prevent the use, by an aircraft in distress, of any means possible to attract
attention, make known its position and obtain help.
12.13.1 Signals
Distress Signals
In the event of threats, imminent danger and grave circumstances requiring immediate
assistance, the following signals shall be used either together or separately:
i. A signal made by radiotelegraph or by any other signalling method

consisting of the group SOS (. . . - - - . . . ) in Morse Code;
ii. A signal sent by radiotelephony consisting of the spoken word “Mayday”;
iii. Rockets or shells utilising red lights, fired one at a time at short intervals;
and
iv. A parachute flare displaying a red light.
12.13.1.1 Urgency Signals
a) In the event that the flight crew wishes to give notice of difficulties that
compel it to land but where immediate assistance is not required, the
following signals shall be used either together or separately:
i. repeated switching on and off of the lights; and
ii. repeated switching on and off of the navigation lights in such a
manner as to be distinct from flashing navigation lights.
b) In the event that the flight crew requires to transmit an urgent message
concerning the safety of an aircraft, ship, other vehicle or of some person
on-board, the following signals shall be used, either together or
separately:
i. A signal made by radiotelegraph or by any signalling method
consisting of the group XXX (- . . - - . . - - . . -); and
ii. a signal sent by radiotelephony consisting of the spoken word
PAN

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Note: Article 36 of the International Telegraphic Union Radio Regulations (Nos.

1463, 1464, 1465) provides relevant information on the alarm signals for
activating radiotelegraph and radiotelephone auto-alarm systems and thus
securing attention to distress calls or messages. The radiotelegraph alarm
signal consists of a series of 12 dashes sent in 1 minute, the duration of each
dash being 4 seconds and the duration of the interval between consecutive
dashes shall be 1 second. It can be transmitted by hand but its transmission
by means of an automatic instrument is preferable and recommended. The
radiotelephone alarm signal consists of two substantially sinusoidal audio
frequency tones transmitted alternately. One tone shall have a frequency of 2
200 cycles per second and the other a frequency of 1 300 cycles per second,
the duration of each tone being 250 milliseconds. The radiotelephone alarm
signal, when generated by automatic means shall be sent continuously for a
period of at least 30 seconds but not exceeding 1 minute; when generated by
other means, the signal shall be sent as continuously as practicable over a
period of approximately 1 minute.
12.13.2 Lights and Pyrotechnic Signals for Control of Aerodrome Traffic
The signals specified in the table below when made by an aerodrome control tower to an
aircraft in flight or on the ground shall have the meanings respectively assigned to them and
shall be interpreted as follows:

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Meaning of Lights and Pyrotechnic Signals
FROM AN AERODROME
Characteristics To an aircraft in To an aircraft or From an aircraft
and colour of light flight vehicle on the in flight to an
beam or aerodrome aerodrome
pyrotechnics
a) Steady red lightGive way to other Stop -
aircraft and
continue circling
b) Red pyrotechnic Notwithstanding - Immediate
light or red flare any previous assistance is
instructions, do not required
land for the time
being. Wait for
permission
c) Series of red Aerodrome unsafe, Taxi clear of landing -
flashes do not land area in use
d) Series of green Return to To an aircraft: -
flashes aerodrome. Wait Cleared to taxi.
for permission to To a vehicle:
land (*) Cleared to move on
the manoeuvring
area
e) Steady green Cleared to land Cleared for take-off -
light
f) Series of white Land at this Return to starting The aircraft is
flashes aerodrome after point on the compelled to land
receiving aerodrome
continuous green
light, and then,
after receiving
green flashes,
proceed to the
apron. (*)
g) White - - The aircraft is
pyrotechnic lights. compelled to land
Switching on and
off the navigation
lights. Switching on
and off the landing
lights.
Note: (*) Clearances to land and to taxi shall be given by the applicable aerodrome
controller in due course.

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Acknowledgement by the Aircraft:
When In Flight:
a) During Day Light Hours:
i. Rocking the wings of the aircraft
b) During Darkness Hours:

i. Flashing the landing lights of the aircraft on and off twice. In the
event that the landing lights become unserviceable, by switching
the navigation lights on and off twice.
When In Flight:
c) During Day Light Hours:
i. Mounting the ailerons or rudder of the aircraft.
d) During Darkness Hours:

i. Flashing the landing lights of the aircraft on and off twice. In the
event that the landing lights become unserviceable, by switching
the navigation lights on and off twice.

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12.13.3 Other Signals

A horizontal red panel with yellow
diagonals means that landing on the
airfield is forbidden and that the
prohibition can be extended.

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A horizontal red panel with one yellow

diagonal means that special conditions
need to be observed when approaching
or landing on the airfield, as a result of the
poor condition of the airfield or for any
other reason.
A horizontal white panel shaped like a

dumb-bell means that aircraft are allowed
to land and take-off on the runways only –
but are not allowed to taxi along the
taxiway.
A horizontal white panel shaped like a

dumb-bell identical to the previous dumb-
bell but with a black beam in the round-
shaped part, at right angles to the bar –
means that aircraft can only land and take
off on the runways, and other movements
need not be restricted to the runways and
taxiways.
White crosses horizontally on the airfield

shows the un-usable parts for aircrafts
(orange little flags have the same
meaning).

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The following signals – used separately or together give the direction to be used by aircrafts
to land or take-off:
A white or orange horizontal T: Landing

and taking off in the direction of the
crossbeam parallel to the vertical leg of
the T-sign.
A tetrahedron, which is, from the right

side to the peak, orange or black on the
left side and white or aluminium-coloured
on the right side: Landing and taking
off in the direction to which the
tetrahedron points.
A black ball at a masthead and well

visible to aircrafts on the airfield means
that information must be obtained from
the control tower regarding the direction
to be followed when taking off.
A white or orange disc, horizontally next

to the crossbeam and in line with the leg
of the landing T means that more than
one direction is used to take-off or land.
25
A group of two figures, located vertically
on or near the control tower, shows the
direction for take-off of aircrafts on the
airfield. The direction is expressed in ten
degrees of the magnetic compass and
rounded off to the nearest ten.
An arrow to the right and with a striking

colour, put down on the signal field
means that traffic circles or parts of it,
must be made to the right before landing
or after take-off.

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A black letter C, put vertically against a
C
yellow background, represents the spot
where by the flight crew of an aircraft
provides information to the applicable
ATC facility or applicable Authority about
the aircraft for the benefit of air traffic
control purposes.
12.13.4 INTERCEPTING SIGNALS
General
For the purpose of this section and in compliance with Nig.CARs 8.8.1.27 – “Interception”,
when intercepted by a military or governmental aircraft, the Commander shall comply with
the international standards when interpreting and responding to visual signals.
12.13.4.1 Post Intercept Phase
Upon the completion of the identification phase, the Interceptor flight leader will turn away
from the intercepted aircraft. The wingman will remain well clear and accomplish a rejoin
with the leader.
INTERCEPTION PATTERNS
FOR IDENTIFICATION OF
INTERCEPTED AIRCRAFT
(TYPICAL)
APPROACH IDENTIFICATION PHASE POST INTERCEPT PHASE

PHASE (DAY)
TRANSPORT
INTERCEPTORS WINGMAN
FLIGHT LEAD
Note: During Night/iMC,
approach shall be from
below flight path.
Communication interface between interceptor aircrews and the ground controlling agency is
essential to ensure a successful intercept completion. Flight safety is paramount. PASL
aircraft which is intercepted by another aircraft shall immediately:

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a) Follow the instructions given by the intercepting aircraft, interpreting and

responding to the visual signals.
b) Notify, if possible, the appropriate air traffic controller.
c) Attempt to establish radio communication with the intercepting aircraft or with the
appropriate intercept control unit, by transmitting a general call on the emergency
frequency 243.0 MHZ and repeating the same call on the emergency frequency
121.5 MHZ, if practicable, giving the identity and position of the aircraft, and the
nature of the flight.
d) If the aircraft is equipped with SSR transponder, select 3/A Code and squawk 7
700, unless otherwise instructed by the appropriate ATC facility. If any
instructions received by radio from any sources conflict with those given by the
intercepting aircraft either by visual or radio signals, the intercepted aircraft flight
crew shall request an immediate clarification from the applicable ATC facility in
charge of the airspace/controlled zone while continuing to comply with the
instructions given by the intercepting aircraft.
12.13.4.2 Interception Signals
Intercepting Signals
Signals Initiated by Intercepting Aircraft and responses By Intercepted Aircraft. (ICAO Annex
2 – Appendix A, 2.1) and Nig. CARs IS 8.8.1.28.
INTERCEPTING INTERCEPTED
Series Meaning Meaning
Aircraft Signals Aircraft Responds
1 DAY – Rocking wings You have AEROPLANES: Understood,
from a position slightly been will comply
DAY – Rocking wings
above and ahead of, intercepted.
and following.
and normally to the left Follow me.
of, the intercepted
aircraft and, after Note 2 – If the
acknowledgement, a intercepted aircraft is
slow level turn, normally not able to keep pace
to the left, on to the with the intercepting
desired heading. aircraft, the latter is
expected to fly a
Note 1 – Meteorological series of race-track
conditions or terrain may patterns and to rock
require the intercepting its wings each time it
aircraft to take up a passes the
position slightly above intercepted aircraft.
and ahead of, and to the
right of, the intercepted
aircraft and to make the
subsequent turn to the
right.
2 DAY Or NIGHT – An You may AEROPLANES: Understood,

abrupt break-away proceed. will comply.
DAY or NIGHT–
manoeuvre from the

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intercepted aircraft Rocking wings.

consisting of a climbing
turn of 90 degrees or
more without crossing
the line of flight of the
intercepted aircraft.
DAY – Circling Land at this AEROPLANES: Understood,

aerodrome, lowering aerodrome. will comply.
DAY – Lowering
landing gear and
landing gear,
overflying runway in
following the
direction of landing or, if
intercepting aircraft
the intercepted aircraft is
and, if after overflying
a helicopter, overflying
the runway landing is
the helicopter landing
considered safe,
area.
proce-eding to land.
4 Day or NIGHT – Raising Aerodrome DAY or NIGHT – If it Understood,

landing gear (if fitted) you have is desired that the follow me.
and flashing lights while designated intercepted aircraft
passing over runway in is follow the
use or helicopter landing inadequate. intercepting aircraft to
area at a height an alternate
exceeding 300m (1,000 aerodrome, the
ft) but not exceeding intercepting aircraft
<BR
600m (2,000 ft) (in the raises its landing
case of a helicopter, at a gear (if fitted) and
height exceeding 50m uses the Series 1
(170 ft) but not signals prescribed for
exceeding 100m (330 ft) intercepting aircraft.
above the aerodrome
level, and continuing to
circle the runway in use If it is decided to Understood,
release the you may
or helicopter landing
intercepted aircraft, proceed.
area. If unable to flash
the intercepting
landing lights, flash any
aircraft uses the
other lights available.
Series 2 signals
prescribed for
intercepting aircraft.
5 DAY or NIGHT – Cannot Day or NIGHT – Use Understood.

Regular switching on comply. Series 2 signals pres-
and off of all available cribed for intercepting
lights but in such a aircraft.
manner as to be distinct
from flashing lights.

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6 Day or NIGHT – In distress DAY or NIGHT – Use Understood.

Irregular flashing of all Series 2 signals pres-
available lights. cribed for intercepting
aircraft.
12.13.4.3 Interception Phraseologies
Phrases For Use By Intercepting Aircraft Phrases For Use By Intercepted Aircraft
Phrases Pronunciation Meaning Phrases Pronunciation Meaning
Call sign
CALL- What is your My Call Sign is
KOL1- SA-IN (Call Sign) KOL SA-IN
SIGN call sign 2 (Call Sign)
Understood will
FOLLOW FOL- LO Follow me WILCO VILL- KO
comply
Descend for Unable to
DESCEND DEE-SEND CAN NOT KANN NOTT
landing comply
YOU Land at this Repeat your
YOULAAND REPEAT REE- PEET
LAND aerodrome instruction
You may Position
PROCEED PRO- SEED AM LOST AM LOSST
proceed unknown
MAY DAY MAYDAY I am in distress
I have been
HIJACK3 HI- JACK
skyjacked
LAND I request to
LAAND
(Place land at
(Place name)
name) (Place name)
I require
DESCEND DEE-SEND
descent
Note: 1. In the Pronunciation column, the syllables to be emphasized are bold/underlined.
2. The call sign required to be given is that used in radiotelephony communications

with the applicable air traffic services units, and corresponding to the aircraft
identification in the flight plan.
3. Circumstances may not always permit, nor make desirable, the use of the phrase
“HIJACK”
12.13.5 WARNING SIGNALS TO AIRCRAFT IN FLIGHT
When by day or by night, a series of projectiles discharged from the ground at intervals of 10
seconds, each showing, on bursting, red and green lights or stars, this shall indicate to the
commander that his/her aircraft is flying or about to enter an active danger area, a restricted
or prohibited area. The commander is required to take such actions as required to leave the
area or change course to avoid the area.
12.13.6 MARSHALLING SIGNALS – From a Marshaller to an Aircraft

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Each of the hand signals for the guidance of aircraft manoeuvring on the ground described
below shall have the meanings set forth beside the description of the hand signal. By day,
any of these signals shall be given by hand or by circular batons and at night by torches or
illuminated wands.

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The descriptions are as depicted below:
1. To 2. This Bay
proceed Arms above head
under in vertical position
further with palms facing
guidance inwards
by Signal
man.
Signalman directs
pilots if traffic
conditions on
aerodrome
require this
action.
3. Proceed 4. Move
to next ahead
Signalman
Arms a little
Right or left arm aside, palms
down, other arm facing backward
moved across the and repeatedly
body and moved upward –
extended to backward from
indicate direction shoulder height.
of next
signalman.
5. Turn 6. Stop
a) Turn to
your left: right Arms
arm downward, repeatedly
left arm crossed above
repeatedly moved head (the
upward- rapidity of the
backward. arm movement
Speed of arm should be
movement related to the
indicating rate of urgency of the
turn. stop, i.e. the
faster the
b) Turn to movement the
your right:: left quicker the
arm downward, stop.
right arm
repeatedly moved
upward-
backward.
Speed of arm
movement

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indicating rate of
turn
7. Brakes 8. Chocks
a) Engage a) Chocks
brakes: inserted:
raise arm and arms down,
hand, with fingers palms facing
extended inwards, move
horizontally in arms from
front of body, extended
then clench fist. position
inwards.
b) Release
brakes: b) Chocks
raise arm, with removed:
fist clenched arms down,
horizontally in palms facing
front of body, outwards,
then extend move arms
fingers outwards

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9. Start 10. Cut

Engine(s) Engines
Left hand Either arm and

overhead with head level with
appropriate shoulder, hand
number of fingers across throat,
extended, to palm
indicate the downward.
number of the The hand is
engine to be moved
started, and sideways with
circular motion of the arm
right hand at remaining bent
head level.
12. Slow down
engine(s) on
indicated side
11. Slow Down
Arms down
Arms down with with palms
palms toward towards
ground, then ground, then
moved up and either right or
down several left hand
times. waved up and
down
indicating the
left or right side
engine(s)
respectively
should be
slowed down.
13. Move back 14. Turns while
backing
Arms by sides,
palms facing a) For tail to
forward, swept starboard:
forward and point left arm
upward down, and right
repeatedly to arm brought
shoulder height. from overhead,
vertical
position to
horizontal
forward
position,
repeating right
arm

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movement.
b) For tail to
part:
point right arm
down, and left
arm brought
from vertical
position to
horizontal
forward
position,
repeating left
arm
movement.
15. All Clear 16. Hover
Right arm raised Arms

at elbow with extended
thumb erect. horizontally
sideways

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17. Move 18. Move

upwards Downwards
Arms extended Arms

horizontally to the extended
side beckoning horizontally
upwards, with to the side
palms turned up. beckoning
Speed of downwards,
movement with palms
indicates rate of turned down.
ascent. Speed of
movement
indicates rate
of descent.
19. Move 20. Land
horizontally
Arms
Appropriate arm crossed and
extended extended
horizontally downwards
sideways in in front of the
direction of body.
movement and
other arm moved
in front of body in
same direction, in
a repeating
movement.
12.13.6.1 Marshalling Signals – From the Flight Crew to AMarshaller
The following hand signals made by the flight crew in an aircraft to a marshaller on ground
shall respectively have the following meanings:
Description Of Hand Signal Meaning Of Hand Signal

a) Raise arm and hand with fingers
extended horizontally in front of the face, Brakes engaged
then clench fist
b) Raise arm with fist clenched horizontally
Brakes released
in front of the face, then extend fingers
c) Arms extended with palms facing
outwards, moving hands inwards to cross in Insert chocks
front of the face
d) Hands crossed in front of the face, palms
Remove chocks
facing outwards, moving arms outwards
e) Raising the number of fingers on one Ready to start engines

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hand indicating the number of the engine to

be started. For this purpose, the aircraft
engines shall be numbered in relation to the
marshaller facing the aircraft, from his/her
right to his/her left, i.e. No. 1 engine shall
be the port outer engine, No. 2 engine shall
be the port inner engine, No. 3 engine shall
be the starboard inner engine and No. 4
engine shall be the starboard outer engine
12.13.7 Ground/Air Visual Codes For Use By Survivors
Any person making obvious and continuous attempts to attract attention can be considered
to be in some sort of distress. Listed below are the international ground to air visual signals
for emergency use by survivors and search parties:
Note: Dueto the uncertainty of aircrew seeing pyrotechnic or other visual signals made
from the ground and the possibility of misunderstanding, rescue parties shall use radio
transmission whenever possible in communicating with the distress aircraft.
Strip Panel Code For Signalling To Aircraft
Strip Panel Code for Signalling to Aircraft

Message Symbol Message Symbol
Require doctor, serious injuries Indicate direction to proceed
Require medical supplies Am proceeding in this direction
Unable to proceed X Probably safe to land here
Require food and water F All well

LL
Require map and compass No
Require signal lamp, battery and Yes

radio
Require assistance V Not understood L

The Panel Should Be At Least 2.5 Metres (8ft) Long

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12.13.7.1 Ground-Air Visual Signal Code for use by Rescue Unit
Strip Panel Code for Signalling By Rescue Unit

Message Symbol Message Symbol
Operation completed LLL Have divided into two groups.

Each proceeding in direction
We have found all personnel LL indicated.
We have found only some

personnel
++ Information received that
aircraft is in this direction
We are not able to continue.

