resized company ops man - ibac.org … · Web view11.8.4 Dangerous Goods Occurrence Report 11-5. 11.9 Passenger and Employee Information 11-5. Appendix 11-A Company Dangerous Goods

JANUARY 1, 2011

INSTRUCTIONS FOR USEOF THE

GENERIC OPERATIONS MANUAL

The following example of a Company Operations Manual for a business aircraft operator has been developed by the International Business Aviation Council to assist you in the preparation of “your” Company Operations Manual. The emphasis on "your" is to stress the fact that it is your manual and that you must develop it to reflect in detail how you will conduct your specific operation.

This Generic Operations Manual has been developed pursuant to IS-BAO – An International Standard for Business Aircraft Operations. Companies using this template will satisfy those standards if all provisions are addressed. However, companies will have to ensure that State regulations are reflected where they differ from the ‘best practices’ of business aircraft operators used to develop the IS-BAO.

The ICAO terminology and US English language spelling has been used in this document. You may wish to modify the terminology and spelling to reflect that used by your State and company.

Because this example manual is generic, you must tailor some parts to suit your specific requirements. Areas where this is required will be indicated in bold italic type as follows: “specify your procedure for...” or “describe your company system for...”.

Also, some sections may not apply to your operation. In such cases you can leave the heading but replace the text with "Not Applicable", or you can delete the section and heading entirely. Should you do that, you will have to renumber the sections that follow, revise the Table of Contents and check the cross-reference numbers which are highlighted.

Before you start work on your company operations manual it is highly recommended that you first review the “Read Me” file on this CD. The Generic Company Operations Manual is a relatively complex document and that uses some MS Word advanced features. In the preparation of your manual ensure that:

Your company name replaces (Company Name) in this example; Your State of Registry replaces (State); Your company names, addresses and telephone numbers are inserted; The position titles are modified to those used by your company; The Table of Contents is correct. It is linked to the headings in the body of the

manual and can be updated by placing your cursor anywhere in the Table of Contents and right clicking. Then select "Update Field", "Update entire table" and "OK";

The List of Effective Pages (LEP) is correct; and The date on each page and the LEP is the current date. Note: This page is not part of the Generic Company Operations Manual.

THIS PAGEINTENTIONALLY

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Company Operations Manual

(Company Name)Hangar Number

AirportCity, (State)

Telephone Number: (xxx) xxx-xxxx

Facsimile Number: (xxx) xxx-xxxx

Initial Issue DateJanuary 1, 2011

Copyright © International Business Aviation Council (IBAC)All rights reserved

No part of this document may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without the prior permission of IBAC.

Company NamePREAMBLE SIGNED BY CEO, OWNER, Accountable Executive or EQUIVALENT

This Company Operations Manual has been compiled for the use and guidance of Flight Department personnel in the execution of your duties. It contains information and instructions on the manner in which company flight operations shall be conducted.

(Company Name) is dedicated to highly professional flight operations. Safety will always be our first priority and we will be persistent in continuously demonstrating high safety consciousness in our daily flight operations. Our Flight Department Mission is:

To provide professional and efficient air transportation in response to Company needs, and to conduct operations to the highest safety standards practicable.

You, as the (Company Name) operational and technical staff, will always have my full support as long as you operate professionally in accordance with this Company Operations Manual. I also wish to make it understood that all staff have a duty to openly and honestly report events and hazards. You can be assured that such reports will be thoroughly investigated in a non-punitive manner.

(Company Name) recognizes the value of operating to a well-recognized international standard. As corporate policy, (Company Name) operates to the standards developed and adopted by the International Business Aviation Council and all of its Member Associations, including [name of applicable Association]. These standards were developed using ‘best practices’ used widely in the business aviation community and, as such, reflect the high standards of operational safety that we wish to achieve in this company.

It is my goal as CEO of this company to achieve this high standard and to continuously strive to exceed it. I also personally endorse the safety policy expressed in section 2.1 of this manual.

The Company Operations Manual has been developed to satisfy the International Standards for Business Aircraft Operations (IS-BAO). The Manual also incorporates specific requirements of (State) civil aviation regulations and the ICAO requirements for international operations.

All operations and maintenance personnel are to be familiar with this Manual and are to comply with its provisions. Changes to the Manual will be promptly disseminated to all Flight Department personnel.

I am appointing the Flight Department Manager with the authority and responsibility for keeping the Company Operations Manual current and for the conduct of the operations in accordance with the Manual.

Name of CEO, Owner, Accountable Executive or Equivalent (Company Name)

Amendment No. - Original Issue page - January 1, 2011i

(Company Name)


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Amendment No. - Original Issue page - January 1, 2011ii

Company NameMANUAL AMENDMENT PROCEDURES

Manual amendments will be promulgated as required by the Flight Department Manager. They will be issued to each Manual holder.

Each amended page shall record the appropriate amendment number and date.

It is the responsibility of the Manual holder to insert all amendments issued to him/her in a timely manner and ensure all manual pages are consistent with the LEP. Manuals issued to aircraft will be amended by the identify the person or position responsible.

Any discrepancy between the List of Effective Pages (LEP) and the actual Manual pages will be brought to the attention of the Flight Department Manager immediately.

LIST OF MANUAL HOLDERS

Manual Copy

Manual Holder Address Telephone and Fax Number

Master Copy

Flight Department Manager

Hangar Number City, (State)

Tel: Fax:

Copy # 1 Accountable Executive

Office City, (State)

Tel:Fax:

Copy # 2 Chief Pilot Hangar Number City, (State)

Tel:Fax:

Copy # 3 Chief of Maintenance

Hangar Number City, (State)

Tel:Fax:

Copy # 4 Pilots Crew Room Hangar Number City, (State)

Tel:Fax:

Copy # 5 Aircraft ____

Copy # 6 Aircraft _______

Copy # 7

Copy # 8

Copy # 9

Amendment No. - Original Issue page - January 1, 2011iii

(Company Name)RECORD OF AMENDMENTS

Number Date Date Entered Entered By

Amendment No. - Original Issue page - January 1, 2011iv

Company NameLIST OF EFFECTIVE PAGES

Page No. Amendment No. Effective Date


i Original IssueJanuary 1, 2011

section 2 - page 2-5 Original IssueJanuary 1, 2011

ii Original IssueJanuary 1, 2011


iii Original IssueJanuary 1, 2011


iv Original IssueJanuary 1, 2011


v Original IssueJanuary 1, 2011


vi Original IssueJanuary 1, 2011


vii Original IssueJanuary 1, 2011


viii Original IssueJanuary 1, 2011


ix Original IssueJanuary 1, 2011


x Original IssueJanuary 1, 2011


xi Original IssueJanuary 1, 2011


xii Original IssueJanuary 1, 2011


xiii Original IssueJanuary 1, 2011


xiv Original IssueJanuary 1, 2011
























Amendment No. - Original Issue page - January 1, 2011v

(Company Name)


























section 6- page 6-10 Original IssueJanuary 1, 2011









section 4 – page4-14 Original IssueJanuary 1, 2011




section 4 – page 4-16 Original IssueJanuary 1, 2011


















Amendment No. - Original Issue page - January 1, 2011vi

Company Name
























































Amendment No. - Original Issue page - January 1, 2011vii

(Company Name)


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Amendment No. - Original Issue page - January 1, 2011viii

Company NameTABLE of CONTENTS

PREAMBLE SIGNED BY CEO, OWNER, Accountable Executive or EQUIVALENT.......................................................................................................iMANUAL AMENDMENT PROCEDURES...........................................................iiiLIST OF MANUAL HOLDERS.............................................................................iiiRECORD OF AMENDMENTS............................................................................ivLIST OF EFFECTIVE PAGES.............................................................................v

1 Company Organization.....................................................................................1-11.1 Flight Department Management Structure.................................................1-11.2 Accountabilities, Duties, and Qualifications...............................................1-1

1.2.1 Flight Department Manager............................................................1-21.2.2 Chief Pilot.......................................................................................1-21.2.3 Chief of Maintenance......................................................................1-31.2.4 Safety Officer..................................................................................1-41.2.5 Pilot-in-Command...........................................................................1-51.2.6 Second-in-Command......................................................................1-61.2.7 Flight Attendants.............................................................................1-61.2.8 Scheduler/Dispatcher, Flight Coordinator.......................................1-61.2.8 Hangar Maintenance and Line Service Personnel..........................1-71.2.10 Other Personnel Serving Onboard the Aircraft................................1-7

1.3 Appointment of Acting Personnel..............................................................1-82 Company Safety Management System............................................................2-1

2.1 Safety Policy..............................................................................................2-12.1.1 Policy Statement.............................................................................2-12.1.2 Purpose..........................................................................................2-12.1.3 Responsibilities...............................................................................2-12.1.4 Management Support.....................................................................2-2

2.2 Safety Management Strategy....................................................................2-22.2.1 Description and Nature of the Operation.........................................2-32.2.2 Safety Risk Profile..........................................................................2-32.2.3 Key Hazards, Risks and Mitigation.................................................2-32.2.4. Safety Performance Objectives......................................................2-32.2.5 Safety Management Goals.............................................................2-42.2.6 Other Risk Management Tools.......................................................2-4

2.3 Hazard Identification and Tracking System...............................................2-52.4 Change Management Process..................................................................2-52.5 Safety Assurance and SMS Evaluation.....................................................2-6

2.5.1 Safety Assurance............................................................................2-62.5.2 SMS Evaluation..............................................................................2-72.5.3 Compliance Monitoring...................................................................2-7

2.6 SMS Communication and Training............................................................2-7Attachment 2-A Current Operator Safety-Risk Profile.......................................2-1Attachment 2-B Operational Risk Analysis Tool...............................................2-4Attachment 2-C Hazard Identification and Tracking Form................................2-9Attachment 2-D Risk Management Tracking Form.........................................2-11Attachment 2-E Continuous Improvement Opportunity Form.........................2-12Attachment 2-F SMS Evaluation Form...........................................................2-15Attachment 2-G SMS Evaluation Tracking Form............................................2-17Attachment 2-H Compliance Monitoring Checklist..........................................2-19

3 Operational Control..........................................................................................3-13.1 Operational Control System......................................................................3-1

3.1.1 General Description........................................................................3-13.1.2 Responsibilities and Authorities......................................................3-13.1.3 Flight Planning and Pre-Flight Requiremtns...................................3-2

Amendment No. - Original Issue page - January 1, 2011ix

(Company Name)3.1.4 Ferry Flights....................................................................................3-23.1.5 Flight Planning Requirements.........................................................3-33.1.6 Flight Following and Flight Watch...................................................3-53.1.7 Closing Flight Plans/Flight Itineraries..............................................3-5

3.2 Aircraft Weight and Balance......................................................................3-53.3 Aircraft Defects..........................................................................................3-6

3.3.1 Aircraft with a MEL..........................................................................3-73.3.2 Aircraft without a MEL.....................................................................3-7

3.4 Recording of Aircraft Defects.....................................................................3-73.5 Distribution of Operational Information......................................................3-73.6 Deviations to Company Operations Manual Provisions.............................3-7

4 Operating Requirements...................................................................................4-14.1 Fuel Oil and Oxygen Requirements...........................................................4-14.2 Fuelling Procedures...................................................................................4-1

4.2.1 Fuel Contamination Precautions.....................................................4-14.2.2 Bonding Requirements...................................................................4-14.2.3 Fuelling With Passengers on Board................................................4-1

4.3 Aircraft Critical Surface Contamination......................................................4-24.4 Destination and Alternate Aerodrome Requirements.................................4-2

4.4.1 Landing Distance Requirements.....................................................4-24.4.2 Wet and Contaminated Runways....................................................4-3

4.5 Minimum Aircraft Crew..............................................................................4-34.6 Aircraft Crew Qualifications.......................................................................4-34.7 Use of Checklists.......................................................................................4-34.8 Use of Standard Operating Procedures (SOPs)........................................4-34.9 Operating Weather Minima........................................................................4-4

4.9.1 VFR Day.........................................................................................4-44.9.2 VFR Night and IFR.........................................................................4-44.9.3 IFR..................................................................................................4-5

4.10 IFR Procedures....................................................................................4-54.10.1 IFR Take-Off Minima......................................................................4-54.10.2 Instrument Approach Procedures...................................................4-64.10.3 Alternate Aerodrome Requirements................................................4-74.10.4 RNP/MNPS/RVSM.........................................................................4-7

4.11 CAT II and III Operations.....................................................................4-74.12 Noise Abatement Procedures..............................................................4-74.13 Aircraft Equipment................................................................................4-8

4.13.1 Ground Proximity Warning System (GPWS) or Terrain Awareness System (TAWS)................................................................................................4-84.13.2 Cockpit Voice Recorder (CVR).......................................................4-84.13.3 Flight Data Recorder.......................................................................4-84.13.4 ACAS II...........................................................................................4-84.13.5 Protective Breathing Equipment.....................................................4-94.13.6 Oxygen Equipment and Use...........................................................4-94.13.7 Navigation and Communication Equipment....................................4-9

4.14 Weather Considerations.......................................................................4-94.14.1 Severe Weather..............................................................................4-94.14.2 Wind Shear...................................................................................4-104.14.3 Icing..............................................................................................4-10

4.15 Flights over Water..............................................................................4-104.16 Flight and Duty Time Limitations........................................................4-114.17 Use of Alcohol and Other Psychoactive Substances..........................4-154.18 Passenger and Cabin Safety Procedures..........................................4-15

4.18.1 Passenger Safety Briefing............................................................4-15

Amendment No. - Original Issue page - January 1, 2011x

Company Name4.18.2 Stowage of Hand Luggage and Galley Equipment.......................4-17

4.19 Crew and Passenger Health Issues...................................................4-174.20 Extended Range Operations..............................................................4-174.21 Disposal of International Garbage......................................................4-17

5 Emergency Procedures and Equipment...........................................................5-15.1 Airborne Emergencies...............................................................................5-1

5.1.1 Airborne Emergency Management.................................................5-15.1.2 Use of Transponder/Radar Assistance...........................................5-15.1.3 Emergency Landing and Evacuation Procedures...........................5-1

5.2 Reporting Aircraft Overdue........................................................................5-25.3 Accident – Incident Reporting....................................................................5-35.4 Emergency Response Plan.......................................................................5-35.6 In-Flight Passenger Illness........................................................................5-65.7 First Aid Kits..............................................................................................5-75.8 Emergency/Survival Equipment.................................................................5-75.9 Search and Rescue Services....................................................................5-85.10 Unlawful Interference...........................................................................5-85.11 Non-aviation Accidents and incidents...................................................5-8

6 Operations in International, RVSM, RNAV, MNPS or RNP Airspace................6-16.1 Operating Requirements...........................................................................6-1

6.1.1 Flight Crew Training and Authorization...........................................6-16.1.2 Aircraft Approval and Operator Authorization – RVSM, MNPS, RNAV or RNP 6-16.1.3 Procedures.....................................................................................6-2

6.2 Standard Operating Procedures................................................................6-26.2.1 General Provisions.........................................................................6-36.2.2 Aircraft System Requirements........................................................6-36.2.3 MNPS and RNP Procedures...........................................................6-56.2.4 Reduced Vertical Separation Minima (RVSM) Procedures...........6-126.2.5 Routing.........................................................................................6-146.2.6 Oceanic Clearances.....................................................................6-156.2.7 Communications and Position Reporting......................................6-166.2.8 Wake Turbulence and Lateral Offsets...........................................6-176.2.9 Emergencies, Communications Failure and Contingencies..........6-17

6.3 Training Programs...................................................................................6-186.4 Passenger Handling................................................................................6-196.5 Reference Material..................................................................................6-19

7 Qualifications and Training...............................................................................7-17.1 Flight Crew Licenses and Ratings.............................................................7-17.2 Flight Crew Qualifications and Competency..............................................7-17.3 Flight Attendant Qualifications and Competency.......................................7-27.4 Aircraft Maintenance Personnel Qualifications and Competence..............7-27.5 General Training Program Requirements..................................................7-2

7.5.1 Instructional Staff............................................................................7-27.5.2 Training Conducted on a Contract Basis........................................7-3

7.6 Initial and Recurrent Flight Crew Training..................................................7-37.6.1 Company Training..........................................................................7-37.6.2 Aircraft Type Ground Training.........................................................7-47.6.3 Aircraft Type Simulator Training.....................................................7-47.6.4 Lower Than Standard Minima Take-off Training.............................7-67.6.5 MNPS Training...............................................................................7-77.6.6 RVSM Training...............................................................................7-77.6.7 VNAV Approach Training................................................................7-87.6.8 Upgrade Training for Pilots.............................................................7-9

Amendment No. - Original Issue page - January 1, 2011xi

(Company Name)7.6.9 Transportability of Pilot Proficiency Check......................................7-9

7.7 Flight Attendant Training...........................................................................7-97.7.1 Aircraft Type Training.....................................................................7-97.7.2 Safety Procedures Training..........................................................7-10

7.8 Emergency Procedures Training.............................................................7-107.9 Aircraft Critical Surface Contamination Training......................................7-117.10 High Altitude Training.........................................................................7-117.11 Crew Resource Management.............................................................7-127.12 Simulated Emergencies During Passenger Transportation Flights. . . .7-127.13 Overview of Personnel Training Requirements..................................7-137.14 Proficiency Certification......................................................................7-147.15 Failure to Achieve or Maintain Required Standards...........................7-18

8 Record Keeping................................................................................................8-18.1 Employee Training and Qualifications.......................................................8-18.2 Routes and Flight Records........................................................................8-1

9 Aircraft Maintenance.........................................................................................9-19.1 Responsibilities of the Chief of Maintenance.............................................9-19.2 Technical Records.....................................................................................9-19.3 Maintenance Schedules............................................................................9-19.4 Elementary Work & Servicing....................................................................9-29.5 Airworthiness Directives & Service Bulletins..............................................9-29.6 Evaluation Program...................................................................................9-29.7 Deferred Rectification of Defects...............................................................9-29.8 Recurring Defect Control...........................................................................9-39.9 SDR Reporting..........................................................................................9-39.10 Technical Dispatch...............................................................................9-39.11 Parts and Material Control....................................................................9-49.12 Training Program.................................................................................9-49.13 Recency of Experience........................................................................9-59.14 Aircraft Weight & Balance Control........................................................9-59.15 Maintenance Arrangements.................................................................9-59.16 Flight Permits/Special Flight Authorizations.........................................9-69.17 Maintenance Personnel Fatigue Countermeasures.............................9-69.18 Aircraft Maintenance Technicians Working Alone................................9-6Appendix 9-A Elementary Work Task Listing........................................................9-7Appendix 9-B Aircraft Maintenance Schedules.....................................................9-8Appendix 9-C SB & A. D. Review Form...............................................................9-9

10 Security Procedures.......................................................................................10-110.1 Assessing the Threat and Vulnerabilities...........................................10-110.2 Preventive Measures.........................................................................10-110.3 Responsive Measures........................................................................10-310.4 Security Checklists.............................................................................10-4

11 Transportation of Dangerous Goods...............................................................11-111.1 Program Coordinator..........................................................................11-111.2 Rules and Regulations.......................................................................11-111.3 Training Program...............................................................................11-1

11.3.1 Initial Training...............................................................................11-111.3.2 Trained Personnel........................................................................11-211.3.3 Certificate of Training....................................................................11-2

11.4 Recurrent Training.............................................................................11-211.5 Acceptance of Dangerous Goods for Transportation.........................11-2

11.5.1 Acceptance Procedures................................................................11-211.5.2 Pilot Procedures...........................................................................11-3

11.6 Storage and Handling of Dangerous Goods.......................................11-3

Amendment No. - Original Issue page - January 1, 2011xii

Company Name11.6.1 Storage.........................................................................................11-311.6.2 Handling.......................................................................................11-311.6.3 Damage to Packages Containing Dangerous Goods (on aircraft) 11-4

11.7 Cargo Loading Requirements - Separation of Dangerous Goods......11-411.7.1 Loading Requirements..................................................................11-411.7.2 Separation Requirements.............................................................11-4

11.8 Emergency Procedures......................................................................11-411.8.1 Emergency Information.................................................................11-411.8.2 Emergency Action.........................................................................11-511.8.3 In-Flight or On-Ground Emergency...............................................11-511.8.4 Dangerous Goods Occurrence Report..........................................11-5

11.9 Passenger and Employee Information...............................................11-5Appendix 11-A Company Dangerous Goods Permits.........................................11-6Appendix 11-C Shipper’s Declaration for Dangerous Goods..............................11-7Appendix 11-D Notification to Pilot-in-Command................................................11-8Appendix 11-E Dangerous Goods Occurrence Report Form..............................11-9

12 Company Forms.............................................................................................12-112.1 Pilot’s Flight Log.................................................................................12-212.2 Aircraft Weight and Balance Forms....................................................12-412.3 Aircraft Crew Data Sheet....................................................................12-512.4 Personnel Training Record.................................................................12-612.5 Pilot Proficiency Check Form...........................................................12-1012.6 Extension to Maximum Flight Duty Time..........................................12-12

13 Company Directives.......................................................................................13-1

Amendment No. - Original Issue page - January 1, 2011xiii

(Company Name)


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Amendment No. - Original Issue page - January 1, 2011xiv

(Company Name) 1. Company Organization

1 COMPANY ORGANIZATION1.1 FLIGHT DEPARTMENT MANAGEMENT STRUCTURE

The following is the organization structure of (Company Name).

Revise the position titles to reflect those used in your company.

Organizational Structure

1.2 ACCOUNTABILITIES, DUTIES, AND QUALIFICATIONS

The following are the duties, authorities and accountabilities of the management and operating personnel of the Flight Department and the qualifications required to hold those positions.

Modify the duties authorities and accountabilities as required to reflect those of your company personnel, If you have operating bases ensure that the exercise of the specified duties, authorities and accountabilities are addressed.

Amendment No. - Original Issue page - January 1, 20111

Owner, CEO or Accountable

Executive

Flight Department Manager

Safety Officer

Chief Pilot

Person Responsible

for Maintenance

Other Personnel

Aircraft Crew

Members

MaintenanceStaff


1.2.1 Flight Department Manager

Accountabilities and Duties

The Flight Department Manager is accountable for overall operation of the Flight Department, for the safety of the operation and safe flight operations and that the flight department safety management goals are met. The duties of the position include:

a. organizing, staffing and directing: ii. flight operations; iii. cabin safety;iv. crew scheduling; andv. training programs;

b. controlling operations and operational standards of all aircraft operated;c. managing functions which impact on operational control (e.g. maintenance,

crew scheduling, load control, equipment scheduling); d. developing, implementing and maintaining the safety management systems;e. developing and maintaining the Company Operations Manual;f. liaising with the regulatory authority on all matters concerning flight

operations;g. liaising with any external agencies which may affect aircraft operations;h. ensuring that air operations are conducted in accordance with national and

international regulations, standards and company operating policy;i. ensuring that crew scheduling complies with flight and duty time limitations; j. ensuring that all crew members are kept informed of any changes to the

regulations and operating standards;k. receiving and taking action with respect to any aeronautical information

affecting the safety of flight;l. disseminating aircraft safety information, both internal and external;m. ensuring that flight crew qualifications are current; and n. maintaining a current operations library.

Qualifications

a. holds or has held an appropriate license, or has acquired supervisory experience; and

b. demonstrates knowledge with respect to the operation of a flight department, the content of the Company Operations Manual, and the provision of the regulations and the standards necessary to carry out the duties and responsibilities to ensure safety.

1.2.2 Chief Pilot




The Chief Pilot is accountable for the professional standards of the flight crews under his/her authority, for implementing and maintaining related aspects of the safety management system and that the operations and training safety management goals are met. The duties for the position include:

a. developing standard operating procedures;b. developing and implementing all required approved training programs

for the operator’s flight crews;c. issuing directives and notices to the flight crews as required;d. ensuring that all aerodromes and routes served by the operator are

operationally suitable and meet company requirements;e. taking action on and distributing accident, incident, and other

occurrence reports;f. processing and taking action on any flight crew reports;g. supervising aircraft crews; h. ensuring that all operations processes and procedures include risk

management mitigation specified in the safety management system,i. ensuring that personnel under his/her authority participate effectively in

the safety management system, andj. assuming any responsibilities delegated by the Flight Department

Manager.

Qualifications

a. holds a valid Airline Transport Pilot License and a valid Instrument Rating for the category of aircraft operated.

b. if applicable, holds a type rating for at least one of the types of aircraft operated;

c. is qualified in accordance with the operator's training program to act as a pilot-in-command on one of the types to be operated; and

d. demonstrates knowledge of the content of the Company Operations Manual, Training Manuals, Standard Operating Procedures, Company Check Pilot Manual (if applicable), and the provisions of the civil aviation regulations and standards necessary to carry out the duties and responsibilities of the position.

1.2.3 Chief of Maintenance

For operations where there is not a Chief of Maintenance and the accountabilities and duties are assigned to a person responsible for maintenance, use IS-BAO chapter 9 - Aircraft Maintenance Requirements and AMC 9.1 Maintenance Control System to modify this section.




The Chief of Maintenance is accountable for ensuring that all aircraft are maintained in accordance with regulatory requirements, for implementing and maintaining related aspects of the safety management system and that all maintenance related safety management goals are met. The duties of the position include:

a. planning and controlling all aircraft maintenance;b. liaising with the national civil aviation authority on maintenance topics;c. supervising aircraft maintenance staff;d. liaising with all non-company persons or Approved Maintenance

Organizations (AMOs) performing maintenance on (Company Name) aircraft;

e. ensuring that aircraft maintenance records as required by State regulations, manufactures and company policy are established and maintained;

f. ensuring that Airworthiness Directives and Service Bulletins that effect Flight Department aircraft are complied with appropriately;

g. removing from service any aircraft that are unsafe, or that do not comply with national regulatory requirements;

h. ensuring that all operations processes and procedures include risk management mitigation specified in the safety management system,

i. ensuring that personnel under his/her authority participate effectively in the safety management system, and

j. establishing Flight Department safety policies and procedures for ground operation.

Qualifications

a. demonstrates knowledge of the planning, implementation and direction of the maintenance programs and control system for the aircraft operated; and

b. demonstrates knowledge of the national regulations and standards relating to aircraft maintenance.

1.2.4 Safety Officer


The Safety Officer shall be accountable for day to day administration of the flight department safety management system. In that role he/she has direct access to the Flight Department Manager and specify company senior management position in safety matters. The duties of the position include:

a. monitoring and advising on all operator safety activities which may have an impact on flight and ground safety;

b. establishing and managing the operator hazard identification and tracking system;

c. developing and maintaining a safety awareness program;



d. monitoring industry flight safety concerns which may have an impact on operations;

e. maintaining close liaison with aircraft manufacturers and industry safety associations;

f. developing and maintaining the operator emergency response plan;g. analyzing hazard reports and other identified safety concerns and

making recommendations on appropriate mitigation,h. investigating and reporting on incidents/accidents and making

recommendations on mitigation or modifications to the safety management system;

i. making recommendations to the operator’s senior management on matters pertaining to the safety management system;

j. conducting periodic evaluations of the safety management system and reporting the results to management, and

k. monitoring the response and measuring the results of safety initiatives.