Return to base.
XX Nothing found. Will continue
to search.
NN
12.13.7.2 Ways To Make Signals
Underlisted are the various methods of constructing survival symbols during different
weather conditions and seasons as applicable:
1. Artic Winter: Snow block wall, line the blocks along the trench from which
the snow blocks were cut.
2. Artic Summer: Sod, stones, sand or driftwood walls, space age blanket or
any light material.
3. Bush Winter: Tramped in the snow, lay green boughs signals, in the snow or
alternatively STICK them in the snow and build a wall of bush and boughs
around them.
4. Bush Summer: Rock pile signals, use bush or logs for letters. Use fresh
peeled logs and bark or sod blocks.
A. Informative Signals:
Leave the created signals in sight, further using the signals to show the direction
taken. Wood charcoal, pen, lipsticks, etc, can be used in creating informative
signals.
B. Forest Fire:
Starting a forest fire is not recommended. This shall be considered and used
only as a last resort and when the prevailing situation is grave. Torch the Tree,
i. Select an evergreen tree with thick foliage. The selected tree shall be
isolated from other trees to prevent forest fire hazard.
ii. In winter, shake the tree, using a rope to do so, or hammer the base
removing as much snow and ice as possible.
iii. A “bird’s nest” should be built in the lower branches of the tree using
branches of other trees with dry kindling and barks mixed with them.

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iv. Prepare a bonfire, around the base of the tree.

v. The bonfire will burn and ignite the bird’s nest which supports the torching
of the entire tree making it a gigantic torch, visible from several miles
within the vicinity and possibly beyond.
12.13.7.3 International Body Signals
These are certain established body signals that will be recognised by most airmen:
a) Need Urgent Medical Help

Lie on the back with arms stretched straight behind you.
Another widely used signal indicating severe injury is the crossing of the arms
across the body.
b) Every Thing Is All Right (Ok) Don’t Wait

Standing erect with the left arm hanging at the side and the right hand raised-up.
c) Able To Proceed Shortly And The Aircraft Should Wait If Possible

Stand erect with the left arm hanging at the side holding the right arm
horizontally.
d) There Will Be A Long Delay On Your Part

Stand erect, lifting both arms horizontally.
e) Pick Me Up
Standing and holding both arms straight above the head.
f) Don’t Land Here

Swinging both hands side ways, back and forth above the head.
g) Come Down Here

Squatting on the heels, pointing in the direction of the recommended landing
spot.
h) Drop A Message
If the rescue pilot is required to drop a message, swinging the hand down to
shoulder height several times in front of the body.
i) Yes
Waving articles such as a shirt, UP AND DOWN in front of the body.
j) No
Waving articles such as a shirt, BACK AND FORTH.
Although signs vary with different groups, the aircraft by dipping up and down, in
the manner the head is nodded, can mean affirmative. A slight zigzag such as
shaking the head means negative.

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A green flash from a signalling lamp or an aircraft rocking from side to side
confirms that the aircraft has understood the message. A red light on the
signalling lamp or a complete right hand circuit by the aircraft confirms that the
aircraft has not understood the message.
12.13.8 Procedures for Intercepting Distress Transmission
In the event that the Company’s flight crew intercepts a distress signal and/or message or an
equivalent transmission on radiotelegraphy or radiotelephony, the commander shall:
k) Record the position of the aircraft in distress if given;

l) If possible, take a bearing on the transmission;
m) Inform the appropriate air traffic services unit, rescue co-ordination centre or
Operations Control Center (OCC) of the distress transmission, giving all available
information.
n) In the event that the distress signals originate from another Company’s aircraft,
taking flight safety into consideration, at the commander’s discretion, while
awaiting instructions, may proceed to the position given in the transmission.
12.13.8.1 Procedures At The Scene Of An Accident
When the Commander observes that either a Company’s aircraft or any other surface craft is
in distress, unless unable to or if the prevailing circumstances make it unreasonable or
unnecessary he/she shall:
a) Keep in sight the craft in distress until such a time, as his/her presence is no
longer necessary
b) If the position is not known with certainty, take such action as to facilitate the
determination of the position.
c) Communicate to the applicable air traffic services units or to the rescue co-
ordination center or Operations Control Center (OCC) as much of the following
information as possible:
i.type of craft in distress, its identification and condition;

ii.its position, expressed in geographical co-ordinates or in distance and
true bearing from a distinctive landmark or a radio navigation aid;
iii. time of observation expressed in hours and minutes UTC;
iv. number of persons observed;
v. whether occupants have been seen to abandon the craft in distress;
vi. number of persons observed to be afloat;
vii. apparent physical condition of the survivors;
d) Comply as instructed by the applicable air traffic services unit, the rescue co-
ordination center or Operations Control Center.
Note: In the event of not being able to communicate with either the applicable air
services unit, the rescue co-ordination center or the Company’s Operations
Control Center (OCC), the flight crew shall transmit the position of the distressed

PART A 12 11-09-2019
PRIVATE AIRLINE
SERVICES LTD
craft to another aircraft capable of establishing and maintaining such

communication until the arrival of the search and rescue aircraft.

PART A 13 11-09-2019
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Leasing ISSUE 1 Page 1 of 6
SERVICES LTD
CHAPTER 13 – LEASING
TABLE OF CONTENTS
13.0 Leasing…………………………………………………………………….. 3
13.1 Introduction…………………………………………………………………. 3
13.2 Leasing of Aeroplanes Between AOC Holders Certificated by the Authority 3
13.3 Leasing Aeroplanes Between PASL and Any Entity……………………….. 3
13.4 Aircraft Interchange……………………………………………………………… 5

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SERVICES LTD

PART A 13 11-09-2019
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SERVICES LTD
13.0 LEASING
13.1 Introduction
Nig. CARs: 9.2.3.2; 9.2.3.4; IS 9.2.3.2; IS: 9.2.3.4
For the purpose of this manual a lease is understood to be a contractual
arrangement whereby PRIVATE AIRLINES SERVICES LIMITED (PASL)
shall gain control of an aeroplane which is not owned by PRIVATE AIRLINES
SERVICES LIMITED.
13.1.1 Definition
13.1.1.1 Dry Lease
A dry lease is understood to be the lease of an aeroplane where the

aeroplane is operated under the AOC of the lessee.
13.1.1.2 Wet Lease
A wet lease is understood to be a lease of an aeroplane where the aeroplane

is operated under the AOC of the lessor.
13.2 LEASING OF AEROPLANES BETWEEN AOC HOLDERS CERTIFICATED

BY THE AUTHORITY
a) PRIVATE AIRLINES SERVICES LIMITED shall not dry lease-in an

aeroplane from an entity other than an AOC holder certificated by the
Authority, unless approved by the Authority. Any conditions which are part
of this approval shall be included in the lease agreement;
b) PRIVATE AIRLINES SERVICES LIMITED shall ensure that, with regard to

aeroplanes that are dry leased-in, any differences from the requirements
prescribed in the Nig.CARs are notified to and are acceptable to the
Authority.
13.3 LEASING OF AEROPLANES BETWEEN PASL AND ANY ENTITY
PASL shall not wet lease-in an aeroplane from an entity other than an AOC
holder certificated by the Authority without the approval of the Authority. The
approval shall only be granted by the Authority after PASL has provided
indisputable evidence that a dry lease-in is not feasible at the time.
13.3.1 Dry Lease-In
PASL may dry lease-in a foreign registered aeroplanes for commercial air
transport as authorised by the NCAA provided that the State of Registry of the
aeroplane is a signatory to the Chicago Convention, and provided that the
following conditions are met:
i. The aeroplane carries an appropriate Airworthiness Certificate issued, in

accordance with ICAO Annex 8, by the State of Registry and meets the
registration and identifications of that country;

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ii. The aeroplane is of a type/design which complies with all the

requirements that would be applicable to that aeroplane were it registered
in Nigeria, including the requirements which shall be met for issuance of a
Nigerian standard airworthiness certificate (including type design
conformity, condition for safe operation, and the noise, fuel venting, and
engine emission requirements);
iii. The aeroplane is maintained according to an approved maintenance
programme;
iv. The aeroplane will be operated by PASL flight crew;
v. A copy of the dry lease to be executed is provided to the NCAA;
vi. Operational control of any dry leased aeroplanes rests with PASL;
vii. The operations specifications for the dry leased aeroplanes are listed by
the NCAA;
viii. The dry lease agreement explicitly details the maintenance programme
and MEL to be followed during the term of the dry lease.
13.3.2 Wet Lease-In
No operator shall conduct wet lease operations on behalf of PASL except in

accordance with the applicable laws and regulations of the country in which
the operations occurs and the restrictions imposed by the Authority.
PASL shall not contract another entity or air operator to conduct wet lease
operations on its behalf unless that air operator holds an AOC or its
equivalent from a contracting State that authorizes those operations and
obtains the approval of the Authority for such operations and provides a copy
of the AOC under which the operations are to be conducted.
PASL shall ensure that, with regard to aeroplanes that are wet leased-in:
a) The safety standards of the lessor with respect to airworthiness and

operation are equivalent to the requirements of the Nig.CARs;
b) The lessor is an operator holding an AOC issued by a State which is a

signatory to the Chicago Convention;
c) The aeroplane has a standard Certificate of Airworthiness issued in

accordance with ICAO Annex 8;
d) Any other requirement made applicable by the NCAA are complied with.

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13.3.2.1 Wet Lease - Authority Revisions
The Authority, upon determining that the wet lease agreement complies with
the applicable requirements, shall revise the PASL operations specifications
to contain the following information:
a) The names of the parties to the agreement and the duration of the
agreement;
b) The make, model and series of each aeroplane involved in the
agreement;
c) The kind of operation;
d) The expiration date of the lease agreement;
e) A statement specifying the party that has operational control of the
aeroplane;
f) Any other item, condition, or limitation the Authority deems necessary.
13.3.3 Leasing of Aeroplanes at Short Notice
In circumstances where PASL is faced with an immediate, urgent and

unforeseen need for a replacement aeroplane, the approval required above may
be deemed to have been given, provided that:
a) The lessor is an operator holding an AOC issued by a State of

Registry which is a signatory to the Chicago Convention;
b) The lease-in period does not exceed 5 consecutive days;
c) The Authority is immediately notified of the use of this provision;
d) Notwithstanding the provisions of these regulations, when an

aeroplane registered in a Contracting State is operated pursuant to an
agreement for the lease, charter or interchange of the aeroplane or
any similar arrangement by an operator who has his principal place of
business in Nigeria, the State of Registry may, by agreement with
Nigeria, transfer to it all or part of the functions and duties as State of
Registry in respect of that aeroplane under these regulations. The
State of Registry shall be relieved of responsibility in respect of the
functions and duties if so transferred.
13.4 AIRCRAFT INTERCHANGE
(a) PASL shall not interchange aircraft with another AOC holder without the approval of the
Authority.
(b) Before operating under an interchange agreement, the airline will ensure that—
(1) The procedures for the interchange operation conform with safe operating practices;
(2) Required crew members and flight operations officers meet approved training
requirements for the aircraft and equipment to be used and are familiar with the
communications and dispatch procedures to be used;

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(3) Maintenance personnel meet training requirements for the aircraft and equipment, and
are familiar with the maintenance procedures to be used;
(4) Flight crew members and flight operations officers meet appropriate route and airport
qualifications;
(5) The aircraft to be operated are essentially similar to the aircraft of the AOC holder with
whom the interchange is effected; and
(6) The arrangement of flight instruments and controls that are critical to safety are
essentially similar, unless the authority determines that the airline has adequate training
programmes to ensure that any potentially hazardous dissimilarities are safely overcome by
flight crew familiarisation.
(b) Each AOC holder conducting an interchange agreement shall include the pertinent
provisions and procedures of the agreement in its manuals.
(c) The Authority, upon determining that the interchange agreement complies with the
applicable requirements, shall amend the AOC holder’s operations specifications to reflect
the interchange agreement.
(d) The airline shall comply with the applicable regulations of the State of Registry of an
aircraft involved in an interchange agreement whenever we have operational control of the
aircraft.

PART A 14 11-09-2019
PRIVATE AIRLINE
SERVICES LTD Appendices ISSUE 1 Page 1 of 50
CHAPTER 14 – Appendices
TABLE OF CONTENTS
14.1 Appendix A: Revision……………………………………………..………. 3

14.2 Appendix B (i): Captain’s Journey Log…………………………….……. 5
14.2.1 Appendix B (ii): Air Safety Report………….……………………….……. 6
14.2.2 Appendix B (iii): Hazard / Incident Report Form………………….……. 7
14.3 Appendix C (i): Technical Log………..…………………………….……. 10
14.4 Appendix C (ii): Technical Log Numerical List…………………….……. 12
14.5 Appendix C (iii): Block Records……….…………………………….……. 13
14.6 Appendix D: Accident Report Form.……………………………….……. 17
14.7 Appendix E: Request for Aerodrome Approval Form…………….……. 23
14.8 Appendix F: Flight Release Form………………………………………… 25
14.9 Appendix G: DG Occurrence report (Form) ………………………….… 27
14.10 Appendix H: Security & Bomb Search Checklist………………….……. 30
14.11 Appendix I: Disruptive Passenger Ground Incident Report Form……. 31
14.12 Appendix J: Disruptive Passenger Incident Report Form…………….… 33
14.13 Appendix K: Bomb Threat Call Report Form…………….………………. 35
14.14 Appendix L: Aviation Security Incident Report Form…………….……. 36
14.15 Appendix M: Birth Report Form……………………………….……….… 38
14.16 Appendix N: Dead Passenger Report Form………………………….… 40
14.17 Appendix O: Missing Person Form…………………………………..… 42
14.18 Appendix P: Flight Report………………………………….………….… 44
14.19 Appendix C(ii): Flight Report Numerical List……………….…………. 45
14.20 Appendix PC(iii): Flight Report Bock Records………….………….… 46
14.21 Appendix Q: Navigation Log……………………………….………….… 47
14.22 Appendix R: Dangerous Goods Notification to Captain.………….… 48
14.23 Appendix S: General Declaration………………………….………….… 49
14(a). More Definitions………………………………………………………….. 1-30

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14.1 APPENDIX A: REVISION

PROPOSAL
REVISION PROPOSAL FORM
The following revision/addition/deletion* is proposed to Part A/B/C/D/E* Para _____________

of the Operations Manual:
*Delete where applicable.
PROPOSED REVISION
REFERENCE
REASON FOR REVISION
Proposer:
Position:
Signature of Proposer:
Manual owner comments and recommendations

Coordination Review Required YES / NO

PART A 14 11-09-2019
PRIVATE AIRLINE
Coordination Review
Effected Manuals
Comments
Authorized by:
DFO
See reverse the guidelines on the completion for this form.
REVISION PROPOSAL FORM (Continued)
GUIDELINES ON THE COMPLETION OF THIS FORM
Proposed revisions to the Operations Manual will only be considered if submitted

on
This form shall be addressed to the Manual owner for approval and
recommendations:
Part A: Director of Flight Operations (DFO)
Part B: Chief Pilot/Fleet Manager (CP/FLM)
Part C: Flight Operations Manager
Part D: Training Manager (TM)
Part E: Cabin Services Manager (CSM)
This form should be completed, signed and handled by t.

he manual
PRIVATE owner to
AIRLINE SERVICES the DFO
LIMITED for final authorisation and submission to the NCAA for
PASL-OMA
approval.
PART A 14 11-09-2019
PRIVATE AIRLINE
14.2 APPENDIX B (i): CAPTAIN’S JOURNEY LOG

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14.2.1 APPENDIX B(ii):AIR SAFETY REPORT
Page 1 of 2

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14.2.2 APPENDIX B(iii): HAZARD/INCIDENT (HAID) REPORT FORM
HAZARD/INCIDENT (HAID) REPORT

A. CONDITIONS
Aircraft Type Reg. No Date From To Location
Grounds Lighting Flight Cond. Wx Cond. Flight Phase
B. DESCRIPTION OF HAZARD/INCIDENT OR SUGESTION
C. WHY DID THE HAZARD OR INCIDENT OCCUR?
D. YOUR RECOMMENDATION(S) For Prevention or Improvement

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Name: Phone No:
Company Name : Date:
Page 1 of 2
HAZARD/INCIDENT (HAID) REPORT FORM (continued)
HAZARD/INCIDENT (HAID) REPORT

E. MAINTENANCE Organization - Review/Recommendation
Chief Engineer: Date:
F. FLIGHT Operations - Review/Recommendation

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Chief Pilot: Date:
G. MANAGEMENT - Action/Conclusion
1. Accepted. Isolated case with no further action required. Yes: No:
2. Short-term Action to be Implemented:
3. Long-term Action to be Implemented:
H. AVIATION SERVICES - Actions
1. Date & Time received:___________________ File No__________
2. Distributed to Affiliates as appropriate:___________ Date__________
3. Compiled into summary:_____________________ Date__________
4. Follow-up to originator completed:______________ Date_________
Page 2 of 2

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14.3 APPENDIX C(i): TECHNICAL LOG (BLANK COPY)

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14.4 APPENDIX C (ii): TECHNICAL LOG (NUMERICAL LIST)

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14.5 APPENDIX C (iii): TECHNICAL LOG BLOCK RECORDS
INSTRUCTIONS FOR FILLING TECHNICAL LOGBOOK

A. General Description
The Aircraft Technical Log will accommodate the recording of information for a two-
leg trip on a single log page. The log consists of pages grouped in sets of three and
is of the type which requires no carbon insert. A separator must be used between
the sets when making entries. Each set of pages is pre-numbered consecutively and
therefore must be accounted for.
B. Page Description and Distribution (identified by three coloured sheets)

1) WHITE SHEET: (Top) The white sheet will be removed following any maintenance
activity which requires a technician signature. Prior to departure the previous white
page will be removed and sent to Maintenance Control and Aircraft Records.
2) YELLOW SHEET: (Middle) Will be removed following aircraft release and sent to the
aircraft release file.
3) PINK SHEET: (Middle) Maintenance will remove the pink page along with the white after
maintenance has been completed. Pink pages remaining from previous trips will
normally be retained by Line Maintenance.
4) BLUE SHEET: (Bottom) Will remain in the log book for Maintenance and Flight Crew
reference.
C. Aircraft Log Procedures
1)All entries made in the Aircraft log must be clearly printed. Use either a black ball-point
pen or indelible pencil to ensure that the entry is visible under subdued cockpit lighting
and that legible copies can be made.
Note: All four copies of log page must be legible; press down firmly while
printing.
2)The Captain will be required to start new log pages as follows:

a. At the beginning of the trip.
b. A Crew change.
c. At each PASL transit station.
d. After a discrepancy has been entered on the page and a corrective action entry
has been made with a Technician signature and employee/release number.
e. After the AIRWORTHINESS RELEASE BLOCK has been signed.