Qualifications

a. extensive operational experience, normally achieved as a flight deck crew member or equivalent experience in aviation management; and

b. training in the following:i. flight safety philosophy;ii. human factors and the decision making process; iii. accident prevention; iv. the role of the safety officer as advisor to senior management; v. risk management; vi. accident/incident management; vii. safety management systems; viii. emergency response planning; and ix. incident investigation.

1.2.5 Pilot-in-Command

The Pilot-in-Command (PIC) is accountable to the Chief Pilot for the safe conduct of assigned flights. Specific duties include:

a. checking weather, all applicable NOTAMs where available, and determining fuel, oil and oxygen requirements;

b. determining the aircraft weight and balance;c. ensuring that all flight planning requirements have been met;d. ensuring that the aircraft is airworthy, duly registered and that the

documentation specified in section 3.1.2 are on board the aircraft.e. ensuring that aircraft crew members have valid licenses, medical certificates

and passports and visas if and when required;



f. ensuring that a flight will not be commenced, or will not be continued beyond the nearest suitable aerodrome if a flight crew member is incapacitated.

g. completing an aircraft pre-flight inspection before each departure;h. briefing the passengers in accordance with the requirements specified in

section 4.18;i. operating the aircraft in accordance with operator procedures and aircraft

limitations;j. ensuring compliance with customs, immigration and cabotage laws; k. notifying authorities of any accident, suspected communicable disease, acts

of unlawful interference, or landing at an airport other than a State’s international airport caused by circumstances beyond the control of the PIC;

l. completing the journey log book or general declaration, when required;m. completing all post flight duties, including notification to the company of any

deviation from the planned itinerary or overnight location; andn. recording flight times and aircraft defects.

The qualifications required to act as PIC are specified in chapter 7.

The PIC has the authority to refuse transportation of any person or object if their carriage poses any risk to the safety of the aircraft or its occupants.

1.2.6 Second-in-Command

The Second-in-Command (SIC) shall assist the PIC in the management of the flight and flying the aircraft in accordance with the directions of the PIC. The SIC may carry out take-offs and landings under the authority of the PIC and shall take over control in the event of PIC incapacitation.

The qualifications required to act as SIC are specified in chapter 7.

1.2.7 Flight Attendants

Flight Attendants are accountable to the PIC to carry out specified safety duties in the event of an on-board emergency. See AMC 4.1 for a list of possible duties.

The qualifications required to act as a flight attendant are specified in chapter 7.

1.2.8 Scheduler/Dispatcher, Flight Coordinator



All flight departments have someone responsible for scheduling the flights. In a small flight department, these duties may be accomplished by the flight department manager or assigned as collateral duties to the pilot or administrative personnel. The person responsible for scheduling the aircraft should have knowledge of the company operations manual and procedures, national and international (if applicable) regulations and standards, and the company aircraft. The person should also have effective communication skills and defined methods to communicate to crewmembers, maintenance personnel and company personnel. The position generally requires knowledge and skill with computer software.

Some duties and responsibilities of this position could include:a. scheduling travel for executives on company aircraft or other lift alternatives

such as charter;b. providing the flight crew with the flight plan and weather information;c. maintaining and updating aircraft and crew schedules to ensure compliance

with company and regulatory requirements;d. obtaining international permits and visas and coordinating with outside

aircraft service handlers for international flights, if applicable; e. maintaining department records;f. maintaining inventories of charts and related flight crew materials;g. coordinating aircraft handling and fueling with fixed base operators;h. maintaining a flight following system;i. coordinating maintenance on the aircraft; j. developing and maintaining security policies or procedures and

communicating these procedures as needed to passengers;k. interfacing with flight crews, management, maintenance, and passengers;l. scheduling ground transportation and accommodations;m. arranging catering andn. participating in the safety management system

1.2.8 Hangar Maintenance and Line Service Personnel

Duties and responsibilities of these positions could include:a. Refueling the aircraft;b. Moving or towing the aircraft;c. Cleaning and restocking the aircraft;d. Assisting in routine maintenance;e. Assisting in preflight checks;f. Assisting passengers;g. Monitoring and maintaining the fuel farm and

inventories;h. Deicing the aircraft;i. Maintaining the hangar facility; andj. participating in the safety management

system



1.2.10 Other Personnel Serving Onboard the Aircraft Flight departments may elect to carry additional personnel such as a cabin person providing in-flight service duties, or a flight technician. It is important that the roles and responsibilities of these other persons be clearly defined and communicated so that passengers understand any limits of safety qualification and do not wait in an emergency situation or rely on a person for safety direction, who is not trained or qualified for that function. Personnel should be trained for their assigned duties and responsibilities. Duties of these positions could include:

Service oriented person:a. customer service; b. planning menus and ordering catering;c. securing the galley;d. preparing and serving meals; ande. participating in the safety management

system

Flight technician (mechanic):a. baggage handling and complying with aircraft baggage and cargo

restrictions;b. supervising the refueling and checking of fuel and lubricants;c. receiving and stowing catering materials;d. assisting passengers during flight;e. assisting the flight crew as required;f. conducting post flight inspections;g. performing aircraft maintenance as required;h. providing emergency assistance to passengers as necessary; andi. participating in the safety management system

1.3 APPOINTMENT OF ACTING PERSONNEL

When a person holding a management position expects to be unavailable to perform their day-to-day management duties due to vacation, days off, illness, flight schedule requirements, or other circumstances they will designate another person to perform their duties during the period of unavailability. Such appointments will be promulgated via e-mail message to all (Company Name) personnel. In the case of short term or unanticipated absence the following personnel are delegated authority to exercise the authorities of the following positions in the order shown:

The following is an example – modify it as appropriate

Flight Department Manger:1. Chief Pilot,2. Director of Maintenance,3. Captain John Smith.

Director of Maintenance:



1. Crew Chief Jim Jones


(Company Name) 2. Company Safety Management System

2 COMPANY SAFETY MANAGEMENT SYSTEM

Please refer to the SMS Toolkit, the SMS Guidance Manual and IS-BAO AMC 3.2 for guidance in completing this section.

Safety management systems are an evolutionary development of the traditional flight safety program that can significantly enhance the safety of an aviation operation. A successfully developed and implemented safety management system (SMS) will ensure that safety is a core value in an organization or flight operation and that safety is integrated into all management systems including operational, maintenance, financial and human resource management. (Company Name) uses an SMS to ensure that the Flight Department consistently provides safe and efficient air transportation that meets customer expectations. The (Company Name) SMS is described in this chapter.

2.1 SAFETY POLICY

Modify the safety policy example to suit your company.

2.1.1 Policy Statement

(Company Name) manages safety risks related to its operations to as low a level as reasonably practicable. All identified safety hazards will be analyzed and, where possible, eliminated or avoided. When this is not possible, mitigation is developed, implemented and tracked to verify that the level of the associated risks is acceptable.

2.1.2 Purpose

The purpose of the safety policy is to ensure that safety is managed proactively and effectively. This is done by:

a. obtaining consistent and optimal aircraft and human performance,b. identifying hazards and managing the associated safety risks specific to the

company’s operations, andc. actively seeking feedback from company personnel and others involved in

the operation and improving safety management activities.

2.1.3 Responsibilities

The owner/CEO (or equivalent), of the company is responsible for:a. sustaining conditions that promote the safe operation of company aircraft,a. providing the resources (in time and money) to assure the safe operation of

company aircraft, andb. actively supporting the safety management system.

The flight department manager/director of flight operations is responsible for:a. ensuring that flight operations and aircraft maintenance activities are

conducted in compliance with all applicable safety regulations, b. administering the safety management system, andc. validating and addressing safety-risk management deficiencies in an

appropriate and timely manner.



Flight crew members, aircraft maintenance personal and others involved in the operation are responsible for:

a. adhering to directions contained in the flight operations manual, the maintenance control manual and related manuals and procedures,

b. making decisions within that framework that will contribute to the safety and efficiency of the operation, and

c. participating proactively in the safety management system by:i. actively seeking, identifying and reporting hazards and safety-risk

management deficiencies,ii. providing timely input to management to ensure that the safety-

risk profile is accurate and up-to-date, and iii. when appropriate, applying hazard checklists to make sound

decisions.

2.1.4 Management Support

(Company Name) operational, technical and support staff, will always have the full support of the owner/CEO as long as they operate professionally in accordance with company manuals and procedures. All company personnel have a duty to openly and honestly report events and hazards. The owner/CEO undertakes to ensure that all such reports will be thoroughly investigated in a non-punitive manner.

Related Documents

Include appropriate references. They might include: corporate governance documents; the corporate safety policy or safety charter; risk profiling documents; State civil aviation regulations; Operational documents or agreements; Other policy documents operational or otherwise, etc.

2.2 SAFETY MANAGEMENT STRATEGY

A safety management strategy is the operator’s approach to the management of safety. It is the linkage between the risks identified on the safety-risk profile and the remainder of the safety management system. It provides a summary explanation of, and rationale for, the safety management activities conducted by the operator. This section is the performance standard by which the regulatory agency, insurance underwriters, and others can evaluate safety performance. The safety management strategy normally contains the following:

a. A description of the nature of flight operations;b. The operator’s safety risk profile;c. A list of the hazards or risks identified and the strategies adopted to

mitigate them;d. Safety performance targets that document the direction and activities

being taken to enhance safety performance;e. The mechanisms employed to monitor the operator’s performance in

relation to stated objectives and goals and to evaluate the effectiveness of the operator’s safety management; and

f. Other tools employed to manage the risks.



The safety management strategy example that is contained in the SMS Toolkit and chapter 9 of the SMS Guidance Manual can provide guidance on the development of this section.

2.2.1 Description and Nature of the Operation

Include a description of the nature of the operation. For guidance see the safety management strategy example that is contained in the SMS Toolkit and chapter 9 and Appendix N of the SMS Guidance Manual.

2.2.2 Safety Risk Profile

A copy of the (Company Name) safety risk profile is attached as Attachment 2-A. It presents the highlights of the hazards and associated risks identified by (Company Name) and linkage to the mitigation that has been developed to manage the level of risk to as low as reasonably practical. 2.2.3 Key Hazards, Risks and Mitigation

Include a description of the summary of the key hazards and associated risks that have identified and the mitigation that has been developed to reduce the risks to as low a level as reasonably practical. For guidance see the safety management strategy example that is contained in the SMS Toolkit and chapter 9 and Appendix N of the SMS Guidance Manual.

2.2.4. Safety Performance Objectives

Modify the following example to suit your requirements. Safety is paramount in all (Company Name) operations and it is the joint responsibility of everyone connected with the operation.

The objective of (Company Name)’s SMS is to achieve a zero level of preventable injury or damage situations. To accomplish that objective a (Company Name) strategic safety objective to manage all identified hazards to as low a level as reasonably practical has been established. In order to achieve the safety objective the following safety management principles will be followed:

a. Safety will be recognized by management and employees as an integral and vital part of the successful performance of any job;

b. Safety, being paramount to our operating practice, will be given priority at all times;

c. Direct responsibility for the safety of an operation rests with the supervisor of each operation. During flights the designated Pilot-in-Command (PIC) is the supervisor of the operation and will seek to ensure that all operations are conducted without incident;

d. Each individual employee will perform their duties giving primary concern for their own safety as well as that of their fellow employees, our customers and the property and equipment entrusted to their care;



e. The PIC is the judge as to whether the aircraft shall take-off and where it shall land, taking into account all factors of equipment and weather conditions within the specifications of the Operations Manual and/or the specific Aircraft Flight Manual. He/she will exercise this responsibility effectively and will use all of the resources available to make appropriate and effective decisions;

f. The PIC has ultimate authority to refuse or discontinue a trip which, for reasons of safety or security, he feels should not be attempted or continued. He/she will exercise this responsibility effectively and will use all of the resources available to make appropriate and effective decisions;

g. The (Company Name) SMS must be proactive, ongoing and fully integrated throughout the operation and all of its activities and is based on the following strategies:i. All (Company Name) personnel and passengers will be involved in the

flight department safety management system;ii. Employee awareness, compliance, inspection, investigation and

education programs will be incorporated into all aspects of the operation;

iii. All personnel will endeavor to identify, report and eliminate hazardous conditions;

iv. All reported hazardous events will be investigated to determine underlying causes;

v. All proposed new equipment acquisitions, facilities, operations and procedures will be reviewed with safety in mind; and

vi. All personnel will comply with all applicable laws and regulations.

2.2.5 Safety Management Goals

In recognition of the (Company Name) safety performance strategy the following goals have been established for the year 20xx.

The annual safety management goals can be included here or referenced if there is a separate system for managing annual goals. For guidance on SMS goals see chapter See section 5.3 of the SMS Guidance Manual and the Safety management Strategy Example in the SMS Toolkit.

2.2.6 Other Risk Management Tools

The Operational Risk Assessment Tool (Attachment 2-B) is provided as an example. See the SMS Toolkit for further information on the tool and its use, plus risk management tools. Also see the SMS Guidance Manual and the ICAO Safety Management Manual for more information on the risk management tools.

For other than routine flights the Operational Risk Assessment Tool (Attachment 2-B) will be completed. The Initial assessment may be conducted by the dispatcher. If the score exceeds 7 the proposed flight will be reviewed by the chief pilot. The pre-trip assessment will be conducted by the PIC and if the score exceeds 18 the proposed flight will be reviewed with the chief pilot. The PIC however has authority to cancel the proposed flight without further consultation anytime that they deem it appropriate.