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3)Correction of errors in log entries shall be made as follows:

a. One or several words incorrect: Draw a single line through the incorrect word or
words. Initial, and print the word or words correctly.
b. Significant error or error in an item completely written: Draw a single line
completely through the item, write your initials and date adjacent to the entry.
Print the item correctly, write your initials and date adjacent to the entry.
Note: Do not obliterate the word(s) by blocking out, erasing or using white
out.
D. Below is a guide on who/when and how to fill the technical logbook:
ITEM INSTRUCTIONS
1. Address of Private Airlines Services Ltd
2. Date expressed as: DD/MM/YY
2b. Aircraft Type (e.g. B737) for Boeing 737 or Do 328 for Dornier 328
3. Crew : 3 letter codes for captain and other cockpit crew + their duties i.e. F/O,
F/E
4. Load: Number of Pax. C/Y; Cargo load in Kgs; Take-off weight in Kgs.
5. Oil: top up quantity in Qrts per engine and total per engine at departure
6. Ground Deicing: Type of fluid; mixture ratio and start/stop time of exercise
7. Cumulative Record: (Mtce entry)Total flight hours since last release;
Total Airplane hours –Hours since last release plus total hours on last
release
Total Landings – cumulative from previous page records
Next check due – expressed in flt. hours or landings
8. Transit Release: Certifying staff indicates the type of inspection carried out
and for each leg show whether aircraft released for ETOPS and/or RVSM
9. Oil: enter quantity in Qrts. For oil in the engines; APU; CSD/IDG (Mtce entry)
10. Crew: enter crew 3 letter codes for Capt. , F/O, and flight number eg FRN
100
11. From/To: enter departure airport /arrival airport in 3-letter codes eg LOS to
ABV
12. Block Time: times off block and on block in GMT four digits; resulting block

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time also in 4 digits e.g. 0110 for one hour and ten minutes (Pilots entry)
13. Flying Time: same as item 12 for take off and landing times plus an entry for
the total number of landings during the particular flight
14. Fuel: Before fuelling – fuel in tanks in Kgs; uplift in litres (mtce entry);
quantity in tanks before engine start and after shutdown on arrival (pilots
entry)
15. Hydraulic Quantity: reservoir quantity readings (mtce entry)
16. Maintenance Engineer: 3 letter code of engineer if accompanying aircraft as
crew
17. Cruise Parameter for Eng. Health Monitoring: These readings are taken at
least
after 5 minutes in stabilized cruise (Pilots Entry).
IAS: Indicated Air Speed in knots EPR: Engine Pressure Ratio
TAT: Total Air Temperature in oC N1:Low Press Compressor Speed in
%
ALT: Altitude in ft
EGT: Exhaust Gas Temperature in
MACH: Speed in Mach oC
GW: Gross Weight in kg

N2: High Press Compressor Speed in
%
FF: Fuel Flow in kg/hr
OT: Oil Temperature in oC
OP: Oil Pressure in psi
F.Vib: Fan Vibration
N2 Vib: High Press Compressor
Vibration
18 Comment: mtce comments, if any.
19 Cabin Crew: Cabin Crew List in 3 letter codes
20 Defects: Enter any observed abnormal indications, operating difficulties or
parameter exceedances in itemized format (mtce and pilots entry)
21 Signature: Recording officers signature

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22 Action Taken: Enter rectification actions including serial numbers of parts

replaced (mtce entry)
23 Release to Service (certifying staff entry)
Release number: Company’s Authorization Number
Date: DD/MM/YY
Place: Location in 3 letter code
Time: GMT
Name: Name of certifying staff
Signature: Signature of certifying staff
24 MEL Deferred Defect Reminder: Minimum Equipment List (mtce entry). For
items on current page transferred to deferred defects list, subject to MEL
release.
25 Captain’s Acceptance: This signifies acceptance of the aircraft as prepared
for service and the operating MEL
26 Airworthiness Release: (certifying staff entry) Mandatory for the first flight of
the day or after any maintenance/component change.

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14.6 APPENDIX D: ACCIDENT REPORT FORM
(Obverse)
DETAILED AIRCRAFT ACCIDENT / INCIDENT
/ OCCURRENCE REPORT
State of Registry: Damage to Load:
Registry / Company: Damage to Aircraft:
Flight/Mission Crewmembers:
Total: Survived:
Injured: Dead:
Registration & Type Passengers:

Total: Survived:
Injured: Dead:
Commander:
Route Occurrence Date & Time:
Place Coordinate Fire No Fire
01 AEROPLANE (If required)

Year of Manufacture: Engines Manufacturer:
Model of Airplane: Engine(s) Model:

Serial Number: Total Flight Hours of Engine 1:
Total Flight Hours: Total Flight Hours of Engine 2:
Hold Items (if required): Total Flight Hours of Engine 3:
Total Flight Hours of Engine 4:
02 AIRCRAFT PERFORMANCE (If required)
Zero Fuel Weight: Dry Ops. Index:
Take-Off Weight: PAYLOAD:
Dry Ops. Weight: Landing Weight:

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03 CREW IN CHARGE
COMMANDER FIRST OFFICER INSTRUCTOR
Name (Surname)
Sex & Age
License Type- date
Medical License
Type Rating
Instrument Rating
Total Flight Hours
Type Flight Hours
Flight Hours last 3

month
Duty Hour after Rest
04 MISSION (If required)
Date: Planned Destination:
Number: Est. Time of Arrival:
Departure Point: Duration of Flight:

Actual Dep. Time: Type of Operation: Passenger
05 WEATHER AT EVENT AREA:
Received Not Received Before Duty
Flight Condition: IFR – IMC VMC/VFR Precipitation:
Direction and Wind: Temperature:
Visibility/RVRs: QNH:
Clouds:
………………………………………………………… Cover of Surface
….
06 CABIN CREW AND/OR TECHNICIAN

(If required)
Release Technician: SA – 3:

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OBT Technician: SA – 4:
Check CDC: SA – 5:
CDC: SA – 6:
SA – 1: SA – 7:
SA – 2: SA – 8:
07 AERODROME
(If the event occurred on/at)
ICAO Identification: Runway Length x Width:
Elevation: Slope:
Runway (Direction): Surface:

PART A 14 11-09-2019
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(reverse)
08 USED APPROACH – LANDING AIDS
(If required)
VOR ILS CAT 1 LOC APP LTS
VORDME ILS CAT II RD. VECTR STROBE
NDB ILS CAT III GPS
Location of Data Recorder: Fuselage Recovered and: Used Not Used
Type:Digital Analogue Recovered but: Failure
Recording Medium: Metal Tape Not Recovered
09 COCKPIT VOICE RECORDER

(If required)
Location of Voice Recorder: Fuselage Duration of Record: Minutes
Type:Digital Analogue Hot Mike Installed: Yes No
Recording Medium: Metal Tape Recovered and data: Used Not use
Number of Channel:
Not Recovered Failure
……………………………….……………
10 MEDICAL AND PATHOLOGICAL

(If required)
Person incapacitated: Flight Crew: Type of Incapacitation: Complete:
Cabin Crew: Passenger(s): Partial: Temporary:
Reason for incapacitation:Smoke: Fatal occurrences (Autopsy performed):

Flight Crew:
Injury: Hypoxia:
Cabin Crew: Passenger(s):
11 FIRE
(If broken out)

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Fire started at …./ during: Refuelling: Fire Source: Cargo:
Impact: In-flight: Other aeroplane fluid: Power plant

fuel:
Waste contents: Wheels/tires:
Reason for incapacitation:Smoke: Fatal occurrences (Autopsy performed):

Flight Crew:
Injury: Hypoxia:
Cabin Crew: Passenger(s):
Fire warning system: Functioning: Any warning from: Other source:
Failed to operate: Other indications:
Airplane fire suppression system(s): Used and: Effective:

Engine(s):
Not effective: Not proper:
APU: Portable:
Used by: Flight crew: Fire Brigade: Cabin crew: Rescue Team:
12 SURVIVAL ASPECTS
(If required)
Search and rescue: Successful: Method of locating: ELBA

Effectiveness:
Serviced: Locating time. Radio signals:
Effective:
In difficulty: Unsuccessful: Sighting of:
Failed:
13 DITCHING INFORMATION
(If required)
Aircraft break-up: Sank immediately Floatation devices: Float device effects:
Partially: Seat cushions: Effective:

Sank during evac.
Completely: Life Jackets: Not effective:
Sank after evac.

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14 MID-AIR COLLISION / NEAR COLLISION

(If required)
TAS (Knot) Collision warning: Visibility was: Evasive action

Airplane Bank taken:
Issued: Clear:
Climb: Airplane landed
Radar: Restricted:
safely:
Descent:
Visual: Reason: ………
Not landed:
Distance passed
Not issued: Registration of other
Vertical: Airplane:
Was a (type)
Horizontal: …………………..
15 WRECKAGE AND IMPACT INFORMATION

(If required)
Draw the scheme of event area and record the flight and impact position in co-ordinates.
16 HISTORY OF EVENT
Name & Signature (APA): ………………………….…………… Date Submitted/to

Applicable Authority: ………….. / …………….

PART A 14 11-09-2019
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14.7 APPENDIX E: REQUEST FOR AERODROME APPROVAL FORM

Any operation to/from new aerodrome shall not be commenced without prior approval of this aerodrome by the
Flight Operations. Commercial request for operations to/from new aerodrome shall be addressed to the FOM, OCC
Supervisor or his designate who shall liaise with the DFO using this form, at least one week prior the day of intended
operation.
Section 1- Request (Information in this section shall be filled by the party placing the request).
Aerodrome IATA ICAO Country
Date of intended Type of operation (S- Week Day(s) of Time of Type of aeroplane
start of operation schedule, C-charter) operation (1 to 7) Arrival/Departure
Any other special information
Request placed by:
Date:
Section 2- Request (*Information in this section shall be filled by the party placing the request)
2.1 FOM OCC Supervisor shall review the following aerodrome information:
Items Check Automatic approval criteria

mark
2.1.1 RWY Dimensions and strength RWY ≥2500 meters/PCN ok MLW for the
type
2.1.2 Type of Approaches At least 1 precision (ILS, MLS) approach
2.1.3 G/S angle 2.5o - 3.5o
2.1.3 Obstacles No significant obstacles (≥3000ft AAL) within

25nm
2.1.4 Type of Aerodrome (Civil, Mil, Int, Dom) Civil
2.1.5 Hours of Operation Open by the time of operation
2.1.6 Fire Fighting Category At or above the minimum required for the
type
2.1.7 Performance analysis No restriction with the intended operating

weight
2.1.8 NOTAMS No restrictions or downgrades of equipment
2.1.9 Other restrictions (crew training, WX) No other restrictions due to WX or special

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crew training required.
2.1.10 As applicable, fuel freeze considerations;
2.1.11 As applicable, ETOPS/EDTO requirements;
2.1.12 Air Traffic Services
2.1.13 Critical engine inoperative operations
2.1.14 Depressurization over critical areas
2.1.15 (Special) airport classification.
2.2 OCC Supervisor can categorise the aerodrome as Cat Automatic Approval Granted
A in terms of difficulty, and grant automatic approval for
operation, if all automatic approval criteria are satisfied. NO submit to FLM (copy CP, DFO
Copy of the approval shall be sent to the Requesting
Date
Party, FLM, CP and DFO.
NO submit to FLM (copy CP, DFO)
No limitations for Crew Planning Self briefing is required Prior Visit and/or Simulator
Training required
Fleet Manager _____________ :________________________/ ________________________________________
Type Signature Name

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14.8 APPENDIX F:
FLIGHT RELEASE FORM
DATE………….………. FLT NO:…... …………………A/C REGN……..………………..TYPE……..……………………….........
STD………………………………………..ROUTE…………………………………………………………………….…………..........
FUEL SITUATION AT DESTINATION…………………………………………………………….………………...............................
FUEL SITUATION AT ALT 1…………………………………….ALT. 2.. ……………………………………………………………
APS WT ---------------------------------------------------------
PAX ---------------------------------------------------------
CARGO -------------------------------------------------------
ZFW -------------------------------------------------------- MAX------------------------------------
FUEL -------------------------------------------------------
TOW -------------------------------------------------------- MAX-----------------------------------
B/OFF --------------------------------------------------------
LW -------------------------------------------------------- MAX-----------------------------------
MAX TOW (EST)………………………....RTOW……………………….RESTRICTED BY………………………………………….
A/C TECH. STATUS………………………………………………………………………………………………………………………
NOTAMS……………………………………………………………………………………………………………………………………
DEP. STN. –WX DESTINATION -WX ALTERNATE 1- WX ALTERNATE 2WX
S/W
VIS
WX
CLD
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------
QNH
TEMP
DEW PT.
CAPTAIN IN COMMAND-------------------------------------------------CO-PILOT--------------------------------------SNY--------------------------------
PURSAR------------------------------------C1---------------------------------------C2------------------------------------------C3--------------------------------
POSNG. CREW 1------------------------------2----------------------------------------3-------------------------------------4-------------------------------------
OTHER INFORMATION---------------------------------------------------------------------------------------------------------------------------------------------
CAPTAIN’s Signature…………………….. ………………..FLT. DISPATCHER’s Signature…………………………LIC. NO..………

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14.9 APPENDIX G: DANGEROUS GOODS OCCURRENCE REPORT (FORM)
DGOR NO:
See Notes on the reverse of this form. Boxes with italic headings completed if applicable.
1. Operator: 2. Date of occurrence 3. Local time

of
occurrence:
4. Flight date: 5. Flight No:
6. Departure airport: 7. Destination airport:
8. Aeroplane type: 9. Aeroplane registration:
10. Location of occurrence: 11. Origin of the goods:
12. Description of the occurrence, including details of injury, damage, etc:
13. Proper shipping name (including the technical name): 14. UN/ID no (when
known):
15. Class/division 16. Subsidiary risk(s): 17. Packing 18. Category (Class 7
(when known) group: only):

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19. Type of packaging: 20. Packaging 21. No of 22. Quantity (or

specification marking: packages: transport
index if applicable):
23. Reference no of Air Waybill:
24. Reference no of courier pouch, baggage tag, or passenger ticket:
25. Name and address of shipper, agent, passenger, etc:
26. Other relevant information (including suspected cause, any action taken):
27. Name and title of person making report: 28. Telephone no:
29. Company: 30. Reporters ref:

32. Signature:
31. Address:
33. Date:

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Notes:
a) Any type of dangerous goods occurrence must be reported, irrespective of

whether the dangerous goods are contained in cargo, mail or baggage;
b) A dangerous goods accident is an occurrence associated with and related to the

transport of dangerous goods, which results in fatal or serious injury to a person or
major property damage. For this purpose serious injury is an injury which is
sustained by a person in an accident and which: (a) requires hospitalisation for
more than 48 hours, commencing within 7 days from the date the injury was
received; or (b) results in a fracture of any bones (except simple fractures of
fingers, toes or nose); or (c) involves lacerations which cause severe
haemorrhage, nerve, muscle or tendon damage; or (d) involves injury to any
internal organ; or (e) involves second or third degree burns, or any burns affecting
more than 5% of the body surface; or (f) involves verified exposure to infectious
substances or injurious radiation. A dangerous goods accident may also be an
aeroplane accident; in which case the normal procedure for reporting of air
accidents must be followed;
c) A dangerous goods incident is an occurrence, other than a dangerous goods

accident, associated with and related to the transport of dangerous goods, not
necessarily occurring on board an aeroplane, which results in injury to a person,
property damage, fire, breakage, spillage, leakage of fluid radiation or other
evidence that the integrity of the packaging has not been maintained. Any
occurrence relating to the transport of dangerous goods, which seriously
jeopardises the aeroplane or its occupants, is also deemed to constitute a
dangerous goods incident;
d) This form should also be used to report any occasion when undeclared or
misdeclared dangerous goods are discovered in cargo, mail or unaccompanied
baggage or when accompanied baggage contains dangerous goods which
passengers or crew are not permitted to take on aeroplane;
e) An initial report, which may be made by any means, must be despatched within 72
hours of the occurrence, to a) the NCAA and b) the Authority of the State in which
the incident occurred, unless exceptional circumstances prevent this. This
occurrence report form, duly completed, must be sent as soon as possible, even if
all the information is not available;
f) Copies of all relevant documents and any photographs should be attached to this
report;
g) Completed reports must be sent to Supervisor OCC, who is the main distributor of
reports; and any other competent authority required by the Technical Instructions;
h) [Providing it is safe to do so, all dangerous goods, packaging, documents, etc,

relating to the occurrence must be retained until after the initial report has been
sent to the Authorities referred to in 5. above and they have indicated whether or
not these should continue to be retained].

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14.10 APPENDIX H: SECURITY AND BOMB SEARCH CHECKLIST

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14.11 APPENDIX I: DISRUPTIVE PASSENGER GROUND INCIDENT REPORT FORM

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14.12 APPENDIX J: DISRUPTIVE PASSENGER GROUND INCIDENT REPORT FORM

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14.13 APPENDIX K: BOMB THREAT CALL REPORT FORM

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14.14 APPENDIX L: AVIATION SECURITY INCIDENT REPORT FORM

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14.15 APPENDIX M: BIRTH REPORT FORM

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Notes:
a) Day and month in words, year in figures;
b) Approximate position, e.g. '60 miles North of Lagos', 'over Kano', 'over Northern
Niger';
c) Full forenames of child;
d) 'Boy' or 'Girl' as the case may be;
e) Forenames in full and followed by surname; surnames to be written in block letters.

If child is illegitimate (see points 8 / 9 ) the particulars relating to the father must
not be recorded in the return unless at the joint request of the mother and of the
person acknowledging himself to be the father of the child, in which case such
person shall, as well as the mother, sign a completed form of return as informant;
f) Forenames in full and married surname followed by the word 'formerly' and the
maiden surname;
g) The informant's full names, relationship (if any) to the child, and full postal address
should be stated;
Except in the circumstances mentioned at (e) above only one person (usually the
mother or father) should act as informant.

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14.16 APPENDIX N: DEAD PASSENGER REPORT FORM

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Notes:
a) Day and month in words, year in figures;
b) Actual position if known, otherwise approximate position, e.g. '60 miles North of
Lagos', 'over Kano', 'over Northern Niger';
c) Forenames in full, followed by surname. Surname to be written in BLOCK
LETTERS;
d) 'Male' or 'Female';
e) To be recorded in complete years, or in months or days;
f) The full postal address should be stated;
g) Women and children:
i) In the case of a married woman or a widow, the words 'wife of' or 'widow of'
shall be entered, followed by the name, profession or occupation, rank and title,
and nationality of the husband;
ii) In the case of an unmarried woman, there shall be inserted the word 'spinster',
followed by her profession or occupation (if any), rank or title (if any);
iii) In the case of children under the age of 16 years, the words 'son of' or 'daughter
of' shall be followed by the name, profession, etc. of the father.
h) The informer's full names, relationship (if any) to deceased, and full postal address
should be stated.

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14.17 APPENDIX O: MISSING PERSON FORM
This form may be faxed directly to the SOCC

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Notes:
a) Day and month in words, year in figure;
b) Actual position, if known, Otherwise approximate position, e.g. '40 miles North of
Lagos', 'over Kano', 'over Northern Niger';
c) Forenames in full, followed by surname. Surname to be written in block letters;
d) The full postal address should be stated;
e) 'Male' or 'Female';
f) To be recorded in complete years, or in months or days;
g) Women and children:
i) In the case of a married woman or a widow, the words 'wife of' or 'widow of'
shall be entered, followed by the name, profession or occupation, rank and title
and nationality of the husband;
ii) In the case of an unmarried woman, there shall be inserted the word 'spinster'
followed by her profession or occupation (if any), rank or title (if any), and her
nationality;
iii) In the case of children under the age of 16 years, the words 'son of' or 'daughter
of' shall be followed by the name, profession, etc, of the father.
h) The informant's full names, relationship (if any) to deceased, and full postal
address should be stated.

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14.18 APPENDIX P (i): FLIGHT REPORT (BLANK COPY)

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14.19 APPENDIX P (ii): FLIGHT REPORT (NUMERICAL LIST)

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14.20 APPENDIX P (iii): FLIGHT REPORT BOCK RECORDS
1. FLT NO. - Flight No.
2. DATE - Date of report completion.
3. FROM - Enter the 3-letter IATA code of the origin aerodrome.
4. TO - Enter the 3-letter IATA code of the destination aerodrome.
5. A/C REG. NO - Aeroplane Registration.
6. CREW POSITION & NAME - Flight/Cabin Crew name.
7. STAFF NO. - Staff ID Number.
8. A/C TYPE - Aeroplane Type
9. NATURE OF IRREGULARITY - Indicate the operational irregularity relevant to the
report.
10. REMARKS - Enter any relevant details for the operational irregularity.
11. FORWARDED TO - OFFICE USE ONLY (The Flight Report shall be forwarded to
the OCC Duty Manager, who will review its contents and make a note of action
taken in Block
12).
12. ACTION TAKEN - OFFICE USE ONLY (Completed by the OCC Duty Manager).
13. CREW SIGNATURE / DATE - The Crewmember completing the report shall sign
and date the report.

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14.21 APPENDIX: Q - NAVIGATION LOG

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14.22 APPENDIX: R - DANGEROUS GOODS NOTIFICATION TO CAPTAIN

CARGO (NOTOC )

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14.23 APPENDIX: S
G E N E R A L D E C L A R A T I O N (Outward/Inward)
AGRICULTURE,CUSTOMS, IMMIGRATION, AND PUBLIC HEALTH

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damages to main rotor blades, tail rotor blades,
DEFINITIONS.
landing gear, and those resulting from hail or bird
strike (including holes in the radome) ; or
Accelerate-Stop Distance Available (ASDA)—The
length of the take-off run available plus the length of (iii) the aircraft is missing or is completely inaccessible.
stopway, if provided. Note 1: For statistical uniformity only, an injury
resulting in death within thirty days of the date of the
Acceptable—A rule of construction that means the
accident is classified, by ICAO, as a fatal injury.
Authority has reviewed the method, procedure, or
policy and has neither objected to nor approved its Note 2 : An aircraft is considered to be missing when
proposed use or implementation. the official search has been terminated and the
wreckage has not been located.
Acceptance Checklist—A document used to assist in
carrying out a check on the external appearance of Note 3 : The type of unmanned aircraft system to be
packages of dangerous goods and their associated investigated is addressed in 5.1 of Annex 13.
documents to determine that all appropriate
requirements have been met. Note 4 : Guidance for the determination of aircraft
damage can be found in Attachment F of Annex 13.
Accident—Definition used in a safety management
context. An occurrence associated with the Accountable Manager.—The person acceptable to
operations of an aircraft which, in the case of a the Authority who has corporate authority for
manned aircraft, takes place between the time any ensuring that all operations and maintenance
person boards the aircraft with the intention of flight activities can be financed and carried out to the
until such time as all such persons have disembarked, or standard required by the Authority, and any
in the case of an unmanned aircraft, takes place additional requirements defined by the operator. The
between the time the aircraft is ready to move with accountable manager may delegate in writing to
the purpose of flight until such time as it comes to rest another person within the organisation, the day to
at the end of the flight and the primary propulsion day management but not the overall approval
system is shut down, in which: management responsibility.
(i) a person is fatally or seriously injured as a result Acrobatic Flight.— Manoeuvres intentionally
of : being in the aircraft, or direct contact with any part performed by an aircraft involving an abrupt change in
of the aircraft, including parts which have become its attitude, an abnormal attitude, or an abnormal
detached from the aircraft, or direct exposure to jet variation in speed.
blast, except when the injuries are from natural Acts of unlawful interference.—These are acts or
causes, self-inflicted or inflicted by other persons, or attempted acts such as to jeopardise the safety of civil
when the injuries are to stowaways hiding outside the aviation and transport including but not limited to :
areas normally available to the passengers and crew
; or (i) Unlawful seizure of aircraft in flight ;
(ii) the aircraft sustains damage or structural failure (ii) Unlawful seizure of aircraft on the ground ;
which : adversely affects the structural strength,
(iii) Hostage-taking on board an aircraft or on
performance or flight characteristics of the aircraft,
and would normally require major repair or aerodromes ;
replacement of the affected component, except for (iv) Forcible intrusion on board an aircraft, at an airport
engine failure or damage, when the damage is limited or on the premises of an aeronautical facility ;
to a single engine, (including its cowlings or
accessories), to propellers, wing tips, antennas, (v) Introduction on board an aircraft or at an airport
probes, vanes, tires, brakes, wheels, fairings, panels, of a weapon or hazardous device or material intended
landing gear doors, windscreens, the aircraft skin for criminal purposes ;
(such as small dents or puncture holes), or for minor

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(vi) Communication of false information as to Aeronautical Telecommunication Station.—A
jeopardize the safety of an aircraft in flight or on the station in the aeronautical telecommunication
ground, of passengers, crew, ground personnel or the service.
general public, at an airport or on the premises of a
civil aviation facility. Aeronautical Product.—Any aircraft, aircraft engine,
propeller, or subassembly, appliance, material, part,
Advisory Airspace An airspace of defined dimensions, or component to be installed thereon.
or designated route, within which air traffic advisory
service is available. Aeronautical Study.—A study of an aeronautical
problem to identify possible solutions and select a
Advisory Route.—A designated route along which solution that is acceptable without degrading safety.
air traffic advisory service is available.
Aeroplane.—A power-driven heavier-than-air
Aerial Work.—An aircraft operation in which an aircraft, deriving its lift in flight chiefly from
aircraft is used for specialised services such as aerodynamic reactions on surfaces which remain
agriculture, construction, photography, surveying, fixed under given conditions of flight.
observation and patrol, search and rescue, aerial
advertisement, etc. Aeroplane Flight Manual.—A manual, associated
with the certificate of airworthiness, containing
Aerodrome.—A defined area on land or water limitations within which the aeroplane is to be
(including any buildings, installations and considered airworthy, and instructions and
equipment) intended to be used either wholly or in part information necessary to the flight crew members of
for the arrival, departure and surface movement of the safe operation of the aeroplane.
aircraft.
Aeroplane Reference Field Length.—The minimum
Aeronautical Experience.—Pilot time obtained in field length required for take-off at maximum
an aircraft, approved flight simulation training certified take-off mass, sea level, standard
device for meeting the training and flight time atmospheric conditions, still air, and zero runway
requirements of these regulations. slope, as shown in the appropriate aeroplane flight
manual prescribed by the certifying authority or
Aeronautical Fixed Service (AFS).—A equivalent data from the aeroplane manufacturer.
telecommunication service between specified fixed
points provided primarily for the safety of air navigation Aided Night Flight.—For a flight in which a pilot uses
and for the regular, efficient and economical night vision goggles, the portion of the flight in which
operation of air services. the pilot uses night vision goggles to maintain visual
surface reference.
Aeronautical Information Publication (AIP).—A
publication issued by or with the authority of a State Airborne Collision Avoidance System (ACAS).—
and containing aeronautical information of a lasting An aircraft system based on secondary surveillance
character essential to air navigation. radar (SSR) transponder signals which operates
independently of ground-based equipment to provide
Aeronautical Mobile Service.—A mobile service advice to the pilot on potential conflicting aircraft that
between aeronautical stations and aircraft stations, or are equipped with SSR transponders.
between aircraft stations, in which survival craft
stations may participate emergency position-
indicating radio beacon stations may also participate Air-ground Communication.—Two-way
in this service on designated distress and emergency communication between aircraft and stations or
frequencies. locations on the surface of the earth.
Aeronautical Station.—A land station in the
aeronautical mobile service. In certain instances, an
aeronautical station may be located, for example, on Air Navigation Facility.—Any facility used in,
board ship or on a platform at sea. available for use in, or designed for use in aid of air

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navigation, including aerodromes, landing areas, which specific types of flights may operate and for
lights, any apparatus or equipment for disseminating which air traffic services and rules of operation are
weather information, for signalling, for radio specified.
directional finding, or for radio or other electrical
communication, and any other structure or mechanism Note : ATS airspaces are classified as Class A to G.
having a similar purpose for guiding or controlling Air Traffic Services Reporting Office.—A unit
flight in the air or the landing and takeoff of aircraft. established for the purpose of receiving reports
Air Operator.—Any organisation which undertakes concerning air traffic services and flight plans
to engage in domestic commercial air transport or submitted before departure.
international commercial air transport, whether Note : An air traffic services reporting office may be
directly or indirectly or by a lease or any other established as a separate unit or combined with an
arrangement. (Law). existing unit, such as another air traffic services unit,
Air Operator Certificate (AOC).—A certificate or a unit of the aeronautical information service.
authorising an operator to carry out specified Air Traffic Services Unit.—A generic term meaning
commercial air transport operations. variously, air traffic control unit, flight information
Air Traffic.—All aircraft in flight or operating on the centre or air traffic services reporting office.
manoeuvring area of an aerodrome. Aircraft.—Any machine that can derive support in the
Air Traffic Control Clearance.—Authorisation for an atmosphere from the reactions of the air other than
aircraft to proceed under conditions specified by an the reactions of the air against the earth’s surface.
air traffic control unit. Aircraft Accident.—An occurrence associated with
Note : For convenience, the term “air traffic control the operation of an aircraft which takes place
clearance” is frequently abbreviated to “clearance” between the time any person boards the aircraft with
when used in appropriate context. The abbreviated the intention of flight until such time as all such
term “clearance” may be prefixed by the words: taxi, persons have disembarked, in which :
takeoff, departure, en route, approach or landing, to (i) A person is fatally or seriously injured as a result
indicate the particular portion of flight to which the
air traffic control clearance relates. of— (a) Being in the aircraft ;
Air Traffic Control (ATC) Facility.—A building (b) Direct contact with any part of the aircraft,
including parts which
holding the persons and equipment responsible for
providing ATC services (e.g., airport tower, have become detached from the aircraft ; or
approach control, centre). May also be called air
traffic control unit. (c) Direct exposure to jet blast, except when the
injuries are from natural causes, self-inflicted or
Air Traffic Control Service.—A service provided inflicted by other persons, or when the injuries are to
within advisory airspace that promotes the safe, stowaways hiding outside the areas normally
orderly, and expeditious flow and separation of air available to the passengers and crew.
traffic at aerodromes and during the approach,
departure, and en route environments including (ii) The aircraft sustains damage or structural failure
aircraft that are operating on IFR flight plans. Also which adversely affects the structural strength,
can be called air traffic advisory service or air traffic performance or flight characteristics of the aircraft,
service (ATS). and would normally require major repair or replacement
of the affected component, except for engine failure or
Air Traffic Service (ATS).—See Air traffic control damage, when the damage is limited to the engine, its
service. cowlings or accessories; or for damage limited to
propellers, wing tips, antennas, tires, brakes, fairings,
Air Traffic Services Airspaces.—Airspaces of
defined dimensions alphabetically designated, within
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small dents or puncture holes in the aircraft skin; or the Note : The aircraft operating manual is part of the
aircraft is missing or is completely inaccessible.
operations manual. (67) Aircraft Piracy.—Any
Note 1—For statistical uniformity only, an injury
actual or attempted seizure or exercise of
resulting in death within thirty days of the date of the
date of the accident is classified as a fatal injury by control, by force or violence, or by any other form of
ICAO. intimidation, with wrongful
Note 2—An aircraft is considered to be missing when intent, of an aircraft within the jurisdiction of Nigeria.
the official search has been terminated and the Aircraft required to be operated with a Co-Pilot.—
wreckage has not been located. A type of aircraft that is required to be operated with
Aircraft Avionics.—A term designating any electronic a co-pilot as specified in the flight manual or by the
device – including its electrical part—for use in an air operator certificate.
aircraft, including radio, automatic flight control and Aircraft Stand.—A designated area on an apron
instrument systems.
intended to be used for parking an aircraft.
(60) Aircraft Category.—Classification of aircraft Aircraft Technical Log.—Documentation for an
according to specified basic characteristics, e.g. aircraft that includes the maintenance record for the
aeroplane, helicopter, glider, free balloon, airship, aircraft and a record for each flight made by the
powered-lift. aircraft. The aircraft technical log is comprised of a
Aircraft Certificated for Single-pilot Operation.— journey records section and a maintenance section.
A type of aircraft which the State of Registry has Aircraft-type of.—All aircraft of the same basic
determined, during the certification process, can be design including all modifications thereto except
operated safely with a minimum crew of one pilot. those modifications which result in a change in
Aircraft Certificated for Multi-pilot Operation.—A handling or flight characteristics.
type of aircraft which the State of Registry has
Airframe.—The fuselage, booms, nacelles, cowlings,
determined, during the certification process, can be fairings, airfoil surfaces (including rotors but
operated safely with a minimum crew of two pilots. excluding propellers and rotating airfoils of a
Aircraft Component.—Any component part of an powerplant, and landing gear of an aircraft and their
aircraft up to and including a complete powerplant accessories and controls.
and/or any operational/emergency equipment. Airman.—This term refers to—
Aircraft Data Recording System.—A device or
(i) Any individual who engages, as the person in
devices that use a combination of data providers to
command or as pilot, aircraft maintenance engineer,
collect and record parameters that reflect the state
or member of the crew, or who navigates an aircraft
and performance of an aircraft.
while the aircraft is underway ;
Aircraft Engine.—Any engine used, or intended to be
(ii) Any individual in charge of the inspection,
used, for propulsion of aircraft and includes all parts,
maintenance, overhauling, or repair of aircraft, , aircraft
appurtenances, and accessories thereof other than
engines, propellers, or appliances ; or (iii) Any
propellers.
individual who serves in the capacity of flight operations
Aircraft Operating Manual.—A manual, acceptable officer.
to the State of the Operator, containing normal,
Airmanship—The consistent use of good judgement
abnormal and emergency procedures, checklists,
and well-
limitations, performance information, details of the
aircraft systems, and other material relevant to the developed knowledge, skills and attitudes to accomplish
operation of the aircraft.
flight objectives.

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Airship—A power-driven lighter than air aircraft. copy of the airworthiness release must be given to the
pilot in command before the aircraft commences
Airway—A control area or portion thereof established operations. In addition, the air operator should
in the form of a corridor. designate when an airworthiness release
isrequired. The air operator is obligated to
Airworthiness Approval Tag (CAA Form)—A tag designate, by name or occupational title, each
(Model CAA Form AAT) that may be attached to a licensed AME or maintenance organisation
part. The tag must include the part number, serial authorised to execute the airworthiness release. In
number, and current life status of the part. Each time addition, the air operator should designate when an
the part is removed from a type certificated product, a airworthiness release is required.
new tag must be created or the existing tag must be
updated with the current life status. The Model CAA Airworthy.—The status of an aircraft, engine,
Form AAT has two distinct purposes— propeller or part when it conforms to its approved
design and is in a condition for safe operation.
(1) as a certification of release to service of a part,
component or assembly after maintenance, preventive ALERFA.—The code word used to designate an alert
maintenance, overhaul or rebuilding, and phase.
(2) for shipping of a newly manufactured part. Alteration.—The alteration of an
aircraft/aeronautical product in conformity with an
Airworthiness Data—Any information necessary to
approved standard.
ensure that an aircraft or aircraft component can be
maintained in a condition such that airworthiness of the Alerting Service.—A service provided to notify
aircraft, or serviceability of operational and emergency appropriate organisations regarding aircraft in need
equipment, as appropriate, is assured. of search and rescue aid, and assist such
organisations as required.
Airworthiness Directive—Continuing airworthiness
information that applies to the following products : Alternate Aerodrome.—An aerodrome to which an
aircraft, aircraft engines, propellers, and appliances. aircraft may proceed when it becomes either
An airworthiness directive is mandatory if issued by impossible or inadvisable to proceed to or land at the
the State of Design. aerodrome of intended landing. Alternate
aerodromes include the following :
Airworthiness Release—The air operator’s aircraft
are released for service following maintenance by a (i) Takeoff Alternate : An alternate aerodrome at
person specifically authorised by the air operator which an aircraft can land should this become
rather than by an individual or maintenance necessary shortly after takeoff and it is not possible to
organisation on their own behalf. use the aerodrome of departure ;
Note : An airworthiness release is not the same as (ii) En-route Alternate : An aerodrome at which an
a maintenance release or a maintenance return to aircraft would be able to land after experiencing an
service as described in Parts 5 and abnormal or emergency condition en route ;
6. Regarding the airworthiness release, in effect, (iii) EDTO En-route Alternate : A suitable and
the person signing the release acts in the capacity of appropriate alternate aerodrome at which an
an authorised agent for the operator and is certifying aeroplane would be able to land after experiencing an
that the maintenance covered by the release was engine shut-down or other abnormal or emergency
accomplished according to the air operator’s condition while en route in an EDTO operation ;
continuous maintenance programme. Normally, a
release is required following inspections (iv) Destination Alternate : An alternate aerodrome to
prescribed by the air operator ’s operations which an aircraft may proceed should it become
specifications and maintenance activities involving either impossible or inadvisable to land at the
inspections, and any other significant maintenance. A aerodrome of intended landing.