2.3 HAZARD IDENTIFICATION AND TRACKING SYSTEM

Modify the following example to suit your requirements. The hazard identification and tracking system is composed of two parts:

hazard identification program; and hazard tracking system.

The purpose of the hazard identification program is to proactively identify and address potential deficiencies in safety management. All Flight Department employees and persons carried on (Company Name) aircraft are expected to participate in the hazard identification program. Reports/observations can be made to the Flight Department Manger verbally, but written reports are encouraged. Where verbal reports are provided, the Manager shall prepare a report containing the information. Written reports can be made on the Hazard Identification and Tracking Form (Attachment 2-C) in this section.

The Flight Department Manager or person to whom he/she delegates the task, will analyze all hazard reports in accordance with the procedures identified in Appendix B to Guidelines for the Conduct of Risk Analyses by Business Aircraft Operators and a response will be provided to the person making the report. If it is determined that a modification to a procedure process or program is required, such information will be entered on the Hazard Identification and Tracking Form and tracked in the Risk Management Tracking Form (Attachment 2-D) until the remedial action has been completed. Written reports will be filed in the Company Safety Management filing system and reviewed on an annual basis to determine the effectiveness of the remedial measures.

Hazard identification and tracking will be an agenda item at each of the Flight Department quarterly staff meetings. Note: The effectiveness of the hazard identification and tracking system may be enhanced by the inclusion of quality items. In that case the form that is attached as Attachment 2-E may be used.

2.4 CHANGE MANAGEMENT PROCESS

Modify the following example to suit your requirements.

When a report received through the Hazard Identification and Tracking System or information gained through any other process results in the decision to modify a process, procedure or program the proposed change will be reviewed by the Flight Department Manger. If the change is approved it will be implemented in accordance with the following procedures:

a. the change process including the risk assessment, will be recorded,b. the amended process or procedure or information in the amended program,

will be distributed to all flight department personnel by e-mail by the Flight Department Manager or person assigned the task, and

c. the operations manual and other associated documentation will be amended and distributed to all document holders.



Prior to undergoing any significant change that could impact the Flight Department; a change management process will be undertaken. Events that will indicate the need for such a process are;

a. the introduction of a new aircraft type; b. significant change in the nature of the operation (e.g. dynamic business

growth, new operating environment, etc.); c. changes in hiring or scheduling practices; d. changes to organizational structure; e. significant change in aircraft maintenance arrangements, etc.

As soon as it has been determined that the change event will occur, the Company Safety-Risk Profile will be reviewed. On the basis of that assessment, and any other available information, the Flight Department Manager, or the person to whom the responsibility is delegated, will develop a Change Management Plan. The Change Management Plan will include:

a. a risk analysis of the change event and an assessment of the changes required to items such as:i. operating and maintenance procedures and processes,ii. personnel training and competency certification,iii. Company Operations Manual,iv. Maintenance Control Manual or Maintenance Procedures Manual,v. aircraft SOPs, etc., and

b. a plan for development of the required changes.

When the required changes have been developed, a Safety Management System Audit will be conducted before the change is implemented. After implementation of the change the Flight Department Manager will review system performance at regular intervals. If there is any doubt of the effectiveness of the change management process, a more comprehensive post-implementation review or a Safety Management System Audit will be conducted.

2.5 SAFETY ASSURANCE AND SMS EVALUATION


2.5.1 Safety Assurance

The ongoing monitoring of operational systems, processes and procedures to ensure that they are appropriate and effective is an integral part of an SMS. (Company Name)’s safety assurance activities are used to:

Ensure that operational systems, process and procedures and appropriate and effective,

Ensure that identified problems have been resolved, and Assist in maximizing the efficiency of safety management activities.

Safety assurance activities include:a. Using the Compliance Monitoring Checklist to conduct assessments of the

appropriateness and effectiveness of operational processes at least once a year,

b. Using the forms and processes included in the operations manual to conduct safety evaluations ,

c. Assessing the activities of contractors where their services may affect the safety of the operation,



d. Having the safety assessments reviewed by the auditor who conducts our IS-BAO registration audits,

e. Documenting the safety management assessment results, corrective actions and both positive and negative observations,

f. Categorizing findings to assist in prioritizing corrective actions,g. Sharing the results and corrective actions with all personnel,h. Utilizing available technology such as Flight Data Analysis to identify

operational issues,i. Holding regular safety meetings, j. Keeping the CEO informed of safety issues, andk. Investigating incidents and providing feedback to management and staff,

2.5.2 SMS Evaluation

Regular evaluation of safety performance is an integral part of an SMS. (Company name) will conduct internal evaluations of the SMS at least once per year and will have an audit by an Accredited IS-BAO Auditor at least once every three years. The internal SMS evaluation will be conducted in accordance with the chapter 5 of the IS-BAO Internal Audit Procedures Manual. The evaluation form contained in Attachment 2-F will be used to record the evaluation results. A Remedial Action Plan will be developed for any findings made during either the internal evaluation or the IS-BAO audit and will be tracked in the SMS Evaluation Tracking Form (Attachment 2-G) in order to ensure that the Finding has been rectified in an appropriate and effective manner.

When the evaluation is completed it will be analyzed to ensure that the agreed acceptable level of risk, the safety objectives and goals and related SMS expectations are being achieved. The results of evaluations, safety surveys and summaries of employee feedback on safety management activities, will be reviewed with the Accountable Executive. This information will also be shared with all employees.

2.5.3 Compliance Monitoring

In order to ensure compliance with all applicable regulations, standards, approvals and exemptions (Company name) will conduct a compliance review at least one each year. The checklist in Attachment 2-H will be used for the review.

2.6 SMS COMMUNICATION AND TRAINING


(Company name) will work diligently to ensure that a positive safety culture prevails throughout the organization. In order to achieve that objective open communication up and down the organization chain will be encouraged and safety information will be shared, In order to ensure that all employees understand the importance of open communication training and the framework within which the company SMS functions, the following training will be included in the company orientation training for all flight department personnel and new hires:

Introduction to the IS-BAO Introduction to SMS, Company Name SMS and Operations Manual.



Attachment 2-A Current Operator Safety-Risk Profile

Insert a copy of your current Operator Safety-Risk Profile.


(Company Name) 2. Company Safety Management SystemOperator Safety- Risk Profile Example

Company Assessor DateOriginal Update Reason for update:

Rating Underlying Hazard, Related Mitigation and Reference

Exposure – Extent of loss to the company

Low Medium High

LikelihoodOperational Factors ATS – en-route ATS – terminal Approach aids Weather Information AirportsTechnical Factors Type of power plant Number of power plants Pressurization Aircraft Maintenance En-route service & maintenanceHuman Factors Flight crew qualifications Number of pilots Experience Currency – aircraft Currency – routes Maintenance human performance Company culture


(Company Name) 2. Company Safety Management System FatigueGlobal Assessment of LikelihoodSeverity ERS Governing operations Location of operations Weather extremes In-flight turbulenceGlobal Assessment of Severity


(Company Name) 2. Company Safety Management SystemAttachment 2-B Operational Risk Analysis Tool

Trip Number DateCrew Accomplished byAircraft Reviewed byAirports Management

Remarks ValueInitial Score

12-Hour Score Prob Sev Risk Quot

Pre Flight 1 Pop-Up trip (< 4 hour Crew notice) 3 2 Poor Access to WX Information 3 Approach and Landing Facilities (Select best available approach) 3 ILS 0 4 VOR/GPS/LOC/ADF 3 5 Circling Approach 4 6 No Published Approaches 4 Departure/Destination Airport

7Elevation (<4000=0/<5000=2/<6000=3/>6000=4>7000=5) 0/2/3/4/5

8 Useable Rwy Length < 5000 ft 5

9Useable Rwy Length > 5000 ft but < 5500 ft 3

10 Mountainous Airport 5 11 High Density Airport 3

12Control Tower Not Operational at ETA or ETD 3

13 Winter Operations 3 14 Twilight Operation 2


(Company Name) 2. Company Safety Management System15 Night Operation 3 International Operations 16 Canada 2 17 Europe or Pacific 3 18 Mexico/Caribbean/South America 3 19 Africa 4 Maintenance Factors

20Extended Service and/or Maintenance Items 2

21 MEL Items (Flight Safety Related) 2 Flight Crew Experience 22 Low Time Captain 3 23 SIC has less than 50 hours in Type 2 Flight Crew Duty Day

24Duty Day greater than 12 hours less than 13 2

25Duty Day greater than 13 hours less than 14 3

Additional Factors 26 Weather Forecast 27 No Weather Reporting 4 28 Thunder Storms 3 29 Turbulence (Light/Mod/Severe) 0/2/4 30 Ceiling & Vis < 1000/3, > 500/2 2 31 Ceiling & Vis < 500/2, > 300/1 3 32 Ceiling & Vis < 300/1 5 33 Rain (Light/Moderate/Heavy) 1/3/5 34 Snow (Light/Moderate/Heavy) 1/3/5 35 Sleet (Light/Moderate/Heavy) 1/3/5


(Company Name) 2. Company Safety Management System36 Hail 4 37 Icing (Trace/Lt/Mod/Sev) 0/1/3/5 38 Surface Winds > 30 Knots 3 39 Runway Braking Action (Fair/Poor/Nil) 1/3/5 40 NOTAMS (Score 0-5, higher score = more risk) 0 thru 5 41 Total

1. Contact Chief Pilot if:a. Initial Total exceeds 7b. 12-Hour Total exceeds 182. Shaded area to be completed when the above scores are achieved.


(Company Name) 2. Company Safety Management SystemAssess Risk (shaded area on front side of form)

a. Enter scores for Severity and ProbabilityProbability - The likelihood of an Accident/Incident

Highly Likely = 0.8 Probable = 0.6 Less Likely = 0.4 Unlikely = 0.2

Severity - The severity of loss resulting from an Accident/Incident Negligible aircraft damage or very minor injury = 1 Minor aircraft damage or minor injury = 2 Major aircraft damage or serious injury = 3 Aircraft destruction or loss of life = 4

b. Multiply each Probability score by the applicable Severity score to obtain Risk score

3. Total all the resulting Risk scores and enter it below

Total Risk Assessment Quotient = __________________

Determine Root Cause

Identify Possible Risk Controls (Mitigation)



Action Taken

Signature ____________________________

Date ________________


(Company Name) 2. Company Safety Management SystemAttachment 2-C Hazard Identification and Tracking FormDescribe the event you observed:

Date TimeLocation

Name Date Phone #

Summary of Analyses

Name Date



Proposed Remedial Action

Accepted Rejected If rejected explain reason and proposed alternative action.

Flight Department Manager Date

Remedial Action Implemented Date

Post Implementation Review conducted by Date


(Company Name) 2. Company Safety Management SystemAttachment 2-D Risk Management Tracking Form

Assessment Area

Report Number

Details Initial Risk Rating

Risk Control Strategy Implementation Date Review Date

Assessment of Effectiveness

This form is intended to provide a small operator with a means of tracking hazard reports and reviewing the effectiveness of risk control strategies. Column 1 should be modified to reflect your operation. You may need a separate sheet or more for each area of assessment. You can use the computer to enter data or print a blank form and hand write your information.

.


(Company Name) 2. Company Safety Management SystemAttachment 2-E Continuous Improvement Opportunity Form

Control Number: Brief Description:

Originated by: Date:

Preemptive Corrective Internal Audit Safety Issue (Suggestion, Incident, Hazard) Customer Issue

Nonconforming Product or Service Suggestion

Interim Action Accomplished? Yes NoBrief Description:

Actual Completion:


(Company Name) 2. Company Safety Management SystemInvestigation/Cause Assigned to: Estimated Completion: Brief Description:

Actual Completion:

Closing Action Required: Yes No Assigned to: Estimated Completion: Brief Description:

Actual Completion:


(Company Name) 2. Company Safety Management SystemVerification for Effectiveness

Completed by: Actual Completion:

Closed by: Title: Date:


(Company Name) 2. Company Safety Management SystemAttachment 2-F SMS Evaluation Form

Operator:EvaluatorDate

SMS Evaluation Objective: Stage OneStage TwoStage Three

Item Sound Appropriate Effective Comments1. Policy2. Authorities3. Profile4. Risk Management 5. Involvement 6. Technical

Document Control7. Training8. Ops Manual9. Safety data10. Occurrence11. Evaluation12. Tracking13. SMS DocsComments:



Note: For information on using this SMS Evaluation Form see the SMS Evaluation Tool in the SMS Toolkit or Chapter 5 of the IS-BAO Internal Audit Manual


(Company Name) 2. Company Safety Management SystemAttachment 2-G SMS Evaluation Tracking Form

Operator

Date Evaluator/Auditor Scope of Evaluation or Audit Summary of Results

Finding and/or Observation TrackingFunctional Area Number Details of Finding or Observation Remedial Action Plan

DateAssessment of Effectiveness

Implemented Reviewed



Accountable Executive ReviewDate Name Signature Comments

This form is intended to provide a means of tracking evaluations or audits, including findings and remedial action, and for reviewing the effectiveness of remedial action.


(Company Name) 2. Company Safety Management SystemAttachment 2-H Compliance Monitoring Checklist Operator: Year:

Subject Datechecked Checked by Comments /

Deviation Report No.1. Operations

a. Aircraft checklists checked for accuracy and validity.

b. Minimum of 5 flight plans checked and verified for proper and correct information.

c. Flight planning facilities checked for updated manuals, documents and access to relevant flight information.

d. Samples of flight operations records checked that operations are conducted in accordance with applicable approvals, exemptions, certificates and flight ops manual.

e. Occurrence reports evaluated and reported to the appropriate competent authority

f. Aircraft maintenance/operations interface procedures checked to ensure aircraft meet airworthiness requirements when dispatched.

g. Aircraft maintenance/operations interface procedures checked to ensure aircraft meet airworthiness requirements when dispatched.

2. Aircraft Maintenancea. Aircraft maintenance checklists, procedures




Deviation Report No.and schedules checked that they continue to meet State regulatory requirements.

b. Use of the maintenance checklists, procedures and schedules checked that aircraft continue to meet airworthiness requirements.

c. Maintenance records checked for completeness and accuracy.

d. Traceability of parts ordering, receiving, storage and usage records checked.

3. Ground Handlinga. Instructions regarding fuelling and de-icing

issued and known by all relevant personnelb. Instructions regarding Dangerous Goods

issued and known by all relevant personnelc. Security procedures and adherence to them

checked4. Load Control

a. Min.5 load sheets checked and verified for proper and correct information.

b. Aircraft fleet checked for valid weight and balance.

c. Minimum one check per aircraft of correct loading and distribution.

5. Traininga. Training records updated and accurateb. All pilot licenses checked for currency,

correct ratings and valid medical check




Deviation Report No.c. All personnel received required recurrent

training and training required by approvals etc.

d. Training facilities & Instructors approvede. All pilots received Daily Inspection (D.I.)

training6. Documentation

a. All issues of OM checked for correct amendment status

b. All approvals and Operations Specifications checked for validity

c. Aviation Requirements applicable and updated

d. Crew flight and duty time record updatede. Flight documents record checked and

updatedf. Quality records checked and updated

All Deviations are to be recorded in a Corrective Action Report and tracked to ensure that the corrective action has been effective.


(Company Name) 2. Company Safety Management SystemCompliance Monitoring Corrective Action ReportOperator DateReported by Report NumberSubject AreaFlight Ops Aircraft Maintenance Ground Handling

Load Control Training Documentation Other

Description of Finding: Reference

Reviewing ManagerName Title DateSummary of Analyses



Proposed Remedial Action

Accepted Rejected If rejected explain reason and proposed alternative action.Flight Department Manager Date

Remedial Action Implemented by Date

Post Implementation Review conducted by Date




(Company Name) 3. Operational Control

3 OPERATIONAL CONTROL 3.1 OPERATIONAL CONTROL SYSTEM

Operational control means the exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency of the flight. It also includes any provisions for following of the flight until it arrives at its destination.

3.1.1 General Description

Describe your company system. It may be a pilot self dispatch system or a system that uses professional dispatchers, either employed by the company or through a contract arrangement. The remainder of this section is written on the basis of a pilot self dispatch system. If your company is using a different system, ensure that the remainder of this section is revised to reflect your system.

3.1.2 Responsibilities and Authorities

All flights or series of flights away from base must be authorized before departure by the Flight Department Management. The operational control of a flight is delegated to the pilot-in-command.

(Company Name) uses a pilot self dispatch system. A flight release will be deemed to have been given when the pilot-in-command has determined that:

a. the flight may be conducted in accordance with the (State) civil aviation regulations and standards;

b. the validity of all required licenses, permits, certificates, has been verified and the required equipment, documents and manuals are on board the aircraft;

The following is a sample list of documents that are to be carried on the aircraft. It should be modified to suit your company operating requirements.Aircraft Certificate of Airworthiness

MNPS/RVSM/RNP Letters of Authorization

Aircraft Certificate of Registration Company Operations ManualInsurance Certificate Aeronautical information

publicationsAircraft Noise Certification Aeronautical chartsRadio Telephone License or Permit

SOP Manual

Aircraft Flight Manual or Operating Manual

Certified copy of Air Operators Certificate (AOC holders only)

Aircraft Weight/Balance



Aircraft Minimum Equipment ListAircraft Log

c. all required aircraft maintenance work has been completed, the aircraft Certificate of Airworthiness is in force and sufficient time remains on the aircraft before the next required maintenance, to complete the job for which the aircraft is being released;

d. the meteorological conditions are such that the flight can be conducted safely and within State and International regulations and standards; and

e. a pilot’s flight log and flight plan or flight itinerary, as appropriate, has been completed.

In the event that a new requirement for a flight develops when operating away from base, the pilot-in-command will have the authority to release the aircraft after having satisfied him/herself that conditions (a) to (d) in the preceding paragraph have been met.

3.1.3 Flight Planning and Pre-Flight Requirements

A flight shall not be commenced until all pertinent flight data has been compiled, including the pilot’s flight log as specified in chapter 12 and an ATC flight plan or Flight Itinerary has been filed.

The Pilot’s Flight Log shown at chapter 12 is an example only. Ensure that the copy of the Pilot’s Flight Log that you intend to use is reflected in the manual.

As (Company Name) uses a pilot self dispatch system, it is the pilot-in-command's responsibility to ensure that all flight planning documents required by the Company Operations Manual have been prepared and filed prior to departure. He/she shall also ensure that flight planning requirements of the State/States in which the operation is being conducted have been met. The State AIP shall be consulted if there is any doubt as to the State requirements.

The PIC shall sign all formal flight plans to signify acceptance and accuracy.

If the names of the passengers are not recorded in the flight authorization system, the PIC shall ensure that a copy of the passenger manifest is left at the point of departure of a flight or series of flights. If there is any unplanned enplaning or deplaning of passengers, the PIC shall ensure that the company is advised or a copy of the revised manifest is left at the point of departure.

Retention of pertinent flight data may be required by the State of Registry. Insert your specific requirements here.

3.1.4 Ferry Flights

A Flight Permit will be required whenever the Certificate of Airworthiness (C of A) is not in force (e.g. overdue inspection, airplane damage, unserviceability, etc.).



Essential crew only (no passengers) shall be carried on Ferry Flights. The flight shall be conducted in accordance with all conditions specified in the Flight Permit.

3.1.5 Flight Planning Requirements

The ICAO Annex 6 requirements are used in this example. If your specific State requirements are different please modify this section accordingly. Please note that operators are required to adhere to the flight planning requirements of the State of operation and those specified for international airspace.

General

Before commencing a flight the PIC shall be familiar with the available flight information that is appropriate to the intended flight. The PIC shall not commence a flight unless it has been ascertained that the facilities available and directly required for such flight and for the safe operation of the aircraft are adequate, including communication facilities and navigation aids and that all regulatory requirements for the area of operation can be met.

Before commencing a flight the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for every flight under the instrument flight rules shall include:

a. a review of available current weather reports and forecasts; and b. 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.

VFR Flight

A flight, to be conducted in accordance with the visual flight rules shall not be commenced unless available weather information indicates that the meteorological conditions along the route, or that part of the route to be flown under the visual flight rules, will permit flight under visual flight rules and VFR charts for the route to be flown are carried on board the aircraft.

When VFR operations are to be conducted in high performance aircraft, risk factors related to the routes and traffic shall be assessed by the PIC and mitigation developed to ensure that the identified risks are reduced to an acceptable level.

IFR Flight

When a destination alternate aerodrome is required. A flight to be conducted in accordance with the instrument flight rules shall not be commenced unless the available information indicates that conditions, at least one destination alternate will be at or above the aerodrome operating minima at the estimated time of arrival.

When no destination alternate aerodrome is required. A flight to be conducted in accordance with the instrument flight rules to an aerodrome when no alternate aerodrome is required shall not be commenced unless:

a. a standard instrument approach procedure is prescribed for the aerodrome of intended landing; and



b. 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 300 m (1,000 ft) above the minimum

associated with the instrument approach procedure; andii visibility of at least 5.5 km or of 4 km more than the minimum

associated with the procedure.

Destination Alternate AerodromeFor a flight to be conducted in accordance with the instrument flight rules, at least one destination alternate aerodrome shall be selected and specified in the flight plan, unless:

a. the duration of the flight and the meteorological conditions prevailing are such that there is reasonable certainty that, at the estimated time of arrival at the aerodrome of intended landing, and for a reasonable period before and after such time, the approach and landing may be made under visual meteorological conditions; or

b. the aerodrome of intended landing is isolated and there is no suitable destination alternate aerodrome.

For flights to foreign destinations ensure that the destination State permits IFR flight without an alternate.

Fuel and Oil Supply Requirements (airplanes)

An IFR flight shall not be commenced unless, taking into account both the meteorological conditions and any delays that are expected in flight, the airplane carries sufficient fuel and oil to ensure that it can safely complete the flight, and, as applicable, the following special provisions are complied with:

a. when no alternate aerodrome is required, to fly to the destination aerodrome and thereafter for a period of 45 minutes; or

b. when an alternate aerodrome is required, to fly to the destination aerodrome, then to the alternate aerodrome and thereafter for a period of 45 minutes.

In addition, sufficient fuel shall be provided for:a. taxiing and foreseeable delays prior to take-off;b. meteorological conditions;c. foreseeable air traffic routings and traffic delays;d. landing at a suitable aerodrome in the event of loss of cabin pressurization

or, in the case of a multi-engine aircraft, failure of any engine, at the most critical point during the flight; and

e. any other foreseeable conditions that could delay the landing of the aircraft.

Oxygen Supply Requirements

A flight to be operated at altitudes at which the atmospheric pressure in personnel compartments will be less than 700 hPa (10,000 ft) shall not be commenced unless sufficient stored breathing oxygen is carried to supply:



a. all crew members and at least 10 per cent of the passengers for any period in excess of 30 minutes that the pressure in compartments occupied by them will be between 700 hPa and 620 hPa (13,000 ft); and

b. all crew members and passengers for any period that the atmospheric pressure in compartments occupied by them will be less than 620 hPa.

A flight to be operated with a pressurized airplane shall not be commenced unless a sufficient quantity of stored breathing oxygen is carried to supply all crew members and passengers, as is appropriate to the circumstances of the flight.

Emissions Fees and Charges

Before commencing a flight subject to emissions charges, fees, or purchase of credits related to Market Based Measures regulations (e.g. Emissions Trading Schemes), the PIC shall ensure that all associated requirements have been complied with.

3.1.6 Flight Following and Flight Watch

Current information on the location of (Company Name) aircraft is maintained at the main base of operations. The PIC will ensure that departure and arrival messages are passed to the Flight Department clerk who is responsible for flight following. Describe your company flight following arrangements here... 3.1.7 Closing Flight Plans/Flight Itineraries

When operating in controlled airspace Flight plans will normally be automatically closed by ATC. If there is any doubt, the PIC shall check with the ATC unit upon arrival at destination to ensure that the flight plan has been closed. When operating on a flight itinerary the PIC will file an arrival notice with the agency or person with whom the flight itinerary was filed. Include your company procedures for filing arrival notice for VFR flights.

3.2 AIRCRAFT WEIGHT AND BALANCE

The pilot-in-command is responsible for the proper loading, including load security, weight and weight distribution. All loadings (including fuel) shall be distributed using the current weight and balance report. The load shall be distributed to ensure that the C of G will remain within the prescribed limits throughout the entire flight.

The take-off and landing weights shall not exceed the maximum weights specified in the approved Aircraft Flight Manual.

Aircraft take-off and landing weights shall not exceed that which would preclude the aircraft meeting performance requirements for take-off, en-route and landing at any aerodrome used.

The following is presented as an example of a weight and balance procedure. Operators should review it and revise as required to suit their particular circumstances.



The weight & balance calculation may take two forms: one that is pre-computed for different fuel and passenger/freight loads, and the other that is individually prepared for a specific flight reflecting non-standard loading. Blank and pre-computed forms are kept in the Flight Department Office as well as each aircraft.

A company weight & balance calculation form will be completed for each flight and signed by the pilot-in-command. A single weight and balance calculation may be used for a series of consecutive flights carrying the same load. Where practical, a copy will be left at the point of departure with instructions that it be retained for 24 hours. The original of the form will be returned and retained in the company files for a six month period following the flight.

The pilot-in-command will ensure that all items carried that are not included in the equipment list that forms part of the weight and balance report have been included in the weight calculations.

Each aircraft shall have a current weight and balance report with an up-to-date equipment list. Using this information, the centre of gravity location and operational empty weight (OEW) shall be calculated.

Weights to be used when completing weight and balance calculations are as follows:

Actual weights are to be used when it is apparent that the weights below are not appropriate.

Passengers Adult male 12 years of age & up 200 lbs – 90 kgAdult female 12 years of age & up 170 lbs – 77 kgChildren 2 to 11 years of age 75 lbs – 34 kgInfants less than 2 years of age 30 lbs – 14 kg

Freight/Cargo Actual (determined through use of scales)

Fuel (Standard Specific Gravity at 15C) Jet A1 1.85 lbs - .84 kg per ltJet B 1.77 lbs - .80 kg per ltAvGas 1.59 lbs - .72 kg per ltOil (Piston) 1.94 lbs - .88 kg per lt

When completing these calculations, always add the fuel last to confirm that at "Zero Fuel Weight", the centre of gravity for that weight is within the allowable envelope.

A sample weight and balance form may be found in chapter 12 of this manual.

3.3 AIRCRAFT DEFECTS

It is the responsibility of the PIC to ensure that the aircraft Certificate of Airworthiness is in force before commencing a flight. The Certificate of Airworthiness of an aircraft is not in force unless the equipment, systems and instruments prescribed in the applicable airworthiness standard and all required equipment are functioning correctly.



The Certificate of Airworthiness of an aircraft is also not in force if the aircraft has any malfunction or defect, unless the details of the malfunction or defect are recorded in the aircraft log and unmistakable warning is given at the flight crew station by removing, placarding or tagging the affected item. In the case of deferred defects, the PIC shall assure him/her self that the affected equipment will still allow the flight to be completed safely.

3.3.1 Aircraft with a MEL

Flight crews shall comply with MEL procedures approved for the specific aircraft.