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Note : The aerodrome from which a flight departs (a) those extremes which can be effectively avoided
may also be an en- route or a destination alternate by means of operating procedures ; and
aerodrome for that flight.
(b) those extremes which occur so infrequently that
Alternate means of Compliance.—A pre-approved to require the Standards to be met in such extremes
manner of achieving regulatory compliance that has would give a higher level of airworthiness than
been determined to be an acceptable substitute to the experience has shown to be necessary and practical.
regulatory requirements.
Approach Phase.—The operating phase defined by the
Note : An example of alternate means of compliance time during which the engine is operated in the
would be the CAA’s approval of reduced flight time approach operating mode.
from 40 hours to 35 hours for a PPL(A) when training
is conducted in an Approved Training Organisation. Approach and Landing Operations using instrument
approach procedures.—Instrument approach and
Alternative means of Compliance.—An approved landing operations are classified as follows :
alternative from those prescribed approaches that has
been demonstrated to consistently achieve or exceed (i) Non-precision approach and landing operations.
the desired outcomes as intended through regulation. An instrument approach and landing which utilised
lateral guidance but does not utilise vertical
Altimetry System Error (ASE).—The difference between guidance.
the altitude indicted by the altimeter display, assuming a
correct altimeter barometric setting, and the pressure (ii) Approach and landing operations with
altitude corresponding to the undisturbed ambient vertical guidance. An instrument approach and
pressure. landing which uses lateral and vertical guidance but
does not meet the requirements established for
Altitude.—The vertical distance of a level, a point or precision approach and landing operations.
an object considered as a point, measured from mean
sea level (MSL). (iii) Precision approach and landing
operations.An instrument approach and landing
Ampere (A).—The ampere is that constant electric using precision lateral and vertical guidance with
current which, if maintained in two straight parallel minima as determined by the category of operation.
conductors of infinite length, of negligible circular
cross- section, and placed 1 metre apart in vacuum, Note : Lateral and vertical guidance refers to the
would produce between these conductors a force guidance provided either by : a ground-b\based
equal to 2 x 1 Om-7 newton per metre of length. navigation aid : or
Annexes to the Chicago Convention.—The documents (a) computer generated navigation data.
issued by the International Civil Aviation Organisation (iv) Category I (CAT I) operation. A precision
(ICAO) containing the Standards and Recommended instrument approach and landing with :
Practices applicable to civil aviation.
(a) a decision height not lower than 60 m (200 feet ;
Anticipated Operating Conditions.—Those conditions and
which are known from experience or which can be
reasonably envisaged to occur during the operational (b) with either a visibility not less than 800 m or a
life of the aircraft taking into account the operations for runway visual range not less than 550 m.
which the aircraft is made eligible, the conditions so
(v) Category II (CAT II) operation. A precision
considered being relative to the meteorological state of
instrument approach and landing with :
the atmosphere, to the configuration of terrain, to the
functioning of the aircraft, to the efficiency of (a) a decision height lower than 60 m (200 feet), but
personnel and to all the factors affecting safety in not lower than 30 m (100 feet) ; and
flight.
(b) a runway visual range not less than 300 m.
Anticipated operating conditions do not include :
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(vi) Category IIIA (CAT IIIA) operation. A Approved Training Organisation (ATO).—An
precision instrument approach and landing with : organisation approved by the Authority, in
accordance with MCAR Part 3, to perform flight
(a) a decision height lower than 30 m (100 feet) crew training and other training approved by the
or no decision height ; and Authority.
(b) a runway visual range not less than 175 m. Apron.—A defined area, on a land aerodrome,
(vii) Category IIIB (CAT IIIB) operation. A intended to accommodate aircraft for purposes of
precision instrument approach and landing with : loading or unloading passengers, mail or cargo,
fueling, parking or maintenance.
(a) a decision height lower than 15 m (50 feet)
or no decision height ; and Area Control Centre.—A unit established to provide
air traffic control service to controlled flights in
(b) a runway visual range less than 175 m but not less control areas under its jurisdiction.
than 50 m.
Area Control Service.—Air traffic control service for
(viii) Category IIIC (CAT IIIC) operation. A controlled flights in control areas.
precision instrument approach and landing with no
decision height and no runway visual range limitations. Area Navigation (RNAV).—A method of navigation
that permits aircraft operations on any desired flight
Note : Where decision height (DH) and runway visual path within the coverage of ground- or space-based
range (RVR) fall into different categories of operation, navigation aids or within the limits of the capability
the instrument approach and landing operation would of self- contained aids, or a combination of these.
be conducted in accordance with the requirements of
the most demanding category (e.g. an operation with a Note : Area navigation includes performance-based
DH in the range of CAT IIIA but with an RVR in the navigation as well as other operations that do not
range of CAT IIIB would be considered a CAT IIIB meet the definitions of performance-based
operation or an operation with a DH in the range of navigation.
CAT II but with an RVR in the range of CAT I would Note : The term “ATS” or “ATC” route is used to mean
be considered a CAT II operation). variously, airway, advisory route, controlled or
Appropriate Airworthiness Requirements.—The uncontrolled route, arrival or departure route.
comprehensive and detailed airworthiness codes Authorised instructor.—A person who—
established, adopted or accepted by a Contracting
State for the class of aircraft, engine or propeller (i) Holds a valid ground instructor certificate
under consideration. issued under Part 2 when conducting ground
training ;
(100) Appropriate Authority :
(ii) Holds a current flight instructor certificate
(i) Regarding flight over the high seas: The relevant issued under Part 2 when conducting ground
authority of the training or flight training ; or
State of Registry. (iii) Is authorised by the Authority to provide
ground training or flight training under Part 2 and
(ii) Regarding flight other than over the high seas :
Part 3.
The relevant authority of the State having sovereignty
over the territory being overflown. (118) Authority.—Nigeria Civil Aviation Authority.
Approved Training.—Training carried out under
special curricula and supervision approved by the Aviation Medical Examiner.—A physician with training
Authority. in aviation medicine and practical knowledge and
experience of the aviation environment, who is
designated by the Authority to conduct medical

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examinations of fitness of applicants for licences or Category three B (CAT IIIB) Operation.—A
ratings for which medical requirements are precision approach and landing with : a decision
prescribed. height lower than 15 m (50 ft) or no decision height ;
and a runway visual range less than 175 m but not less
Balloon.—A non-power-driven lighter-than-air aircraft. than 50 m.
Cabin Crew Member.—A crew member who performs, inCategory three C (CAT IIIC) Operation.—A precision
the interest of safety of passengers, duties assigned by theinstrument approach and landing with no decision
operator or the pilot- in-command of the aircraft, but whoheight and no runway visual range limitations.
shall no t act as a flight crew member.
Causes.—As relating to an aircraft accident or
Calendar Day.—The period of elapsed time, using Co-incident, actions, omissions, events, conditions, or a
ordinated Universal Time or local time,that begins atcombination thereof which led to the accident or
midnight and ends 24 hours later in the next midnight. incident. (ICAO Annex 13).
Calendar Month.—A period of a month beginning andCeiling.—The height above the ground or water of the
ending with the dates that are conventionally accepted asbase of the lowest layer of cloud below 6,000 metres
marking the beginning and end of a numbered month (as(20,000 feet) covering more than half the sky.
January 1 through January 31 in the Gregorian calendar).
Certificate of Airworthiness.—A certificate,
Calendar Year.—A period of a year beginning and endingissued by the State of Registry, when the aircraft
with the dates that are conventionally accepted as markinghas been deemed fit and safe for flight and in
the beginning and end of a numbered year (as January 1conformity with the type design approved by the
through December 31 in the Gregorian calendar). State of Design and maintained in accordance with
Cargo Aircraft.—Any aircraft carrying goods or the continuing airworthiness requirements of the
property but not passengers. In this context the State of Registry.
following are not considered to be passengers : Check airman (Aircraft).—A person who is
(i) A crewmember. qualified, and approved by the Authority, to conduct
a flight crew evaluation in an aircraft or in a flight
(ii) An operator’s employee permitted by, and simulation training device for a particular type
carried in accordance with, the instructions contained aircraft, for a particular AOC holder.
in the Operations Manual.
Check Airman (Simulator).—A person who is
(iii) An authorised representative of an Authority. qualified, and approved by the Authority, to conduct
a flight crew evaluation, but only in a flight
Category One Operation (CAT I).—A precision
simulation training device for a particular type
instrument approach and landing with a decision
aircraft, for a particular AOC holder.
height not lower than 60 m (200 ft) and with either a
visibility not less than 800 m or a runway visual range Check Person.—A qualified person who is
not less than 550 m. authorised by the Authority to conduct an evaluation
of either an AOC holders flight crew (pilots, flight
Category Two Operation (CAT II).—A precision
engineers, or flight navigators), cabin crew, or flight
instrument approach and landing with a decision
operations officer. Terms that may be used to describe
height lower than 60 m (200ft) but no lower than 30
this person, depending upon responsibilities, are:
m (100 ft) and a visual range not less 300 m.
check pilot, check flight engineer, check flight
navigator, check cabin crewmember, and check flight
Category three A (CAT IIIA) Operation.—A operations officer. Check persons for flight crew may
precision approach and landing with: a decision be further authorised to perform checks in either an
height lower than 30 m (100ft) or no decision height aircraft or simulator as defined below :
; and a runway visual range not less than 175 m.

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(i) Check person (Aircraft).—A person who is Commercial Air Transport.—An aircraft operation
qualified, and authorised by the Authority, to involving the public transport of passengers, cargo, or
conduct a flight crew evaluation in an aircraft or in a mail for remuneration or hire.
flight simulation training device for a particular
type aircraft, for a particular AOC holder. Common Mark.—A mark assigned by the
International Civil Aviation Organisation to the
(ii) Check Person (Simulator).— A person who is common mark registering authority registering
qualified, and authorised by the Authority, to conduct aircraft of an international operating agency on other
a flight crew evaluation, but only in a flight simulation than a national basis.
training device for a particular type aircraft, for a
particular AOC holder. Common Mark Registering Authority.—The
authority maintaining the non-national register or,
Citizen of Nigeria.—This term refers to one of the where appropriate, the part thereof, in which aircraft
following : (i) An individual who is a citizen of of an international operating agency are registered.
Nigeria ; Competency.—A combination of skills, knowledge

and attitudes required to perform a task to the
(ii) A partnership of which each member is a citizen of prescribed standard.
Nigeria ; or
Competency Based Training and Assessment.—
(iii) A corporation or association created or organised
Training and assessment that are characterised by a
and authorised under the laws of Nigeria.
performance orientation, emphasis on standards of
Civil Aircraft.—Any aircraft other than a state or performance and their measurement, and the
public aircraft. development of training to the specified performance
standards.
Civil Aviation.—The operation of any civil aircraft for
the purpose of general aviation operations, aerial Note : This training process is derived from a job and
work or commercial air transport operations. task analysis and is focused on the achievement of
well-defined, benchmarked standards of
Climb Phase.—The operating phase defined by the performance as opposed to training programmes
time during which the engine is operated in the climb simply focused upon the acquisition of prescribed
operating mode. levels of experience.
Clearance Limit.—The point to which an aircraft is Competency Element.—An action that constitutes a
granted an air traffic control clearance. task that has a triggering event and a terminating event
Cockpit Audio Recording System—A device that that clearly defines its limits, and an observable
uses a combination of microphones and other audio outcome.
and digital inputs to collect and record the aural Competency Unit.—A discrete function consisting of
environment of the cockpit and communications to, a number of competency elements.
from and between the pilots.
Complex Aeroplane.—An aeroplane that has
Command and Control Link (C2).—The data link retractable landing gear, flaps, and a controllable
between the remotely piloted aircraft and the remote pitch propeller; or in the case of a seaplane, flaps and
pilot station for the purposes of managing the flight. a controllable pitch propeller.
Configuration Deviation List (CDL).—A list
Commercial Air Transport Operation.—An aircraft established by the organisation responsible for the
operation involving the transport of passengers, cargo type design with the approval of the State of Design
or mail for remuneration or hire. which identifies any external parts of an aircraft type
which may be missing at the commencement of a
flight, and which contains, where necessary, any

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information on associated operating limitations and Controller-pilot Data Link Communications
performance correction. (CPDLC).—A means of communication between
controller and pilot, using data link for ATC
Continuous descent Final Approach (CDFA).—A communications.
technique, consistent with stabilized approach
procedures, for flying the final approach segment of Control Zone.—A controlled airspace extending
a non-precision instrument approach procedures as a upwards from the surface of the earth to a specified
continuous descent, without level-off, from an upper limit.
altitude/height at or above the final approach fix
altitude/height to a point approximately 15 m (50 ft) Conversion.—Conversion is the action taken by the
above the landing runway threshold or the point Authority in issuing its own licence on the basis of a
where the flare manoeuvre should begin for the type licence issued by another Contracting State for use on
of aircraft flown. aircraft registered in Nigeria
Consignment.—One or more packages of Co-pilot.—A licensed pilot serving in any piloting

dangerous goods accepted by an operator from one capacity other than as pilot-in-command but
shipper at one time and at one address, receipted for excluding a pilot who is on board the aircraft for the
in one lot and moving to one consignee at one sole purpose of receiving flight instruction.
destination address. Crew Member.—A person assigned by an operator to
Continuing airworthiness.—The set of processes by duty on an aircraft during a flight duty period.
which an aircraft, engine, propeller or part complies Crew Resource Management—A programme
with the applicable airworthiness requirements and designed to improve the safety of flight operations by
remains in a condition for safe operation throughout optimising the safe, efficient, and effective use of
its operating life. human resources, hardware, and information through
Control Area.—A controlled airspace extending improved crew communication and co-ordination.
upwards from a specified limit above the earth. Critical engine(s).—Any engine whose failure gives
Controlled Aerodrome.—An aerodrome at which air the most adverse effect on the aircraft
traffic control service is provided to aerodrome characteristics relative to the case under
traffic. consideration.
Controlled Airspace— An airspace of defined Note.—On some aircraft there may be more than one
dimensions within which air traffic control service is equally critical engine. In this case, the expression
provided in accordance with the airspace “the critical engine” means one of those critical
classification. engines.
Note : Controlled airspace is a generic term that Critical phases of Flight.—Those portions of
operations involving taxiing, takeoff and landing, and
covers ATC or ATS
all flight operations below 3050 m (10,000 feet),
airspace Classes A, B, C, D, and E as described in except cruise flight.
ICAO Annex 11 : 2.6.
Critical Power-unit(s).—The power-unit(s) failure of
Controlled Flight.—Any flight which is subject to an which gives the most adverse effect on the aircraft
air traffic control clearance. characteristics relative to the case under consideration.
Controlled Flight into Terrain.—Occurs when an Note : On some aircraft there may be more than one
airworthy aircraft is flown, under the control of a equally critical power-unit. In this case, the
qualified pilot, into terrain (water or obstacles) with expression “the critical power-unit” means one of
inadequate awareness on the part of the pilot of the those critical power-units.
impending collision.

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Cross Country.—A flight between a point of departure necessarily occurring on board an aircraft, which results
and a point of arrival following a pre-planned route in injury to a person, property or environmental damage,
using standard navigation procedures. fire, breakage, spillage,
Cross-Country Time.—That time a pilot spends in flight leakage of fluid or radiation or other evidence that the
in an aircraft which includes a landing at a point other integrity of the packaging has not been maintained.
than the point of departure and, for the purpose of Any occurrence relating to the transport of dangerous
meeting the cross-country time requirements for a private goods which seriously jeopardises an aircraft or its
pilot licence (except with a rotorcraft rating), occupants is deemed to constitute a dangerous goods
commercial pilot licence, or an instrument rating, incident.
includes a landing at an aerodrome which must be a
straight-line distance of more than 50 nautical miles Dangerous Goods Transport Document.—A
from the original point of departure. document specified by the ICAO Technical
Instructions for the Safe Transportation of Dangerous
Cruise Climb.—An aeroplane cruising technique Goods by Air. It is completed by the person who
resulting in a net increase in altitude as the aeroplane offers dangerous goods for air transport and contains
mass decreases. information about those dangerous goods. The
document bears a signed declaration indicating that
Cruise Relief Pilot.—A flight crew member who is the dangerous goods are fully and accurately described
assigned to perform pilot tasks during cruise flight to by their proper shipping names and UN numbers (if
allow the PIC or co-pilot to obtain planned rest. assigned) and that they are correctly classified,
Cruising Level.—A level maintained during a packed, marked, labelled and in a proper condition
significant portion of a flight. for transport.
Curriculum.—A set of courses in an area of Deadhead Transportation.—Time spent in

specialization offered as part of a training programme. transportation on aircraft (at the insistence of the
Check TRAINAIR Plus training manual AOC holder) to or from a crew member’s home
station.
Current flight plan.—The flight plan, including
changes, if any, brought about by subsequent Decision Altitude (DA) or Decision Height (DH).—
clearances. A specified altitude or height in a 3D instrument
approach operation at which a missed approach must
Danger Area.—An airspace of defined dimensions be initiated if the required visual reference to
within which activities dangerous to the flight of the continue the approach has not been established.
aircraft may exist at specified times.
Note 1 : Decision altitude (DA) is referenced to
Dangerous Goods.—Articles or substances which mean sea level and decision height (DH) is
are capable of posing a risk to health, safety, property referenced to the threshold elevation.
or the environment and which are shown in the list of
dangerous goods in the ICAO Technical Instructions Note 2 : The required visual reference means that
(see definition below) or which are classified section of the visual aids or of the approach area
according to those Instructions. which should have been in view for sufficient time
for the pilot to have made an assessment of the
Dangerous Goods Accident.—An occurrence aircraft position and rate of change of position, in
associated with and related to the transport of relation to the desired flight path. In Category III
dangerous goods which results in fatal or serious injury operations with a decision height that required visual
to a person or major property or environmental reference is that specified for the particular procedure
damage. and operation.
Dangerous Goods Incident.—An occurrence, other Note 3 : For convenience where both expressions are
than a dangerous goods accident, associated with and used they may be written in the form “decision
related to the transport of dangerous goods, not altitude/height” and abbreviated “DA/H”.