MEL Defect Deferral Procedures

MEL deferral procedures are specified in each MEL approved for the aircraft. Flight crews shall ensure that all “Operations” and “Maintenance” procedures are followed.

3.3.2 Aircraft without a MEL

When an aircraft system malfunction or unserviceability is found the PIC should contact an approved maintenance facility to determine if the defect has rendered the Certificate of Airworthiness invalid, or it can be deferred. If the defect can be deferred, the information must be recorded in the aircraft log and the defective equipment isolated or secured so as not to constitute a hazard to other aircraft systems or persons on board the aircraft.

3.4 RECORDING OF AIRCRAFT DEFECTS

All defects shall be recorded by the PIC in the aircraft log at the termination of the flight during which they were detected.

3.5 DISTRIBUTION OF OPERATIONAL INFORMATION

Revise this section as appropriate to reflect your company procedures.(Company Name) will disseminate operational information to pilots and other personnel through the use of Company Directives and Bulletins. Bulletins will be kept on a file with a “signed as having read” signature block. Pilots will check the file before each flight, read new items and sign as having read. Company Directives are included in chapter 13 of this manual.

The Flight Department Manager will ensure that any other (Company Name) personnel are aware of the latest information. The Flight Department Manager will also notify pilots who are operating away from the main base of pertinent new information.

3.6 DEVIATIONS TO COMPANY OPERATIONS MANUAL PROVISIONS

Revise this section as appropriate to reflect your company procedures.



The Fight Department Manager may approve temporary amendments to the Company Operations manual or deviations to the provisions contained in it. Temporary amendments or deviations will be distributed in the same manner as other operational information. They will be also transmitted to all aircraft crew via e-mail along with information on the conditions under which such deviations may or must, be used, if such considerations apply.


(Company Name) 4. Operating Requirements

4 OPERATING REQUIREMENTS

4.1 FUEL OIL AND OXYGEN REQUIREMENTS

Fuel, oil and oxygen requirements are identified in section 3.1.5 Flight Planning Requirements.

4.2 FUELLING PROCEDURES

Pilots will supervise the fuelling of their aircraft to ensure that it is properly bonded and that the fuel is free of contamination.

4.2.1 Fuel Contamination Precautions

If fuel is obtained from an unknown source or there is any reason to question the quality of the fuel, it should be checked during the pre-flight check. A reasonable quantity of fuel should be drawn from the lowest point in the fuel system into a clear glass jar. A “clear and bright” visual test should be made to establish that the fuel is completely free of visible solid contamination and water (including any resting on the bottom or sides of the container) and that the fuel possesses an inherent brilliance and sparkle in the presence of light.

4.2.2 Bonding Requirements

The aircraft and fuelling equipment through which fuel passes all require bonding. The hose nozzle must be bonded to the aircraft before the tank cap is removed. All funnels or filters used in fuelling are to be bonded together with the aircraft. Grounding of the fuel service vehicle and bonding of the service vehicle and hose nozzle to the aircraft, before fuelling begins, should safely dissipate any static or stray electricity that has built up in the aircraft or service vehicle. Bonding prevents sparks by equalizing or draining the electric potentials. When using drum fuel the drum must be bonded to the aircraft before opening either the drum or aircraft fuel caps.

4.2.3 Fuelling With Passengers on Board

Aircraft may be fuelled with passengers on board, embarking or disembarking, under the following conditions:

a. The pilot supervises the fuelling and remains near the aircraft, is able to immediately communicate verbally of by hand signals with a person in the aircraft who will and assist in the evacuation of passengers in an emergency;

b. all exits are clear of obstruction and available for passenger evacuation;c. the aircraft engines or APU are not running, unless permitted by the

approved flight manual;d. electrical power supplies are not being connected or disconnected, and any

equipment likely to produce sparks or arcs is not being used;e. smoking is not permitted in the aircraft or in the vicinity of the aircraft;



f. fuelling is suspended when there are lightning discharges within 8 km of the aircraft;

g. combustion heaters in the aircraft or in the vicinity of the aircraft are not operated; and

h. known high energy equipment such as High Frequency (HF) radios are not operated, unless in accordance with the approved flight manual where the manual contains procedures for the use of this equipment during fuelling, and

i. any restrictions on the use of radio communication that may be imposed by the approved flight manual or particular airport, are observed.

4.3 AIRCRAFT CRITICAL SURFACE CONTAMINATION

Where frost, ice or snow exists, the pilot-in-command shall not commence a flight unless the aircraft has been inspected to determine whether any frost, ice or snow is adhering to the critical surfaces as defined. Such inspection shall be carried out by:

a. the pilot-in-command; b. a crew member designated by the pilot-in-command; orc. a person other than a crew member, who:

i is authorized by (Company Name); and ii has received training concerning surface contamination.

When any frost, ice, and/or snow is found adhering to any critical surface, the contaminant will be removed completely before any flight is attempted.

The methods for removing of frozen contaminant include:a. the application of heat; i.e. warm hangar, solar heat (the sun), or the use of a

heater; orb. the application of a de-icing/anti icing fluid (hold over times for the fluid type and

the environmental conditions should be consulted).

If a clean aircraft for departure cannot be assured, the only acceptable alternative is to cancel or postpone the flight until conditions are acceptable.

No (Company Name) pilot shall commence a flight in or continue a flight into known or expected icing condition where the formation of ice on the aircraft may adversely affect the safety of the flight. In all cases, the PIC will have the total responsibility in deciding whether or not a flight will operate in conditions of icing.

4.4 DESTINATION AND ALTERNATE AERODROME REQUIREMENTS4.4.1 Landing Distance Requirements

The PIC shall not conduct a take-off at a weight that, considering fuel consumption for the duration of the flight to the destination and alternate, would result in a required landing distance greater than the total landing distance available using the anticipated runway at the time of arrival at the destination or the alternate.



If State civil aviation regulations or company policy require factored landing distances insert the appropriate information here.

4.4.2 Wet and Contaminated Runways

The runway requirements should be calculated according to the landing distances in the Aircraft Flight or Performance Manual for the runway conditions.

4.5 MINIMUM AIRCRAFT CREW

(Company Name) shall designate a pilot-in-command for each flight, and where the crew includes two pilots, a pilot-in-command and a second-in-command. Flight attendants will be assigned when required by State civil aviation regulations. Specify your State Flight attendant requirements in this section.

4.6 AIRCRAFT CREW QUALIFICATIONS

It is the responsibility of each individual to ensure that all required licenses, certificates and ratings are in force before acting as crew on (Company Name) aircraft. For any operations outside of (State) domestic airspace all flight crew shall meet the licensing requirements specified in ICAO Annex 1. Specifically, for two crew aircraft both pilots shall hold a valid type rating and meet the qualifications specified in section 7.1.

Any suspected or known medical condition that might invalidate a license is to be brought to the attention of the Chief Pilot or Flight Department Manager immediately.

All aircraft crew members shall meet the training and competency requirements specified in chapter 7 prior to acting as aircraft crew.

4.7 USE OF CHECKLISTS

Checklists have been established for all (Company Name) aircraft. Each checklist contains the date of the last revision. The checklists prescribe the normal and emergency procedures to be followed for each aircraft type. Every aircraft crew member shall follow the checklist in the performance of their assigned duties.

4.8 USE OF STANDARD OPERATING PROCEDURES (SOPS)

Standard Operating Procedures have been established for all (Company Name) aircraft. Every aircraft crew member shall follow the Standard Operating Procedures in the performance of their assigned duties.



4.9 OPERATING WEATHER MINIMA

All (Company Name) aircraft shall be operated in accordance with the weather minima specified in the State civil aviation regulations in which the aircraft is being operated, however, the aircraft shall not be operated to minima less than those specified in the (State) civil aviation regulations.

Review the following and revise the VFR and IFR minima and associated procedures if your State regulations or company procedures are different.

4.9.1 VFR Day

The aircraft shall be operated with visual reference to the surface. In order to ensure adherence to VFR procedures visual navigation charts and flight information for the route of flight and airports shall be used.

A VFR flight shall not be commenced unless current weather reports, and forecasts if available, indicate that weather conditions along the route and at destination will be such that the flight can be conducted in compliance with VFR.

Except for take-off and landing, the aircraft shall not be operated in VFR flight:a. at night at less than 1,000 ft above the highest obstacle within three miles of

the route to be flown; orb. during the day, at less than 500 ft AGL or at a horizontal distance of less

than 500 ft from any obstacle.

4.9.2 VFR Night and IFR

All night VFR and IFR flights shall be conducted along airways or air routes. Company IFR or night VFR routes may be established for use in uncontrolled airspace using the following criteria:

a. A minimum obstruction clearance altitude (MOCA) shall be established for each route segment by the use of aeronautical charts and the State AIP for updating of significant obstructions as follows:i for flight under IFR a minimum altitude of 2,000 ft above the

highest obstacle located within a horizontal distance of 10 miles from the centerline of route;

ii for flight at night in VFR conditions a minimum altitude of 1,000 ft above the highest obstacle located within 3 miles from the centerline of the route.

b. For each route segment a minimum en-route altitude (MEA) shall be established which meets or exceeds the minimum obstruction clearance altitude and assure navigational signal coverage. For line of sight navigation aid reception distance, for ground installed aids the minimum reception altitude may be calculated by calculating the square root of an altitude above the navigation aid and multiplying the result by 1.25 (Sq. root 3,000 ft. is 54.7 x 1.25 = 68 miles). The MEA will be established to the nearest higher 100 ft increment.

c. Each route shall include:



i the FROM/TO route segment;ii track;iii MOCA;iv MEA;v distance between fixes or waypoints; andvi navigation aids.

d. To assist pilots in flight planning on such routes, (Company Name) maintains a catalogue of established routes in the Flight Department Office.

e. The flight visibility shall not be less than 3 miles for flights in VFR at night.

4.9.3 IFR

The weather minima used for IFR departures and approaches shall be those specified in the standard instrument approach procedures used by (Company Name). Where there is no published instrument approach or departure procedure the take-off minima will be ½ mile visibility. Operations at reduced take-off minima must be conducted in accordance with section 4.10.1 and Category II operations conducted must be conducted in accordance with section 4.11.

Prior to take-off the PIC shall determine if any significant obstacles exist in the take-off and climb path and if so, determine by the use of the approved airplane performance charts and related information, that the airplane will safely clear such obstacles.

Add in any appropriate guidance or reference material.

4.10 IFR PROCEDURES

4.10.1 IFR Take-Off Minima

The following is a suggested section on low weather take-off minima. Revise it as necessary to meet your State civil aviation regulations and/or company procedures.

(Company Name) is authorized to conduct take-offs when reported weather is less than that specified as the standard take-off minima when the following conditions are met:

a. If weather conditions at the aerodrome of departure are below the applicable aerodrome operating minima or it would not be possible to return to the aerodrome of departure for other reasons, a take-off alternate aerodrome must be specified in the IFR flight plan and that aerodrome shall be located: i in the case of a twin-engined aircraft, within the distance that can

be flown in 60 minutes at the normal cruising speed; orii in the case of an aircraft with three or more engines, within the

distance that can be flown in 120 minutes at the normal cruising speed.b. Take-off minima reported RVR 1200 ft ( ¼ mile)/400 m visibility – airplanes:



i Provide detailed guidance here on how the pilot is to determine departure one engine inoperative climb gradient and obstacle clearance;

ii a take-off alternate selected in accordance with 4.10.1(a) shall be specified in the flight plan;

iii the runway is equipped with serviceable and functioning high intensity runway lights or runway centerline lights or with runway centerline markings that are plainly visible to the pilot throughout the take-off run;

iv the PIC is satisfied that the required RVR 1,200 ft or ¼ mile/400 m visibility exists for the runway to be used before commencing take-off;

v the flight crew members shall be given training in accordance with chapter 7; and

vi the chief pilot has certified in the document certifying qualifications and proficiency that the pilot-in-command is competent to conduct an RVR 1,200 ft (¼ mile)/400 m take-off.

c. Take-off minima reported RVR 600 ft/200 m;

i Provide detailed guidance here on how the pilot is to determine departure one engine inoperative climb gradient and obstacle clearance;

ii a take-off alternate selected in accordance with 4.10.1(a) shall be specified in the Flight plan;

iii the runway has the following equipment:A. serviceable and functioning high intensity runway lights, runway

centerline lights and centerline markings that are plainly visible to the pilot throughout the take-off run;

B. at least two transmissometers, one situated at the approach end and one at the mid-point of the runway, each reporting not less than RVR 600 ft/200 m; and

C. if three transmissometers are available and the mid-point transmissometer is unserviceable, take-off is authorized provided the transmissometers at each end of the runway are reporting not less than RVR 600 ft/200 m;

iv. the pilot-in-command is satisfied that the required RVR 600 ft/200 m visibility exists for the runway to be used before commencing take-off;

v. the flight crew members have received training in accordance with chapter 7 as applicable; and

vi. the PIC, and the SIC have been checked within the preceding 12 months in an approved flight simulator device by the Chief Pilot, a company check pilot or an approved examiner and have been certified as competent to conduct an RVR 600 ft/200 m take-off.

4.10.2 Instrument Approach Procedures



Describe any specific company procedures in this section. Items that you may wish to include are:a. Instrument approach procedures,b. Pilot Monitored Approaches,c. Use of autopilot,d. Any restrictions on low time PIC/SIC, etc.

4.10.3 Alternate Aerodrome Requirements

Describe any specific company alternate aerodrome requirements or considerations.

4.10.4 RNP/MNPS/RVSM

Operating requirements and procedures for RNP, MNPS and RVSM (including D-RVSM) airspace are addressed in chapter 6.

If Chapter 6 is not used the appropriate sections can be moved to this section or they can be covered here and a cross reference included in Chapter 6.

4.11 CAT II AND III OPERATIONS

Category II approaches will only be conducted in the following aircraft:

Enter the registration of the aircraft that are certified and approved for Category II operations.

All Category II operations will be conducted in accordance with the (Company Name) Category II Manual and the following requirements must be met:

a. The required aircraft equipment as specified in the Category II Manual is serviceable;

b. The flight crew members have received training in accordance with chapter 7 and the company Category II or III Manual, as applicable;

c. The PIC, and the SIC have been checked within the preceding 12 months in an approved flight simulator device by the Chief Pilot, a company check pilot or an approved examiner, in accordance with State civil aviation regulations, and have been certified as competent to conduct Category II operations.

Add any other specific information from your Category II Manual or other sources that you deem appropriate.

If your company is authorized to conduct Category III operations, include the requirements that must be met, information on the procedures to be used and other appropriate references.



4.12 NOISE ABATEMENT PROCEDURES

All aircraft shall be operated so as to adhere to all published noise abatement procedures within the safe operating limits of the aircraft.

4.13 AIRCRAFT EQUIPMENT

If your procedures are different revise this section accordingly.

4.13.1 Ground Proximity Warning System (GPWS) or Terrain Awareness System (TAWS)

Where installed, GPWS or TAWS will be checked in accordance with the manufacturer's instructions before the first flight of the day.

Flight crews will immediately respond to a GPWS or TAWS warning when terrain proximity cannot be instantly verified by visual observation. Maximum available thrust will be applied and the aircraft rotated to achieve best angle of climb without delay in accordance with the aircraft manufacturer’s recommended procedures.

The GPWS/TAWS shall not be deactivated unless there is an obvious electrical malfunction.

Insert your process for ensuring that TAWS data bases are kept current.

4.13.2 Cockpit Voice Recorder (CVR)

Where installed, the CVR shall be operated continuously from the time the electrical power is first applied to the time that the aircraft is shut down and the electrical power is removed.

No communications may be erased from the CVR from the time that the electrical power is applied for the purpose of flight.

The CVR is a tool used exclusively for the purpose of investigating an accident or incident. Any information gathered from the CVR is to be used only for that purpose and will not be released to anyone not involved in such investigations.

4.13.3 Flight Data Recorder

Where installed, the FDR shall be operated continuously from the time the electrical power is first applied to the time that the aircraft is shut down and the electrical power is removed.

4.13.4 ACAS II

Where installed, ACAS will be checked in accordance with the manufacturer's instructions before the first flight of the day.



Compliance with Traffic Advisories (TAs) and Resolutions Advisories (RAs) is mandatory unless there is clear evidence that in complying, the aircraft will be placed in collision with the ground or another object.

The ACAS shall not be deactivated unless there is an obvious electrical malfunction.

4.13.5 Protective Breathing Equipment

In aircraft where protective breathing equipment is installed, it shall be donned at the first sign of smoke in the aircraft, before any other action is taken to identify or isolate the source of the smoke.

4.13.6 Oxygen Equipment and Use

Where an aircraft is operated at cabin-pressure-altitudes above 10,000 ft. ASL (700 hPa) but not exceeding 13,000 ft ASL (620 hPa), each crew member shall wear an oxygen mask and use supplemental oxygen for any part of the flight at those altitudes that is more than 30 minutes in duration.

Where an aircraft is operated at cabin-pressure-altitudes above 13,000 ft. ASL (620 hPa), each person on board the aircraft shall wear an oxygen mask and use supplemental oxygen for the duration of the flight at those altitudes.

The pilot at the flight controls of an aircraft shall use an oxygen mask if:a. the aircraft is not equipped with quick-donning oxygen masks and is

operated at or above flight level 250;

b. the aircraft is operated above flight level 410; orc. he/she is the sole occupant of the cockpit above flight level 350.

4.13.7 Navigation and Communication Equipment

Insert any company procedures for checking and operating nav and comm equipment.

a. Navigation and communication equipment should be checked in accordance with the Aircraft Flight Manual.

b. All flight crew members who are required to be on flight deck duty shall communicate through a boom microphone when operating below the transition level/altitude.

4.14 WEATHER CONSIDERATIONS

4.14.1 Severe Weather

The following is an example of severe weather considerations. Revise it as necessary, or insert any information and/or instructions here appropriate to severe weather considerations in your area of operation.



No aircraft will be dispatched into an area of known thunderstorms unless the aircraft is equipped with operating weather radar.

Flights shall not proceed through areas in which turbulence of more than moderate intensity exists unless the flight crew cannot avoid those areas by use of weather radar.

Passengers will be advised to fasten seat belts prior to anticipated severe weather and seat belt signs illuminated.

4.14.2 Wind Shear

Wind shear may create a severe hazard for aircraft below 1,000 ft AGL in the vicinity of a "micro burst", particularly during the approach to landing and in the take-off phases. Because of the hazards associated with flying through and in the vicinity of these intense down-drafts draughts, which on reaching the surface spread outward from the down flow centre in all directions, the best defense is to avoid it altogether as it could be beyond you or your aircraft's capability.

Pilots are to heed wind shear PIREPs as a previous pilot's encounter may be the only warning you will receive. On receiving such notice, alternate action such as delaying a departure or an arrival until the phenomena has passed is recommended.

If wind shear is encountered, prompt action is required. In all aircraft, the recovery could require full power and pitch attitude consistent with the maximum angle of attack for the aircraft. In addition, warn others as soon as possible by sending a PIREP to the closest air traffic services facility.

4.14.3 Icing

The flight crew shall give careful consideration to all factors involved when operating into areas of known or anticipated icing and assure that the aircraft anti-icing and de-icing systems are functioning properly. Continued flight into areas of icing greater than moderate should be avoided. If icing conditions are encountered which have not been reported or forecast, it should be reported to the nearest Flight Service Station or Air Traffic Control unit.

4.15 FLIGHTS OVER WATER

All aircraft operated on extended flights over water (more than 50 NM, or 30 minutes at normal cruising speed, whichever is the lesser, away from land suitable for making an emergency landing) shall be equipped with, at a minimum, one life jacket or equivalent individual floatation device for each person on board, stowed in a position easily accessible from the seat or berth of the person for whose use it is provided. Each life jacket shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons.

Prior to an aircraft being operated on an extended flight over water shall determine the risks to survival of the occupants of the aircraft in the event of ditching shall be



assessed. This assessment shall take into account the operating environment and conditions such as, but not limited to, sea state and sea and air temperatures, the distance from land suitable for making an emergency landing, and the availability of search and rescue facilities. Based upon the assessment of these risks, a determination shall be made as to what equipment in addition to life jackets is necessary to ensure that the aircraft is appropriately equipped with:

a. life-saving rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency, provided with such lifesaving equipment, including means of sustaining life, as is appropriate to the flight to be undertaken; and

b. equipment for signaling distress.

4.16 FLIGHT AND DUTY TIME LIMITATIONS

All aircraft crew members are expected to manage their personal time so as to be well rested when they report for work. (Company Name) pilots shall observe the flight and duty time limitations as described in this section and shall not work when fatigued. Should operational contingencies require an extension of these limitations, such an extension can only be granted by the Flight Department Manager or Chief Pilot, with the specific concurrence of all members of the aircraft crew. Such extensions will be formally recorded on the Extension to Maximum Flight Duty Time form and retained on file in the Flight Department Office for two years.

Definitions

Window of Circadian Low

The window of circadian low is best estimated by the hours between 0200 and 0600 for individuals adapted to a usual day-wake/night-sleep schedule. This estimate is calculated from scientific data on the circadian low of performance, alertness, subjective report (i.e., peak fatigue) and body temperature. For duty periods that cross three or fewer time zones, the window of circadian low is estimated to be 0200 to 0600 home-base/domicile time. For duty periods that cross four or more time zones, the window of circadian low is estimated to be 0200 to 0600 home-base/domicile time for the first 48 hours only. After a crew member remains more than 48 hours away from home-base/domicile, the window of circadian low is estimated to be 0200 to 0600 local time at the point of departure. Recommended guidelines related to the window of circadian low should be applied when any of the following operations occur: landing within the window; flight through both sides of the window; or duty period that starts at 0400 or earlier within the window.

Off Duty is a continuous, predefined period of uninterrupted time during which a crew member is free of all duties.

Duty is any task a crew member is required to perform by the operator, including flight time, administrative work, managerial duties, training and deadheading.

Duty period

is a continuous period of time during which tasks are performed for the operator, determined from report time until free from all required tasks.

Flight time is the sum of all flight time, calculated from block to block for each flight segment.



Standby A flight crew member is on “standby” when he/she is required to be available to an operator (away from the airport) for assignment to a flight duty period.



Table 1Flight and Duty Time Limitations Overview1

Off Duty Duty Period Flight Time

Per24-hourPeriod

PerWeek

Other Per24-hourPeriod

Weekly,Monthly,Annually

Per24-hourPeriod

PerWeek

Monthly,Annually

Two

Pilo

ts

10 hours Minimum 36continuoushours,including twoconsecutiverecoverynights, in aseven-dayperiod (calculatedon a seven-day or 168-hourrolling basis)… or …minimum 48continuoushours in a10-dayperiod

48 continuoushourson returnhomefollowingdutyperiodacrossmultipletime zones

14 hours

There isnot sufficientScientificdata toprovidespecificguidance inthis area;nevertheless,maximumcumulativeduty periodsshould beadjusteddownwardoverincreasingtime frames.

10 hours There is not sufficient scientific data to provide specific guidance in this area; nevertheless, maximum cumulative flight time should be adjusted downward over increasing time frames.

Stan

dard

12 hours(followingextendedflight time)

14 hours

Up to 12hours(requiresthat landings,maximumcumulativehours berestricted,with compensa-tory off-duty time)

Maximumof fourcumulativehours ofextension

Exte

nded

*

Off Duty Duty Period Flight Time

Thre

e Pi

lots

(A

ugm

ente

d) 12 hours

Same as above

Same as above

Reclining seat18 hours

Same as above

16 hours **

Same as above12 hours Supine bunk20 hours

18 hours **

* Extended operations can involve duty/rest cycles longer than 24 hours.** Each flight crew gets maximum sleep opportunity with minimum four hours total; maximum two consecutive duty periods with 18 hours off duty.

1 Extract from Principles and Guidelines for Duty and Rest Scheduling in Corporate and Business Aviation published by the Flight Safety Foundation, February 1997.



Table 2Flight and Duty Limitations

During the Window of Circadian Low2

The “window of circadian low” is best estimated to be the hours between 0200 and 0600 for individuals adapted to a usual day-wake/night-sleep schedule. These limitations apply to the following operations within this window of circadian low:1. Landing,2. Flight through both sides of the window of circadian low, or3. Duty period that starts at 0400 or earlier in the window of circadian low.

Off Duty Duty Period

Flight Time

Per24-

hourPeriod

PerWeek

Other Per24-hourPeriod

Weekly,Monthly,Annually

Per24-

hourPeriod

PerWeek

Monthly,Annually

Two

Pilo

ts

12 hours

48 continuoushours inseven-dayperiodfollowingmultipleduty periodsin circadianlow (calcu-ated on aseven-day or 168-hourrolling basis)

48 continuoushourson returnhomefollowingdutyperiodacrossmultipletime zones

12 hours There is not sufficient scientific data toprovide specificlimitations in this area; nevertheless, maximum cumulativeduty periods should be adjusted downward over increasing time frames.

10 hours (requiresthat landings,berestricted)

There is not sufficient scientific data to provide specific limitations in this area; nevertheless, maximum cumulative flight time should be adjusted downward over increasing time frames.

Stan

dard

No two pilot extensions recommended

Exte

nded

*

Off Duty Duty Period

Flight Time

Thre

e Pi

lots

(A

ugm

ente

d)

12 hours

Same as above

Same as above

Reclining seat18 hours

Same as above

16 hours **

Same as above12 hours Supine bunk20 hours

18 hours **

*Extended operations can involve duty/rest cycles longer than 24 hours.

2 Extract from Principles and Guidelines for Duty and Rest Scheduling in Corporate and Business Aviation published by the Flight Safety Foundation, February 1997.



** Each flight crew gets maximum sleep opportunity with minimum four hours total; maximum two consecutive duty periods with 18 hours off duty.

4.17 USE OF ALCOHOL AND OTHER PSYCHOACTIVE SUBSTANCES

It is extremely important that all persons involved in aviation activities not be impaired in any manner. Therefore, Flight Department personnel shall not at any time be under the influence of any psychoactive substance that might in any way limit their ability to perform their duties in a safe and effective manner.

Aircraft crew and maintenance personnel shall not consume any alcoholic beverage within eight hours and no excessive consumption within 12 hours prior to reporting for duty and shall not use any drug that may impair the person's ability to perform their duties.

Psychoactive substances include alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are excluded.

4.18 PASSENGER AND CABIN SAFETY PROCEDURES

4.18.1 Passenger Safety Briefing

The pilot-in-command shall ensure that passengers are given a safety briefing as appropriate to the passenger's needs; and covers at least the items specified in this section.