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Degree Celsius (oC).—The special name for the unit a duty and ends when that person is free from all
kelvin for use in stating values of Celsius temperature. duties.
Design Landing Mass.—The maximum mass of the Duty Time.—The total time from the moment a person
aircraft at which, for structural design purposes, it is identified in these regulations begins, immediately
assumed that it will be planned to land. after a rest period, any work on behalf of the
certificate holder until that person is free from all
Design Take-off Mass.—The maximum mass at which restraint associated with that work.
the aircraft, for structural design purposes, is assumed
to be planned to be at the start of the take-off run. Effective length of the runway.—The distance for
landing from the point at which the obstruction
Design Taxing Mass.—The maximum mass of the clearance plane associated with the approach end of
aircraft at which structural provision is made for load the runway intersects the centre line of the runway
liable to occur during use of the aircraft on the ground to the far end.
prior to the start of take-off.
Electronic Flight Bag.—An electronic
Designated Examiner.—Any person designated by the information system comprised of equipment and
Authority to act as a representative of the Authority in applications for flight crew, which allows for the
examining, inspecting, and testing persons for the storing, updating, displaying and processing of EFB
purposes of issuing licences, ratings, or certificates functions to support flight operations or duties.
DETRESFA.—The code word used to designate a ELT battery useful life.—The length of time after
its date of manufacture or recharge that the battery or
distress phase.
battery pack may be stored under normal environmental
conditions without losing its ability to allow the ELT to
Directly-in-Charge.—As applied to an Approved meet the applicable performance standards.
Maintenance
ELT battery expiration date.—The date of battery
Organisation in Part 6 - Means an appropriately manufacture or recharge plus one half of its useful
licensed person(s) having the responsibility for the life.
work of an approved maintenance organisation that
Emergency Locator Transmitter (ELT).—A
performs maintenance, preventive maintenance,
generic term describing equipment which broadcast
alterations, or other functions affecting aircraft
distinctive signals on designated frequencies and,
airworthiness. A person directly in charge does not
depending on application, may be automatically
need to physically observe and direct each worker
activated by impact or be manually activated. An ELT
constantly but must be available for consultation on
may be any of the following :
matters requiring instruction or decision from higher
(i) Automatic fixed ELT : An automatically activated
Dry Lease.—The lease of an aircraft without the crew.
ELT which is permanently attached to an aircraft.
Dual instruction time—Flight time during which a
(ii) Automatic portable ELT. An automatically
person is receiving flight instruction from a properly
activated ELT which is rigidly attached to an aircraft
authorised pilot on board the aircraft.
but readily removable from the aircraft.
Duty.—Any task that flight or cabin crew members
(iii) Automatic deployable ELT (ELT(AD)). An ELT
are required by the operator to perform, including for
which is rigidly attached to an aircraft and which is
example, flight duty, administrative work, training,
automatically deployed and activated by impact, and
positioning and standby when it is likely to induce
in some cases, also be hydro static sensors. Manual
fatigue.
deployment is also provided.
Duty Period.—As related to an air operator, a period
(iv) Survival ELT. An ELT which is removable from an
which starts when flight or cabin crew personnel are
aircraft, stowed so as to facilitate its ready use in an
required by an operator to report for or to commence
emergency, and manually activated by survivors.
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for licensing, added ratings, authorisations, and
Enhanced Vision System (EVS).—A system to display proficiency checks that are authorised by the
electronic real-time images of the external scene certificate holder’s training specification, and who is
achieved through the use of image sensors. authorised by the Authority to administer such checks
and tests.
Engine.—A unit used or intended to be used for aircraft
propulsion. It consists of at least those components and Extended Diversion Time Operations (EDTO).—Any
equipment necessary for functioning and control, but operation by an aeroplane with two or more turbine
excludes the propeller/rotors (if applicable). engines where the diversion time to an en-route
alternate aerodrome is greater than the threshold time
Enhanced Ground Proximity Warning (EGPWS).—A established by the State of the Operator.
forward looking warning system that uses the terrain
data base for terrain avoidance. Extended diversion time operations critical fuel.—
The fuel quantity necessary to fly to an en-route
Equivalent System of Maintenance.—An AOC alternate aerodrome considering at the most critical
holder may conduct maintenance activities through an point on the route, the most limiting system failure.
arrangement with an AMO or may conduct its own
maintenance, preventive maintenance, or alterations, Extended diversion time operations significant
so long as the AOC holder’s maintenance system is system.—An aeroplane system whose failure or
approved by the Authority and is equivalent to that of degradation could adversely affect the safety
an AMO, except that the approval for return to service particular to an EDTO flight, or whose continued
of an aircraft/aeronautical product shall be made by an functioning is specifically important to the safe flight
appropriately licensed aviation maintenance and landing of an aeroplane during an extended
technician or aviation repair specialists in accordance diversion time operations diversion.
with Part 2, as appropriate.
Extended Flight Over Water.—A flight operated over
Error.—As relates to the flight crew, an action or water at a distance of more than 93km (50 NM), or 30
inaction by the flight crew that leads to deviations from minutes at normal cruising speed, whichever is the
organisational or flight crew intentions or expectations. lesser, away from land suitable for making an
emergency landing.
Error Management.—The process of detecting and
responding to errors with countermeasures that reduce Examiner.—Any person designated by the Authority
or eliminate the consequences of errors, and mitigate to act as a representative of the Authority in examining
the probability of errors or undesired aircraft state. , inspecting, and testing persons and aircraft for the
purpose of issuing licences, ratings and certificates.
Estimated off-block Time.—The estimated time at
which the aircraft will commence movement Expected Approach Time.—The time at which ATC
associated with departure. expects that an arriving aircraft, following a delay,
will leave the holding point to complete its approach
Estimated Time of Arrival.—For IFR flights, the time for a landing.
at which it is estimated that the aircraft will arrive over
that designated point, defined by reference to Note : The actual time of leaving the holding point will
navigation aids, from which it is intended that approach depend upon the approach clearance. (255) Extended
procedure will be commenced, or if no navigation aid Overwater Operation.—With respect to aircraft other
is associated with the aerodrome, the time at which the than helicopters, an operation over water at a
aircraft will arrive over the aerodrome. For VFR horizontal distance of more than
flights, the time at which it is estimated that the aircraft
will arrive over the aerodrome. 50 nm from the nearest shoreline; and to helicopters, an
operation over water at a horizontal distance of more
than 50 nm from the nearest shoreline and more than
Evaluator.—A person employed by a certified 50 nm from an offshore heliport structure.
Approved Training Organisation who performs tests

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Facility.—Aphysical plant, including land, buildings, and Final Approach Segment (FAS).—The segment of an
equipment, which provides a means for the conduct of instrument approach procedures in which
the activities approved by the Authority for an alignment and descent for landing are
approved or certificated entity. accomplished.
Factor of Safety.—A design factor used to provide Fireproof.—The capability to withstand the
for the possibility of loads greater than those assumed, application of heat by a flame for a period of 15
and for uncertainties in design and fabrication. minutes.ote : The characteristics of an acceptable
flame can be found in ISO
Fatal Injury.—As relates to an aircraft accident, any
injury which results in death within 30 days of the Fireproof Material.—A material capable of
accident. withstanding heat as well as or better than steel when
Fatigue.—A physiological state of reduced mental or the dimensions in both cases are appropriate for the
physical performance capability resulting from sleep specific purpose.
loss or extended wakefulness, Circadian phase, or Flight(s).—The period from takeoff to landing.
workload (mental and/or physical activity) that can
impair a crew member’s alertness and ability to safely Flight Crew Member.—A licensed crew member
operate an aircraft or perform safety related duties. charged with duties essential to the operation of an
aircraft during a flight duty period.
Fatigue Risk Management System (FRMS).—A data-
driven means of continuously monitoring and managing Flight Data Analysis.—A process of analysing
fatigue-related safety risks, based upon scientific recorded flight data in order to improve the safety of
principles and knowledge as well operational flight operations. \
experience that aims to ensure relevant personnel are
performing at adequate levels of alertness. Flight Duty Period.—A period which commences
when a flight or cabin crew member is required to
Filed Flight Plan.—The flight plan as filed with an air report for duty that includes a flight or a series of
traffic service unit by the pilot or designated flights and which finishes when the aeroplane finally
representative, without any subsequent changes. comes to rest and the engines are shut down at the
end of the last flight on which he/she is a crew
Final Approach.—That part of an instrument approach
member.
procedure which commences at the specified final
approach fix or point, or where such a fix or point is not Flight Information Centre.—A unit established to
specified, at the end of the last procedure turn, base turn provide flight information service and alerting
or inbound turn of a racetrack procedure, if specified; or service.
at the point of interception of the last track specified in
the approach procedure; and ends at a point in the Flight Information Region.—An airspace of defined
vicinity of an aerodrome from which : dimensions within which flight information service
and alerting service are provided.
(i) a landing can be made ; or
Flight Information Service.—A service provided
(ii) a missed approach procedure is initiated. for the purpose of giving advice and information
useful for the safe and efficient conduct of flights.
Final Approach and Take-off Area (FATO).—A
defined area over which the final phase of the Flight Level.—A surface of constant atmospheric
approach manoeuvre to hover or landing is pressure which is related to a specific pressure datum,
completed and from which the take-off manoeuvre is 1,013.2 hectopascals (hPa), and is separated from
commenced. Where the FATO is to be used by other surfaces by specific pressure intervals.
performance Call 1 helicopters, the defined area
Flight manual.—A manual, associated with the
includes the rejected take-off area available.
certificate of airworthiness, containing limitations
within which the aircraft is to be considered airworthy,

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and instructions information necessary to the flight appropriate instruments and which simulates the flight
crew members for the safe operation of the aircraft. deck environment of an aircraft in flight in instrument
flight conditions.
Flight Operations Officer/Flight Dispatcher.—
A person designated by the operator to engage in the Flight Status.—An indication of whether a given
control and supervision of flight operations, whether aircraft requires special handling by air traffic
licensed or not, suitably qualified in accordance with services units or not.
Annex 1, who supports, briefs and/or assists the pilot-
in-command in the safe conduct of the flight. Flight Time.—The period of time that the aircraft
moves under its own power for the purpose of flight
Flight Plan.—Specified information provided to air and ends when the aircraft comes to rest after it is
traffic services units, relative to an intended flight or parked, with engine(s) shut down if applicable.
portion of a flight of an aircraft.
Note : Flight time as here defined is synonymous with
Flight Recorder.—Any type of recorder installed in the the term “block- to-block” time or “chock-to-chock”
aircraft for the purpose of complementing time in general usage, which is measured from the time
accident/incident investigation. Note: This could an aircraft moves from the loading point until it stops
include the cockpit voice recorder (CVR) or flight data at the unloading point.
recorder (FDR).
Flight Time—Aeroplane.—The total time from the
Flight Release.—A flight preparation identifying the moment an aeroplane first moves for the purpose of
type of operation with the permitting weight taking off until the moment it finally comes to rest at
limitations, fuel requirement, weather conditions at the end of the flight.
departure, en-route destination and alternate airports
for safe operation. Flight Training.—Training, other than ground
training, received from an authorised instructor in
Flight safety document system.—A set of inter- flight in an aircraft.
related documentation established by the operator,
compiling and organising information necessary for Flight Visibility.—The visibility forward from the
flight and ground operations, and comprising, as a cockpit of an aircraft in flight.
minimum, the operations manual and the operator’s Foot (ft).—The length equal to 0.304 8 metre exactly.
maintenance control manual.
Forecast.—A statement of expected meteorological
Flight Simulation Training Device.—Any one of the conditions for a specified time or period, and for a
following three types of apparatus in which flight specified area or portion of airspace.
conditions are simulated on the ground :
Foreign Air Operator.—Any operator, not being a
(i) A flight simulator, which provides an accurate Nigerian air operator, which undertakes, whether
representation of the flight deck of a particular aircraft directly or indirectly or by lease or any other
type to the extent that the mechanical, electrical, arrangement, to engage in commercial air transport
electronic, etc. aircraft systems control functions, the operations within borders or airspace of Nigeria,
normal environment of flight crew members, and the whether on a scheduled or charter basis.
performance and flight characteristics of that type of
aircraft are realistically simulated ; Foreign Authority.—The civil aviation authority that
issues and oversees the Air Operator Certificate of
(ii) A flight procedures trainer, which provides a the foreign operator.
realistic flight deck environment, and which simulates
instrument responses, simple control functions of Freight Container.—See unit load device.
mechanical, electrical ,electronic, etc., aircraft
Freight container in the case of radioactive
systems, and the performance and flight
material transport.—An article of transport equipment
characteristics of aircraft of a particular class. (iii) A
designed to facilitate the transport of packaged goods, by
basic instrument flight trainer, which is equipped with
one or more modes of transport without intermediate

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reloading. It must be of a permanent enclosed Head-up Display (HUD).—A display system that
character, rigid and strong enough for repeated use, and presents flight information into the pilot’s forward
must be fitted with devices facilitating its handling, external field of view.
particularly in transfer between aircraft and from one
mode of transport to another. A small freight container Heavier-than-air Aircraft.—Any aircraft deriving its
is that which has either an overall outer dimension less lift in flight chiefly from aerodynamic forces.
than 1.5 m, or an internal volume of not more than 3m³. Height.—The vertical distance of a level, a point or
Any other freight container is considered to be a large an object considered a point, measured from a
freight container. specified datum.
General aviation operation.—An aircraft operation Hertz (Hz).—The frequency of a periodic
other than a commercial air transport operation or aerial phenomenon of which the period is 1 second.
work operation.
Helideck.—A heliport located on a floating or fixed
Glider.—A non-power-driven heavier-than-air aircraft, offshore structure.
deriving its lift in flight chiefly from aerodynamic
reactions on surfaces, which remain, fixed under given Heliport.—An aerodrome or defined area on a
conditions of flight. structure intended to be used wholly or in part for the
arrival, departure, and surface movement of
Global Navigation Satellite System.—means a helicopters.
worldwide position and time determination system,
which includes one or more satellite constellations, Heliport Operating Minima.—The limits of usability
aircraft receivers and system integrity monitoring, of a heliport for :
augmented as necessary to support the required (i) Take-off, expressed in terms of runway visual range
navigation performance for the actual phase of and/or visibility and, if necessary, cloud conditions
operation.
(ii) Landing in 2D instrument approach operations,
Ground Proximity Warning System (GPWS).—A expressed in terms of visibility and/or runway visual
warning system that uses radar altimeters to alert the range, minimum descent altitude/height (MDA/H)
pilots of hazardous flight conditions. and, if necessary, cloud conditions; and Landing in 3D
instrument approach operations, expressed in terms of
Ground Visibility.—The visibility at an aerodrome, as
visibility and/or runway visual range and decision
reported by an accredited observer.
altitude/height (DA/H) appropriate to the type and/or
Gyroplane.—A heavier-than-air aircraft supported in category of the operation.
flight by the reactions of the air on one or more rotors
High-Performance Aeroplane.— An aeroplane with
which rotate freely on substantially vertical axes.
an engine of more than 200 horsepower.
Handling Agent.—An agency which performs on
High speed Aural Warning.—A speed warning that is
behalf of the operator some or all of the latter’s
required for turbine-engined airplanes and airplanes
functions including receiving, loading, unloading,
with a Vmo/Mmo greater than 0.80 Vdf/Mdf or
transferring or other processing of passengers or
Vd/Md.
cargo.
Holdover Time.—The estimated time de-icing/anti-
Hazard.—A condition or an object with the potential
icing fluid will prevent the formation of frost or ice and
to cause injuries to personnel, damage to equipment or
the accumulation of snow on the protected surfaces of
structures, loss of material, or reduction of ability to
an aircraft. Holdover time begins when the final
perform a prescribed function.
application of de-icing or anti-icing fluid commences
Heading.—The direction in which the longitudinal and expires when the de- icing or anti-icing fluid
axis of an aircraft is pointed, usually expressed in applied to the aircraft loses its effectiveness.
degrees from North (true, magnetic, compass or grid.

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Human factors Principles.—Principles which apply to height lower than 15m (50ft) or no decision height ;
aeronautical design, certification, training, operations and a runway visual range less than 175m but not less
and maintenance and which seek safe interface than 50m.
between the human and other system components by
proper consideration to human performance. (v) Category Three C (CAT IIIC) Operation.—A
precision instrument approach and landing with no
Human Performance.—Human capabilities and decision height and no runway visual range limitations.
limitations which have an impact on the safety and
efficiency of aeronautical operations. Note : Definitions taken from text in ICAO Annex 6,
Part 1: 4.2.8.3 and
ICAO.—International Civil Aviation Organisation.
ICAO Annex 6, Part III, Section II: 2.2.8.
IFR.—The symbol used to designate the instrument Instrument Approach Procedure. Instrument
flight rules. (328) IFR Flight.—A flight conducted in Approach Procedure (IAP).—A series of
predetermined manoeuvres by reference to flight
accordance with the instrument flight rules.
instruments with specified protection from obstacles
IMC.—The symbol used to designate instrument from the initial approach fix, or where applicable,
meteorological conditions. from the beginning of a defined arrival route to a point
from which a landing can be completed and thereafter,
INCERFA.—The code word used to designate an if a landing is not completed, to a position at which
uncertainty phase. holding or en-route obstacle clearance criteria apply.
Incident.—An occurrence other than an accident, Instrument approach procedures are classified as
associated with the operation of an aircraft, which follows :
affects or could affect the safety of operations. (i) Non-Precision Approach (NPA) procedure.—An
Includes.—A rule of construction in Part 1.1.1.1(a)(5) instrument approach procedures designed for 2D
that means “includes but is not limited to.” instrument approach operations Type A.
Incompatible.—Describing dangerous goods, which if Note : Non-precision approach procedures may be

mixed, would be liable to cause a dangerous evolution flown using a continuous descent final approach
of heat or gas or produce a corrosive substance. technique(CDFA). CDFA with advisory VNAV
guidance calculated by on-board equipment (see
Instrument approach categories— ICAO Doc 8168, Vol. I, Part I, Section 4, Chapter 1,
paragraph 1.8.1) are considered 3D instrument
(i) Category One (CAT I) Operation.—A
approach operations. CDFA with manual calculation of
precision instrument approach and landing with a
the required rate of descent are considered 2D
decision height not lower than 60m (200 ft) and with
instrument approach operations. For more
either a visibility not less than 800m or a runway
information, see ICAO Doc, 8168, PANS-OPS, Vol. I,
visual range not less than 550m.
Section 1.7 and 1.8.
(ii) Category Two (CAT II) Operation.—A
(ii) Approach procedure with vertical guidance (APV).
precision instrument approach and landing with a
A performance- based navigation (PBN) instrument
decision height lower than 60m (200ft) but no lower
approach procedure designed for 3D instrument
than 30m (100ft) and a visual range not less 300m.
approach operations Type B.
(iii) Category Three A (CAT IIIA) Operation.—A
(iii) Precision Approach (PA) Procedure—An
precision approach and landing with : a decision height
instrument approach procedure based on navigation
lower than 30m (100ft) or no decision height ; and a
systems (LKS, MLS, GLS and SBAS CAT I)
runway visual range not less than 175m.
designed for 3D instrument approach operations
(iv) Category Three B (CAT IIIB) Operation.—A Type A or B.
precision approach and landing with : a decision

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Instrument Approach Operations.—An approach and International Operating Agency.—An agency of
landing using instruments for navigation guidance the kind contemplated in Article 77 of the Convention
based on an instrument approach procedure. There on International Civil Aviation.
are two methods for executing instrument approach
operations : Isolated Aerodrome.—A destination aerodrome for
which there is no destination alternate aerodrome
(i) A two-dimensional (2D) instrument approach suitable for a given aeroplane type.
operation, using lateral navigation guidance only ; and
Journey Log.—A form signed by the PIC of each flight
(ii) A three-dimensional (3D) instrument approach that records the aeroplane’s registration, crew member
operation, using both lateral and vertical navigation names and duty assignments, the type of flight, and the
guidance. date, place, and time of arrival and departure.
Note : Lateral and vertical navigation guidance refers Kilogram (kg).—The unit of mass equal to the mass
to the guidance provided either by : of the international prototype of the kilogram.
(a) a ground-based radio navigation aid ; or Knot (kt).—The speed equal to 1 nautical mile per
hour.
(b) computer-generated navigation data from ground-
based, space-based, self-contained navigation aids or a Knowledge Test.—A test on the aeronautical
combination of these. knowledge areas required for an airman licence or
rating that can be administered in written form or by a
Instrument Flight Time.—Time during which a pilot is
computer.
piloting an aircraft solely by reference to instruments
and without external reference points. Landing Area.—That part of a movement area
intended for the landing or takeoff of an aircraft.
Instrument Ground Time.—Time during which a pilot is
practising, on the ground, simulated instrument flight in Land Distance Available (LDA).—The lengthy of
a flight simulation training device approved by the runway which is declared available and suitable for the
Authority. ground run of an aeroplane landing.
Instrument Meteorological Conditions (IMC).— Landing Decision Point.—The point used in
Meteorological conditions expressed in terms of determining landing performance from which, an
visibility, distance from cloud, and ceiling, less than engine failure occurring at this point, the landing may
the minima specified for visual meteorological be safely continued or a balked landing initiated.
conditions.
Landing Surface.—That part of the surface of an
Instrument Time—Time in which cockpit instruments aerodrome which the aerodrome authority has
are used as the sole means for navigation and control, declared available for the normal ground or water run
which may be instrument flight time or instrument of aircraft landing in a particular direction.
ground time.
Large Aeroplane.—An aeroplane having a maximum
Instrument Training—Training which is received certified takeoff mass of 5,700 kg. (12,500 lbs.), or
from an authorised instructor under actual or more.
simulated instrument meteorological conditions.
Level.—A generic term relating to the vertical position of
Interchange Agreement—A leasing agreement which an aircraft in flight and meaning variously, height,
permits an air carrier to dry lease and take or relinquish altitude or flight level.
operational control of an aircraft at an airport.
International Commercial Air Transport—The carriage Licensing Authority.—The authority designated by the
by aircraft of persons or property for remuneration or Contracting
hire or the carriage of mail between any two or more
countries. State as responsible for the licensing of personnel.

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Note 1: Licensing Authority or Authority can be dispatch facilities, other crewmembers, air traffic
replaced by the term appropriate to the country adopting control and ground operations.
these regulations e.g. Minister, Civil Aviation Authority
(CAA) or Director, as applicable. Litre (L).—A unit of volume restricted to the
measurement of liquids and gases which is equal to 1
Note 2 : The LicensingAuthority is deemed to have been cubic decimetre.
given the following responsibilities by the Contracting
State : Load Factor.—The ratio of a specified load to the
weight of the aircraft, the former being expressed in
(i) Assessment of an applicant’s qualifications to hold a terms of aerodynamic forces, inertial forces or ground
licence or rating ; (ii) Issue and endorsement of reactions.
licences and ratings ; Long range overwater flights.—Routes on which an
aeroplane may be over water and at more than a
(iii) Designation and authorisation of approved distance corresponding to 120 minutes at cruising
persons ;
speed or 740 km (400 NM), whichever is the lesser,
(iv) Approval of training courses ; away from land suitable for making an emergency
landing.
(v) Approval of the use of flight simulation training
devices and authorisation for their use in gaining the Low altitude wind shear warning and guidance
experience or in demonstrating the skill required for the system.—A system that will issue a warning of low
issue of a licence or rating ; and altitude wind shear and in some cases provide the pilot
with guidance information of the escaper manoeuvre.
(vi) Validation of licences issued by other Contracting
States. Mach Number Indicator.—An indicator that shows
airspeed as a function of the Mach number.
Lighter-than-air Aircraft.—Any aircraft supported
chiefly by its buoyancy in the air. Maintenance Control Manual.—A document that
describes the operator’s procedures necessary to
Limit Loads.—The maximum loads assumed to occur ensure that all scheduled and unscheduled maintenance
in the anticipated operating conditions. is performed on the operator’s aircraft on time and in a
Line check. A check given to a pilot by a check pilot controlled and satisfactory manner.
to evaluate the pilot’s operational competency during Maintenance Programme.—A document which
line operating flight time in an aircraft type he/she is describes the specific scheduled maintenance tasks
qualified to fly, over a route and area in which the and their frequency of completion and related
AOC is authorised to operate. procedures, such as a reliability programme, necessary
Line Operating Flight Time.—Flight time recorded by for the safe operation of those aircraft to which it
the PIC or applies.
Co-Pilot while in revenue service for an AOC holder. Maintenance Release.—A document which contains a
certification confirming that the maintenance work to
Line Oriented Flight Training (LOFT).—Training in a which it relates has been completed in a satisfactory
simulator with a complete crew using representative manner, either in accordance with the approved data
flight segments which contain normal, abnormal and and the procedures described in the maintenance
emergency procedures that may be expected in line organization’s procedures manual or under an
operations. equivalent system.
Line-Oriented Simulation.—Simulation Manoeuvring Area.—That part of an aerodrome to be
conducted using operational-oriented flight scenarios used for the takeoff, landing and taxiing of aircraft,
that accurately replicate interaction among flight crew excluding aprons.
members and between flight crew members and

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Marker.—An object displayed above ground level in Metre (m).—The distance travelled by light in a
order to indicate an obstacle or delineate a boundary. vacuum during II299 792 458 of a second.
Marking.—A symbol or group of symbols displayed on Minimum descent altitude (MDA) or minimum
the surface of the movement area in order to convey descent height (MDH). A specified altitude or height
aeronautical information. in a 2D approach operation or circling approach
operation below which descent must not be made
Master Minimum Equipment List (MMEL).—A list
without the required visual reference.
established for a particular aircraft type by the
organisation responsible for the type design with the Note 1: Minimum descent altitude (MDA) is
approval of the State of Design containing items, , one referenced to mean sea level and minimum descent
or more of which is permitted to be unserviceable at height (MDH) is referenced to the aerodrome
the commencement of a flight. The MMEL may be elevation or to the threshold elevation if that is more
associated with special operating conditions, than 2 m (7 ft) below the aerodrome elevation. A
limitations or procedures. The MMEL provides the minimum descent height for a circling approach is
basis for development, review, and approval by the referenced to the aerodrome elevation.
Authority of an individual operator’s MEL.
Note 2 : The required visual reference means that
Maximum Diversion Time.—Maximum allowable section of the visual aids or of the approach area which
range, expressed in time, from a point on a route to an should have been in view for sufficient time for the
en-route alternate aerodrome. pilot to have made an assessment of the aircraft
position and rate of change of position, in relation to
Maximum Mass.—Maximum certificated take-off-
the desired flight path. In the case of a circling
mass.
approach the required visual reference is the runway
May.—A rule of construction in Part 1.1.1.1(a)(3) that environment.
indicates that discretion can be used when performing Note 3 : For convenience when both expressions are
an act described in a regulation. used they may be written in the form “minimum
Medical Certificate.—A document issued by the descent altitude/height” and abbreviated “MDA/H”.
Authority as acceptable evidence of physical fitness as Minimum Equipment List (MEL).—A list approved
required for certain personnel licence holders. by the Authority which provides for the operation of
Medical Examiner.—A physician with training in aircraft, subject to specified conditions, with particular
aviation medicine and practical knowledge and equipment inoperative, prepared by an operator in
experience of the aviation environment, who is conformity with, or more restrictive than, the Master
designated by the Licensing Authority to conduct Minimum Equipment List established for the aircraft
medical examinations of fitness of applicants for type.
licences or ratings for which medical requirements are Movement Area.—That part of an aerodrome to be
prescribed. Called Aviation Medical examiners used for takeoff, landing and taxiing of aircraft,
(AME) in this Part when non-CAA physicians are consisting of the manoeuvring area and the apron(s).
designated to perform medical examinations.
Navigable Airspace.—The airspace above the
Meteorological Information.—Meteorological minimum altitudes of flight prescribed in these Model
reports, analysis, forecast, and any other statement regulations (Part 8) and includes airspace needed to
relating to existing or expected meteorological insure safety in the takeoff and landing of aircraft.
conditions.
Navigational Aids in Nigeria.—Sytems/Facilities

Meteorological Office.—An office designated to (ground or space based) which have the capability of
provide meteorological service for international air radiating and receiving radio frequency waves or
navigation.

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signals in the airspace for aircraft in flight to utilise for Obstacle.—All fixed (whether temporary or permanent)
monitoring flight progress, approach and landing and mobile objects, or parts thereof, that are located on
an area intended for the surface movement of aircraft
Nautical Mile (NM).—The length equal to 1 852 or that extended above a defined surface intended to
metres exactly. protect aircraft in flight.
Obstacle clearance altitude (OCA) or obstacle
Navigation of Aircraft.—A function which includes clearance height (OCH).—The lowest altitude or the
the piloting of aircraft. lowest height above the elevation of the relevant
runway threshold or the aerodrome elevation as
Navigation Specification.—A set of aircraft and applicable, using in establishing compliance with
flight crew requirements needed to support appropriate obstacle clearance criteria.
performance-based navigation operations within a
defined airspace. There are two kinds of navigation Note 1: Obstacle clearance altitude is referenced to
specifications: mean sea level and obstacle clearance height is
referenced to the threshold elevation or in the case of
(i) Required navigation performance (RNP) non-precision approach procedures to the aerodrome
specification.—A navigation specification based elevation or the threshold elevation if that is more than
on area navigation that includes the requirement for 2 m (7 ft) below the aerodrome elevation. An obstacle
performance monitoring and alerting, designated by clearance height for a circling approach procedure is
the prefix RNP, e.g. RNP 4, RNP APCH ; referenced to the aerodrome elevation.
(ii) Area navigational (RNAV) specification.— Note 2 : For convenience when both expressions are
A navigation specification based on area navigation used they may be written in the form “obstacle
that does not include the requirement for performance clearance altitude/height” and abbreviated
monitoring and alerting, designated by the prefix “OCA/H.”
RNAV, e.g. RNAV 5, RNAV 1 ;
Obstruction Clearance Plane.—A plane sloping
Note 1: The Performance-based Navigation (PBN) upward from the runway at a slope of 1:20 to the
Manual (Doc 9613), Volume II, contains detailed horizontal, and tangent to or clearing all obstructions
guidance on navigation specifications. within a specified area surrounding the runway as
Note : 2—The term RNP, previously defined as “a shown in a profile view of that area. In the plane view,
statement of the navigation performance necessary for the centreline of the specified area coincides with the
operation within a defined airspace”, has been centreline of the runway, beginning at the point where
removed from this Annex as the concept of RN P has the obstruction clearance plane intersects the
been overtaken by the concept of PBM. The term centreline of the runway and proceeding to a point at
RNP in this Annex is now solely used in the context of least 450 m (1,500) feet from the beginning point.
navigation specifications that require performance Thereafter, the centreline coincides with the takeoff
monitoring and alerting, e.g. RNP 4 refers to the path over the ground for the runway (in the case of
aircraft and operating requirements, including a 4 NM takeoffs) or with the instrument approach counterpart
lateral performance with on-board performance (for landings), or where the applicable one of these
monitoring and alerting that are detailed in Doc 9613. paths has not been established, it proceeds consistent
Night.—The hours between the end of evening civil with turns of at least 1.2 km (4,000 foot) radius until a
twilight and the beginning of morning civil twilight or point is reached beyond which the obstruction
such other period between sunset and sunrise. Civil clearance plane clears all obstructions. This area
twilight ends in the evening when the centre of the extends laterally 60 m (200 feet) on each side of the
sun’s disc is 6 degrees below the horizon and begins in centreline at the point where the obstruction clearance
the morning when the centre of the sun’s disc is 6 plane intersects the runway and continues at this width
degrees below the horizon. to the end of the runway; then it increases uniformly
to150 m (500 feet) on each side of the centreline at a

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point 450 m (1,500 feet) from the intersection of the to administer safety standards and define the
obstruction clearance plane with the runway; provisions and limitations within which the operator
thereafter, it extends laterally 150 m (500 feet) on each may conduct business operations. Operations
side of the centreline. specifications are issued by the Authority and
considered a legal, contractual agreement between the
Obstacle Free Zone (OFZ).—The airspace above Authority and the operator.
the inner approach surface, inner transitional surfaces
and balked landing surface and that portion of the strip Operator.—A person, organisation or enterprise
bounded by these surfaces, which is not penetrated by engaged in or offering to engage in an aircraft
any fixed obstacle other than a low-mass and frangibly operation (ICAO). Any person who causes or
mounted one required for air navigation purposes. authorises the operation of an aircraft, such as the
owner, lessee, or bailee of an aircraft.
Obstacle Limitation Surfaces.—Series of surfaces
that define the volume of airspace at and around an Note : In the context of remotely piloted aircraft, an
aerodrome to be kept free of obstacle in order to permit aircraft operation includes the remotely piloted aircraft
the intended aircraft operations to be conducted safely system.
and to prevent the aerodrome from becoming unusable
by the growth of obstacles around the aerodrome. Ornithopter.—A heavier-than-air aircraft supported in
flight chiefly by the reactions of the air on planes to
Operating Base.—The location from which which a flapping motion is imparted.
operational control is exercised.
Overpack.—An enclosure used by a single shipper to
Note : An operating base is normally the location where contain one or more packages and to form one handling
personnel involved in the operation of the aeroplane unit for convenience of handling and stowage.
work and the records associated with the operation are
located. An operating base has a degree of permanency Package.—The complete product of the packing
beyond that of a regular point of call. operation consisting of the packaging and its contents
prepared for transport.
Operational Control.—The exercise of authority over
the initiation, continuation, diversion or termination of Packaging.—Receptacles and any other components
a flight in the interest of the safety of the aircraft and the or materials necessary for the receptacle to perform
regularity and efficiency of the flight. its containment.
Operational Flight Plan.—The operator’s plan for Passenger Aircraft.—An aircraft that carries any
the safe conduct of the flight based on considerations person other than a crew member, an operator’s
of aircraft performance, other operating limitations, employee in an official capacity, an authorized
and relevant expected conditions on the route to be representative of an appropriate national authority or
followed and at the aerodromes or heliports a person accompanying a consignment or other
concerned. cargo.
Operations Manual.—A manual containing procedures, Passenger Exit Seats.—Those seats having direct
instructions and guidance for use by operational access to an exit, and those seats in a row of seats
personnel in the execution of their duties. through which passengers would have to pass to gain
access to an exit, from the first seat inboard of the
Operations Specifications.—The authorisations, exit to the first aisle inboard of the exit. A passenger
conditions and limitations associated with the air seat having “direct access” means a seat from which a
operator certificate and subject to the conditions in the passenger can proceed directly to the exit without
operations manual. entering an aisle or passing around an obstruction.
Note : The operations specifications are part of an Performance-based Navigation (PBN).—Area
operator’s certificate (air operator certificate, navigation based on performance requirements for
approved training organisation certificate, approved aircraft operating along an ATS route, on an
maintenance organisation certificate, etc.) that is used
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instrument approach procedure or in a designated Policy.—A document containing a position or stance
airspace. regarding a specific issue.
Note : Performance requirements are expressed Powered-lift.—A heavier-than-air aircraft capable of
in navigation specifications (RNAV specification, vertical takeoff, vertical landing, and low speed flight that
RNP specification) in terms of accuracy, integrity, depends principally on engine- driven lift devices or
continuity, availability and functionality needed for engine thrust for lift during these flight regimes and on
the proposed operation in the context of a particular nonrotating airfoil(s) for lift during horizontal flight.
airspace concept.
Powerplant.—The system consisting of all the
Performance Criteria.—A simple, evaluative engines, drive system components (if applicable), and
statement on the required outcome of the competency propellers (if installed), their accessories, ancillary parts,
element and a description of the criteria used to judge and fuel and oil systems installed on an aircraft but
if the required level of performance has been excluding the rotors for a helicopter.
achieved.
Power-Unit.—A system of one or more engines and
Person.—Any individual, firm, partnership, ancillary parts which are together necessary to provide
corporation, company, association, joint stock thrust, independently of the continued operation of any
association, or body politic, and includes any trustee, other powered-unit(s), but not including short period
receiver, assignee, or other similar representative of thrust-producing devices.
these entities. (Law)
Practical Test.—See Skill test.
Pilot in Command.—The pilot responsible for the
operation and safety of the aircraft during flight time. Pressure altitude.—An atmospheric pressure
The pilot designated by the operator, or in the case of expressed in terms of altitude which corresponds to
general aviation, the owner, as being in command and that pressure in the Standard Atmosphere.
charged with the safe conduct of the flight. Pre-flight Inspection.—The inspection carried out
Pilot-in-Command (PIC) under before flight to insure that the aircraft is fit for the
Supervision.—Co-pilot performing, under the intended flight.
supervision of the PIC, the duties and functions of a Pressure-altitude.—An atmospheric pressure
PIC, provided that the method of supervision expressed in terms of altitude which corresponds to
employed is acceptable to the Licensing Authority. that pressure in the Standard Atmosphere.
Pilot Time—That time a person— (i) Serves as a Pressurised Aircraft.—For airman-licensing
required pilot ; purposes, means an aircraft that has a service ceiling or
maximum operating altitude, whichever is lower,
(ii) Receives training from an authorised instructor in above 25,000 feet MSL.
an aircraft, or an
Problematic use of Substances.—The use of one or
approved flight simulation training device ; or
more psychoactive substances by aviation personnel
(iii) Gives training as an authorised instructor in an in a way that :
aircraft, or an approved flight simulation training device.
(i) Constitutes a direct hazard to the user or endangers
Pilot (to).—To manipulate the flight controls of an the lives, health or welfare of others ; and/or
aircraft during flight time.
(ii) Causes or worsens an occupational, social, mental or
Point of No Return.—The last possible geographic physical problem or disorder.
point at which an aeroplane can proceed to the
Procedure.—A way of documenting a process.
destination aerodrome as well as to an available en route
alternate aerodrome for a given flight. Process.—A set of interrelated or interacted
activities which transforms inputs into outputs.

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Quality Control.—The regulatory inspection
Proficiency Check.—A competency test by a licence process through which actual performance is
holder on the areas of operations contained in the skill compared with standards, such as the maintenance
test for a particular licence, certificate, rating, or of standards of manufactured aeronautical products,
authorisation that is conducted by an authorised and any difference is acted upon.
representative of the Authority.
Quality Manager.—The manager responsible for the
Prohibited Area.—An airspace of defined dimensions, monitoring function and for requesting remedial
above the land areas or territorial waters of a State, action. In an ATO, the Quality Manager is responsible
within which the flight of aircraft is prohibited. directly to the Head of Training.
Proper Shipping Name.—The name to be used to Quality Manual.—The document containing the
describe a particular article or substance in all shipping relevant information pertaining to the approved
documents and notifications and, where appropriate, training organisation’s quality assurance system.
on packaging.
Quality of Training.—The outcome of the training
Psychoactive Substances.—Alcohol, opiods, that meets stated or implied needs within the
canabinoids, sedatives and hypnotics, cocaine, other framework of set standards.
psychostimulants, hallucinogens, and volatile
Quality System.—Documented organisational
solvents, whereas coffee and tobacco are excluded.
procedures and policies; internal audit of those
Psychosis.—A mental disorder in which the individual has policies procedures; management review and
manifested delusions, hallucinations, grossly bizarre or recommendation for quality improvements.
disorganised behaviour, or other commonly accepted
Radiotelephony.—A form of radiocommunication
symptoms of this condition; or the individual may
primarily intended for the exchange of information in
reasonably be expected to manifest delusions,
the form of speech.
hallucinations, grossly bizarre or disorganised behaviour,
or other commonly accepted symptoms of this condition. Rated Thrust.—For engine emissions purposes, the
maximum take- off thrust approved by the certificating
Public Aircraft.—An aircraft used exclusively in the
authority for use under normal operating conditions at
service of any government or of any political jurisdiction
ISA sea level static conditions, and without the use of
thereof, including the Government of Nigeria but not
water injection. Thrust us expressed in kilonewtons.
including any government owned aircraft engaged in
operations which meet the definition of commercial air Rating.—An authorisation entered on or associated
transport operations. with a licence or certificate and forming part thereof,
stating special conditions, privileges or limitations
Quality.—The totality of features and characteristics
pertaining to such licence or certificate.
of a product or service that bear on its ability to satisfy
stated or implied needs. Re-issue of a Licence, Rating, Authorisation or
Certificate.— The administrative action taken after a
Quality Assurance.—Quality assurance, as
licence, rating, authorisation or certificate has lapsed that
distinguished from quality control, involves activities
re-issues the privileges of the licence, rating,
in the business, systems, and technical audit areas. A set
authorisation or certificate for a further specified
of predetermined, systematic actions which are required
period consequent upon the fulfilment of specified
to provide adequate confidence that a product or
requirements.
service satisfies quality requirements.
Renewal of Licence, Rating, Authorisation or
Quality Audit—A systematic and independent
Certificate.— The administrative action taken within
examination to determine whether quality activities
the period of validity of a licence, rating, authorisation
and related results comply with planned arrangements
or certificate that allows the holder to continue to
and whether these arrangements are implemented
exercise the privileges of a licence, rating, authorisation
effectively and are suitable to achieve objectives.

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or certificate for a further specified period consequent Runway-holding position.—A designated position
upon the fulfilment of specified requirements. intended to protect a runway, an obstacle limitation
surface, or an ILS/MLS critical/ sensitive area at which
Repetitive flight plan (RPL).—A flight plan related taxiing aircraft and vehicles shall stop and hold, unless
to a series of frequently recurring, regularly operated otherwise authorised by the aerodrome control tower.
individual flights with identical basic features,
submitted by an operator for retention and Runway Strip.—A defined area including the runway
repetitive use by ATC units. and stopway, if provided, intended :
Reporting Point.—A specified geographical location in (i) to reduce the risk of damage to aircraft running off
relation to which the position of the aircraft can be a runway ; and
reported.
(ii) to protect aircraft flying over it during take-off or
Required navigation performance (RNP).—A landing operations.
statement of the navigation performance necessary for
operations with a defined airspace. Runway Visual Range (RVR).—The range over which
the pilot of an aircraft on the centre line of a runway
Rescue Co-ordination Centre.—A unit responsible for can see the runway surface markings or the lights
promoting efficient organization of search and rescue delineating the runway or identifying its centre line.
services and for coordinating the conduct of search
and rescue operations within a search and rescue Safe Forced Landing.—Unavoidable landing or
region. ditching with a reasonable expectancy of no injuries to
persons in the aircraft or on the surface.
Rest Period.—A continuous and defined period of time,
subsequent to and/or prior to duty, during which flight Safety.—The State in which risks associated with
or cabin crew members are free of all duties. aviation activities, related to, or in direct support of the
operation of aircraft, are reduced and controlled to an
Restricted Area.—An airspace of defined dimensions, acceptable level.
above the land areas or territorial waters of a State,
within which the flight of aircraft is restricted in Safety-sensitive personnel.—Persons who might
accordance with certain specified conditions. endanger aviation safety if they perform their duties
and functions improperly including, but not limited to,
RNP Type.—A containment value expressed as a crew members, aircraft maintenance personnel and air
distance in nautical miles from the intended position traffic controllers.
within which flights would be for at least 95 per cent of
the total flying time. Safety Management System (SMS).—A systematic
approach to managing safety, including the
Example.—RNP 4 represents a navigation accuracy necessary organisational structures,
of plus or minus accountabilities, policies and procedures.
7.4 km (4NM) on a 95 per cent containment basis. Safety Performance.—A state or a service
provider’s safety achievement as defined by its
Route Sector.—A flight comprising take off,
safety performance targets and safety performance
departure, cruise of not less than 15 minutes, arrival,
indicators.
approach and landing phases.
Safety performance indicator.—A data-based
RPA Observer.—A trained and competent person
parameter used for monitoring and assessing safety
designed by the operator who, by visual observation
performance.
of the remotely piloted aircraft, assists the remote pilot
in the safe conduct of the flight. Safety performance Target.—The planned or intended
objective for safety performance indicator(s) over a
Runway.—A defined rectangular area on a land
given period.
aerodrome prepared for the landing and takeoff of
aircraft.

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Safety programme.—An integrated set of regulations Shall.—A rule of construction in Part 1.1.1.1(a)(1)
and activities aimed at improving safety. that indicates a mandatory requirement.
Safety recommendation.—A proposal of the accident Shoulder.—An area adjacent to the edge of a pavement
investigation authority of the State conducting the so prepared as to provide a transition between the
investigation, based on information derived from the pavement and the adjacent surface.
investigation made with the intention of preventing
accidents or incidents. SIGMET information.—Information issued by a
meteorological watch office concerning the
Safety Risk.—The Predicted probability and severity occurrence or expected occurrence of specified en-
of the consequences or outcomes of a hazard. route weather phenomena which may affect the
safety of aircraft operations.
Satellite Aviation Training Organisation.—An
aviation training organization at a location other than the Signal Area.—An area on an aerodrome used for the
aviation training organization’s principal place of display of ground signals.
business.
Signature.—An individual’s unique identification used
Satisfactory evidence.—A set of documents or as a means of authenticating a record entry or record.
activities that a Contracting State accepts as A signature may be hand-written, electronic, or any
sufficient to show compliance with an airworthiness other form acceptable to the Authority.
requirement.
Significant.—In the context of the medical
Second (s).—The duration of 9 192 63 1 770 periods of provisions in Part 2.11, significant means to a degree
the radiation corresponding to the transition between or of a nature that is likely to jeopardise flight safety.
the two hyperfine levels of the ground state of the
caesium-133 atom. Significant point.—A specified geographical location
used in defining an ATS route or the flight path of an
Secondary standards.—A standard maintained by aircraft and for other navigation and ATS purposes.
comparison with a primary standard.
Skill Test.—A competency test on the areas of
Serious incident.—An incident involving operations for a licence, certificate, rating, or
circumstances indicated that an accident nearly authorisation that is conducted by having the applicant
occurred. respond to questions and demonstrate manoeuvres in
flight, or in an approved flight simulation training
Serious injury.—An injury which is sustained by a
device, or in a combination of these.
person in an accident and which :
Small Aeroplane.—An aeroplane having a maximum
(i) Requires hospitalisation for more than 48 hours,
certified takeoff mass of less than 5,700 kg. (12,500
commencing within seven days from the date the
lbs.).
injury was received ;
Smoke.—The carbonaceous materials in exhaust
(ii) Results in a fracture of any bone (except simple
emissions which obscure the transmission of light.
fractures of fingers, toes or nose) ; or
Smoke Number.—The dimensionless term
(iii) Involves lacerations which cause severe
quantifying smoke emissions (see 3 of Appendix 2).
haemorrhage, nerve, muscle or tendon damage ; or
Solo Flight.—Flight time during which a student pilot
(iv) Involves injury to any internal organ ; or
is the sole occupant of the aircraft, or that flight time
(v) Involves second or third degree burns, or any burns during which the student acts as a PIC of a gas balloon
affecting more than 5% of the body surface ; or or an airship requiring more than one flight
crewmember.
(vi) Involves verified exposure to infectious
substances or injurious radiation.

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Special aircraft jurisdiction of Nigeria.—This State of Origin.—The State in the territory of
includes: (i) Civil aircraft of Nigeria ; and which the consignment is first to be loaded on an
aircraft.
(ii) Any other aircraft within the jurisdiction of State of Registry.—The State on whose register an
Nigeria, while the
aircraft is entered.
aircraft is in flight, which is from the moment when
all external doors are closed following embarkation Note : In the case of the registration of aircraft of an
until the moment when one such door is opened for international operating agency on other than a national
disembarkation or, in case of a forced landing, until basis, the States constituting the agency are jointly and
the competent authorities take over the responsibility severally bound to assume the obligations which, under
of the aircraft and the persons and property aboard. the Chicago Convention, attached to a State of Registry
Special Curricula.—A closely supervised, State safety programme.—An integrated set of

systematic and continuous course of training, regulations and activities aimed at improving safety.
conforming to a planned syllabus or curriculum, and Station Declination.—An alignment variation
conducted in an approved training organisation. between the zero degree radial of a VOR and true
Special VFR flight.—A VFR flight cleared by air north, determined at the time the VOR station is
traffic control to operate within a control zone in calibrated.
meteorological conditions below VMC. Substantial Damage.—Damage or failure which
Standard.—An object, artifact, tool, test equipment, adversely affects the structural strength, performance,
system, or experiment that stores, embodies, or or flight characteristics of the aircraft, and which
otherwise provides a physical quantity, which serves would normally require major repair or replacement of
as the basis for measurement of the quantity. It also the affected component. Engine failure or damage
includes a document describing the operations and limited to an engine if only one engine fails or is
process that must be performed in order for a damaged, bent fairings or cowling, dented skin, small
particular end to be achieved. punctured holes in the skin or fabric, ground damage
to rotor or propeller blades, and damage to landing
State of Aerodrome.—The State in whose territory the gear, wheels, tires, flaps, engine accessories, brakes,
aerodrome is situated. or wingtips are not considered “substantial damage”
for the purpose of this substantial damage relating to
State of Destination.—The State in the territory the
an aircraft accident.
territory of which the consignment is finally to be
unloaded from an aircraft. Syllabus (Training).—The detailed summary or outline
describing the main points of a course.
State of Design.—The State having jurisdiction over the
organisation responsible for the type design.
Synthetic Flight Trainer.—See Flight simulation
State of Manufacture.—The State having jurisdiction training device.
over the organisation responsible for the final
assembly of the aircraft. Synthetic Vision System.—A system to display
State of Occurrence.—The State in the territory of data-derived
which an accident or incident occurs.
synthetic images of the external scene from the
State of the Operator.—The State in which the perspective of the flight deck.
operator’s principal place of business is located, or, if
there is no such place of business, the operator’s Take off and initial Climb Phase.—That part of the
permanent residence. flight from the start of take-off to 300m (1000ft) above
the elevation of the FATO, if the flight is planned to
exceed this height, or to the end of the climb in the
other cases.
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Terminal Control Area.—A control area normally
Takeoff decision point.—The point used in established at the confluence of ATC routes in the
determining takeoff performance of a Class 1 vicinity of one or more major aerodromes.
helicopter from which, an engine failure occurring at
Terrain awareness warning system.—A system that
this point, either a rejected takeoff may be made or a
provides the flight crew with sufficient information
takeoff safely continued.
and alerting to detect a potentially hazardous terrain
Take-off surface.—The part of the surface of an situation and so the flight crew may take effective
aerodrome which the aerodrome authority has action to prevent a controlled flight into terrain (CFIT)
declared available for the Norman ground or water run event.
of aircraft taking off in a particular direction.
Threat.—As relating to flight, events or errors that
Target level of Safety (TLS).—A generic term occur beyond the influence of the flight crew, increase
representing the level of risk which is considered operational complexity and which must be managed
acceptable in particular circumstances. to maintain the margin of safety.
Taxiing.—Movement of an aircraft on the surface of an Threat Management—The process of detecting and
aerodrome under its own power, excluding takeoff and responding to the threats with countermeasures that
landing. reduce or eliminate the consequences of threats, and
mitigate the probability of errors or undesired aircraft.
Taxiway.— A defined path on a land aerodrome
established for the taxiing of aircraft and intended to Threshold Time.—The range, expressed in time,
provide a link between one part of the aerodrome and established by the State of the Operator, to an en-route
another, including : alternate aerodrome, whereby any time beyond
requires an extended diversion time operation approval
(i) Aircraft stand Taxilane.—A portion of an apron from the State of the Operator.
designated as a taxiway and intended to provide
access to aircraft stands only. Tonne (t).—The mass equal to 1 000 kilograms.
(ii) Apron Taxiway.—A portion of a taxiway system Total Estimated Elapsed Time.—For IFR flights, the
located on an apron and intended to provide a through estimated time required from takeoff to arrive over
taxi route across the apron. that designated point, defined by reference to
navigation aids, from which it is intended that an
(iii) Rapid Exit Taxiway.—A taxiway connected to a instrument approach procedure will be commenced,
runway at an acute angle and designed to allow or, if no navigation aid is associated with the
landing aeroplanes to turn off at higher speeds than are destination aerodrome, to arrive over the destination
achieved on other exit taxiways thereby minimising aerodrome. For VFR flights, the estimated time
runway occupancy times. required from takeoff to arrive over the destination
Technical log.—A document carried on an aircraft aerodrome.
that contains information to meet ICAO Total Vertical Error (TVE).—The vertical geometric
requirements; a technical log contains two difference between the actual pressure altitude flown
independent sections: a journey record section and an by an aircraft and its assigned pressure altitude (flight
aircraft maintenance record section. level).
Technical Instructions.—The Technical Instructions Traceability.— A characteristic of a calibration,
for the Safe Transport of Dangerous Goods by Air analogous to a pedigree. A traceable calibration is
(Doc 9284), approved and issued periodically in achieved when each Measurement Device and Working
accordance with the procedure established by the ICAO Standard, in a hierarchy stretching back to the National
Council. Standard, was itself properly calibrated, and the
results properly documented. The documentation
provides the information needed to show that all

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calibrations in the chain of calibrations were properly Transfer of Control Point.—A defined point located
performed. along the flight path of an aircraft, at which the
responsibility for providing air traffic control service
Track.—The projection on the earth’s surface of the to the aircraft is transferred from one control unit or
path of an aircraft, the direction of which path at any control position to the next.
point is usually expressed in degrees from North (true,
magnetic or grid). Transition altitude.—The altitude at or below which
the vertical position of an aircraft is controlled by
Traffic Avoidance Advice.—Advice provided by an reference to altitudes.
air traffic services unit specifying manoeuvres to assist
a pilot to avoid a collision. Training Time.—The time spent receiving from an
authorised instructor flight training, ground training,
Traffic Information.—Information issued by an air or simulated flight training in an approved flight
traffic services unit to alert a pilot to other known or simulation training device.
observed air traffic which may be in proximity to the
position or intended route of flight and to help the pilot Uncertainty Phase.—A situation wherein uncertainty
avoid a collision. exists as to the safety of an aircraft and its occupants.
Training Manual.—A manual containing the Undesired Aircraft State.—Occurs when the flight
training goals, objectives, standards syllabi, and crew places the aircraft in a situation of unnecessary
curriculum for each phase of the approved training risk. (ICAO Annex 1).
course.
UN Number.—The four-digit number assigned by the
Training and Procedures Manual.—A manual United Nations Committee of Experts on the
containing procedures, instructions and guidance for Transport of Dangerous Goods and on the Globally
use by personnel of an Approved Training Organisation Harmonized System of Classification and Labelling of
in the execution of their duties in meeting the requirements Chemicals to identify an article or substance or a
of the certificate. It may be a combined manual or particular group of substances.
separated into a Training Manual and a Procedures
Manual— Unit Load Device.—Any type of freight container,
aircraft container, aircraft pallet with a net, or aircraft
(i) Training Manual.—A manual containing the pallet with a net over an igloo.
training goals, objectives, standards, syllabi, and
curriculum for each phase of the approved training Unserviceable Area.—A part of the movement area
course. that is unfit and unavailable for use by aircraft.
(ii) Procedures Manual.—A manual containing Validation.—The action taken by Authority as an

procedures, instructions and guidance for use by alternative to issuing its own licence, in accepting a
personnel of the ATO in the execution of their duties in licence issued by another Contracting State as the
meeting the requirements of the certificate. equivalent of its own licence for use on aircraft
registered in Nigeria. Also may be referred to as
Training to Proficiency.—The process of the check rendering a licence valid.
pilot administering each prescribed manoeuvre and
procedure to a pilot as necessary until it is performed Validation of a Certificate of Airworthiness.—The
successfully during the training period. action taken by the Authority, as an alternative to issuing
its own Certificate of Airworthiness, in accepting a
Training programme.—Programme that consists of Certificate of Airworthiness issued by any other
courses, courseware, facilities, flight training Contracting State as the equivalent of its own
equipment, and personnel necessary to accomplish a Certificate of Airworthiness.
specific training objective. It may include a core
curriculum and a specialty curriculum. VFR.—The symbol used to designate the visual flight
rules.

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VFR flight.—A flight conducted in accordance with
the visual flight rules.
Visibility.—Visibility for aeronautical purposes is the

greater of : (i) The greatest distance at which a black
object of suitable dimensions,
situated near the ground, can be seen and recognised
when observed against a bright background
(ii) The greatest distance at which lights in the vicinity
of 1,000 candelas can be seen and identified against an
unlit background.
Visual Meteorological Conditions.—Meteorological
conditions expressed in terms of visibility, distance
from cloud, and ceiling, equal to or better than
specified minima.
VMC.—The symbol used to designate visual
meteorological conditions.
Waypoint.—A specified geographical location used to
define an area navigation.
Wet lease.—The lease of an aircraft with crew and other

back-up.
Will.—A rule of construction in Part 1.1.1.1 (a) (4) that

indicates an action incumbent upon the Authority.

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OPERATIONS MANUAL-

PRIVATE AIRLINE Administration And Control

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0.6 TABLE OF CONTENTS

0.1 NCAA APPROVAL____________________________________________ 1

PRIVATE AIRLINE SERVICES LIMITED PASL-OMA

PRIVATE AIRLINE Administration And Control

0.7 FLIGHT OPERATIONS MANUAL PART A - (CHAPTER TITLES)

1 Organization and Responsibilities

2 Operational Control and Supervision

6 Crew Health Precautions

7 Flight Time Limitations

9 Dangerous Goods and Weapons

11 Handling of Accidents, Incidents and Occurrences

12 Rules of the Air

14a. More Definitions

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0.13 MANUAL CHANGE REQUEST FORM

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