Normal Operations

The following briefing will be given by the PIC or the person designated by the PIC:a. Prior to take-off:

i. when, where, why and how carry-on baggage is required to be stowed;

ii. the fastening, unfastening, tightening and general use of safety belts or safety harnesses;

iii. when seat backs must be secured in the upright position and chair tables must be stowed;

iv. the use and location of the passenger oxygen system including the location and use of oxygen masks;

v. the location and use of the portable oxygen bottle; vi. the location of emergency exits and for passengers seated next to

an exit, how that exit operates;vii. the location, purpose of, and advisability of reading the safety

features card;viii. the requirement to obey crew instructions regarding fasten seat

belt signs and no smoking signs and the location of these signs;ix. the location of any emergency equipment the passenger may

have a need for in an emergency situation such as the ELT, fire



extinguisher, survival equipment (including the means to access if in a locked compartment), first aid kit, life preserver or flotation device and life raft;

x. company procedures regarding the use of portable electronic devices.i Any other considerations based on the configuration of the aircraft

cabin and equipment.b. After take-off, if not included in the pre take-off briefing:

i. on flights where smoking is permitted, when and where smoking is prohibited on board the airplane; and

ii. the advisability of using safety belts or safety harnesses during flight.

c. In-flight when the "Fasten Seat Belt" sign has been turned on for reasons of turbulence:i. when the use of seat belts is required; andii. the requirement to stow carry-on baggage.

d. Prior to passenger deplaning, the safest direction and most hazard-free route for passenger movement away from the airplane following deplaning, and any dangers associated with the airplane type such as pitot tube locations, propellers, or engine intakes.

The standard safety briefing may be shortened for regular/recurring passengers who are familiar with the aircraft, route and have repeated exposure (e.g. company president) to that type of flight.

Where the foregoing safety briefing is insufficient for a passenger because of that passenger's physical, sensory or comprehension limitations or because that passenger is responsible for the care of another person on board the aircraft, the pilot-in-command shall ensure that the passenger is given an individual safety briefing that meets their special needs.

Emergency Operations

The PIC shall ensure that, in the event of an emergency and where time and circumstances permit, all passengers are given an emergency briefing covering the following items:

a. safety belts or safety harnesses;b. seat backs and chair tables;c. carry-on baggage;d. safety features cards;e. brace position (when to assume, how long to remain);f. if applicable, life preservers; andg. if applicable, evacuation procedures for an occupant of a child restraint

system.



Passenger Safety Briefing Card

A Passenger Safety Briefing Card shall be available at each passenger seat containing, in printed or pictographic form, information on at least the following safety features of the aircraft:

a. the location of emergency exits; b. how to open the emergency exits;c. the location of life jackets and life rafts; and d. the location of emergency equipment on board the aircraft.

4.18.2 Stowage of Hand Luggage and Galley Equipment

Immediately prior to take-off and landing, the PIC, or person so designated by the PIC, will visually check that galley equipment is securely stowed and the cabin is secure.

In the event of moderate or worse, in-flight turbulence, the PIC, or person so designated by the PIC, will ensure that hand luggage, galley equipment and other loose articles are securely stowed.

4.19 CREW AND PASSENGER HEALTH ISSUES

When planning flights to destinations outside of the national borders and especially to destinations not frequently served, crew and passenger health issues shall be assessed. The PIC will consult the World Health Organization web site at www.who.int/en/ for latest information. In the case where significant health risks prevail at the destination specialist advice shall be obtained on appropriate precautions.

In the event a crew member or passenger becomes ill onboard the aircraft the procedures specified in section 5.6 shall be followed.

4.20 EXTENDED RANGE OPERATIONS

Insert any company extended range operations procedures. They should address flight planning, operations and maintenance considerations related to turbine powered multi-engine operations over water or on polar routes that exceed 180 minutes flying time at the one-engine-inoperative cruise speed, under standard conditions in still air, from an adequate airport. FAA Advisory Circular 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area, contains useful information.

4.21 DISPOSAL OF INTERNATIONAL GARBAGE

Catering waste and garbage that contains, or is suspected of containing, animal products or by-products, that originated outside the country of destination either as


http://www.who.int/en/


food taken on board, or as a result of transportation of animals in an aircraft, shall be bagged in red trash bags and disposed of in approved international garbage disposal facilities.

At home base the international garbage bags will be taken directly to the airport international garbage disposal depot and the disposal will be logged in the depot log. If the flight arrives when the disposal depot is closed, the garbage will be stored in a marked closed container and taken to the disposal depot at the earliest opportunity.

When planning for international operations the PIC shall ensure that approved international garbage handling facilities are available at the destination airports. If there is doubt regarding the status of ground handling facilities the garbage shall kept on board the aircraft in a marked closed container until approved handling facilities are available.


(Company Name) 5. Emergency Procedures and Equipment

5 EMERGENCY PROCEDURES AND EQUIPMENT5.1 AIRBORNE EMERGENCIES

5.1.1 Airborne Emergency Management

The PIC should declare an emergency when any abnormal situations affect the safety of flight. Management of the emergency will be in accordance with the aircraft SOP and well defined as to:

who will fly the aircraft, who will accomplish the checklist, and who will navigate and communicate with ATC.

The Pilot-In-Command has the option for canceling the emergency if later developments so dictate.

5.1.2 Use of Transponder/Radar Assistance

Appropriate transponder codes will be selected for the flight area and situation.

5.1.3 Emergency Landing and Evacuation Procedures

The emergency briefing provided in the event of an emergency, where time and circumstances permit, shall consist of instructions pertaining to:

a. Safety belts or safety harnesses:i. lap belts must be fastened snug around the hips. If equipped,

shoulder harnesses must be used; ii. if carried, child restraint devices should be checked to ensure they

are secured to the aircraft seat with a seat belt and do not restrict access to emergency exits;

iii. seat belts must remain fastened until the aircraft comes to a complete stop.

b. Seat backs and tables (as applicable):i. seat backs and tables must be secured in the upright and locked

position.c. Carry-on baggage:

i. all carry-on baggage including handbags or any other items of mass must be safely stowed in approved locations. Seat pockets may be used for smaller items.

d. Safety features card:i. advise passengers to review the safety features card and to pay

particular attention to exit locations and operation;



ii. ensure that passengers seated next to emergency exits are willing and able to open that exit. If not, request the assistance of an able-bodied person;

iii. if possible assign an able-bodied person to assist young or special needs passengers;

iv. advise passengers of the safest direction and least hazardous route to move away from the aircraft once outside.

e. Brace position (when to assume, how long to remain and considerations for side facing seats): i. advise passengers that they will receive two verbal commands:#1, Prior to Landing:

The command “Brace”, will be given prior to impact / landing, at which time the passengers will assume and maintain the brace position illustrated on the safety features card until the aircraft has stopped and;

#2, After Impact / Landing: If required, the command “Evacuate” will be given after the aircraft has stopped and the engines shut down. Passengers should then be instructed to immediately “release seat belts” and “get out” of the aircraft using the nearest useable exit. If an evacuation is not required, the command “Remain Seated” will be given.

f. Life preservers (as applicable):i. if an emergency landing is anticipated on water, advise

passengers to immediately locate and don life preservers, secure with straps and to inflate only when outside the aircraft.

g. Child restraint system (if applicable):i. evacuation procedures for the occupant of a child restraint

system.

If possible, crew members should retrieve the first aid kit and emergency equipment prior to evacuating the aircraft.

5.2 REPORTING AIRCRAFT OVERDUE

Describe your company’s overdue aircraft procedures. The following is an example of a procedure that you may wish to use.

30 MINUTES AFTER ETA (Estimated Time of Arrival)

The Responsible Person will: Review the flight itinerary, Begin a communications search,



Contact Flight Department Manager - have flight itinerary available.

If Flight Department Manager unavailable, contact _________.

60 MINUTES AFTER ETA

The Flight Department Manager will: Contact the Air Traffic Control Unit, Continue the communications search, Contact the Rescue Co-ordination Centre, Contact the State accident investigation authority, Carry out any other duties determined by the company

(i.e. Contact next-of-kin etc.).

5.3 ACCIDENT – INCIDENT REPORTING

All accidents/incidents will be reported to the Flight Department Manager or his delegate. The Flight Department Manager will report all accidents or incidents to the State civil aviation authority as required by State regulations and when an accident occurs outside of the State of Registry, the appropriate the international rules..

In the case of an accident, the aircraft, its components and contents shall not be moved or otherwise disturbed, (except to prevent destruction by fire or other cause, or to avoid danger to any person or property) without approval of the State civil aviation accident investigation authority in which the accident occurred.

The Emergency Response Plan will be activated in the case of an accident or as otherwise appropriate.

5.4 EMERGENCY RESPONSE PLAN

These Instructions and Checklists will be used by (Company Name) personnel to respond to an aircraft accident or overdue aircraft. They will be posted in clear view near a telephone, communications radio etc. that is likely to be used to report an emergency. The local phone numbers listed below must be filled in before posting.

1. REPORT EMERGENCIES IMMEDIATELY AS PER THE APPROPRIATE CHECKLIST

2. IF ALL INFORMATION IS NOT AVAILABLE DO NOT DELAY REPORTING WHILE INFORMATION IS BEING GATHERED.

3. UNLESS ABSOLUTE KNOWLEDGE TO THE CONTRARY EXISTS, ASSUME ALL PERSONS ON BOARD:

HAVE SURVIVED

ARE INJURED



4. REPORT BY THE FASTEST MEANS AVAILABLE.

5. IF AT ALL POSSIBLE, REPORT BY THE MOST PRIVATE MEANS. Think of the consequences to the victims and their families. If you have to use a radio, provide only as much specific information as is absolutely necessary to ensure a rapid response to the emergency, (i.e. do not give names etc.).

6. DO NOT MAKE STATEMENTS TO THE MEDIA. Once again consider the victims and their families. Media inquiries shall be directed to the Flight Department Manager.

7. Remember:- Keep calm - panic or undue haste can cost lives.

- Act in a responsible, professional manner.

8. KEEP COMMUNICATION LINES CLEAR FOR EMERGENCY PURPOSES ONLY

9. KEEP NOTES ON ALL COMMUNICATIONS, OBSERVATIONS AND ACTIONS

TELEPHONE NUMBERS

POLICE:HOSPITAL:AMBULANCE:FIRE HALL:RESCUE COORDINATION CENTRE:CIVIL AVIATION ACCIDENT INVESTIGATION AUTHORITY:NEAREST ATC UNIT OR FSS:FLIGHT DEPARTMENT MANAGER:SITE LOCATION (WHERE CALLING FROM):

10. IN CASE OF AN AIRCRAFT ACCIDENT THE PERSON MANAGING THE SITUATION (PIC, OTHER FLIGHT CREW MEMBER, FLIGHT FOLLOWER OR OTHER COMPANY PERSONNEL) WILL:

a. Organize on-site assistance as necessary by contacting:i. Medical Aid;ii. Ambulance services;iii. Fire Departments;iv. Police.

b. Contact the Flight Department Manager or the person who is acting in his/her absence.

c. Ensure that the aircraft, its components and contents are not moved or otherwise disturbed, except to prevent destruction by fire or other cause, or



to avoid danger to any person or property, without approval of the State civil aviation accident investigation authority in which the accident occurred.

The Flight Department Manager or person next in line of succession will:

a. Contact the accident investigation authority in the State that the aircraft accident occurred;

b. Contact the Rescue Co-ordination Centre; andc. Contact the Flight Service Station or ATC unit.

Add additional details on who will undertake what actions. Include the roles and responsibilities of the flight department and of corporate personnel and any associated interfaces. Guidance material can be found in the Emergency Response Planning Tool in the SMS Toolkit

Ensure that the following procedures are included: Procedures for responding to media enquiries, Procedures for notication of next of kin, Procedures for dealing with questions from and providing assistance

to the families of passengers and crew members; On-site procedures to be taken by the flight and cabin crew to assist

passengers, to preserve the integrity of the accident site and, if in a remote area, to prepare visual distress signals;

Procedures for participating or co-operating with State agencies and police authorities who may be investigating the accident;

Procedures for dealing with the effects of the accident on company operations and on employees (i.e. trauma counseling services and other crises intervention support for persons involved or affected by the event); and

Procedures for return to normal operations.

5.5 Pilot Incapacitation

Flight crews will use the “two communication” rule as a means of detecting and responding to suspected subtle incapacitation. Any time the pilot flying the aircraft does not respond appropriately to two communications associated with a significant deviation from a standard operating procedure or a standard flight profile, the pilot not flying will announce “I have control” and assume command of the flight.

As a guideline, the following call-outs may be useful in detecting subtle incapacitation:

“Airspeed” - when the IAS is below Vref or exceeds Vref +10 knots, Vref +5 knots, when below 300 ft., AGL.



“Localizer” - when localizer deviation reaches one dot from centre. 1/3 dot deviation when below 300 ft., AGL.

“Glide Slope” - when glide slope deviation reaches one dot from centre. ½ dot when below 300 ft., AGL.

“Sink” - when sink rate exceeds 1,000 ft. per minute.

Below 300’ a “one communication” rule should be adopted for no response/deviation.

Flight crews must understand the necessity for the communication rules to avoid difficulties in the transfer of command responsibilities, and that compliance is MANDATORY.

5.6 IN-FLIGHT PASSENGER ILLNESS

If an occupant becomes ill, the flight attendant (if carried) will administer First Aid and oxygen as necessary. If the PIC determines that an occupant needs immediate medical assistance, he/she will divert the aircraft to the closest suitable airport. Suitability of an airport, military or civilian, will depend on the nature of the illness and the medical support available.

NOTE: If oxygen is necessary, the "walk-around" bottle or therapeutic oxygen supply will be used so that 100% oxygen is available to the person. (The aircraft's diluter demand oxygen system provides very little oxygen at normal cabin altitudes through a passenger mask.)

The ATC unit may be able to assist in providing information regarding medical services available at airports within their area. ATC should be utilized to relay requests for medical assistance to the airport of intended landing. Advise ATC of the medical emergency and the nature of support required on landing.

An emergency may be declared if the PIC believes that the situation demands priority handling.

If a passenger is removed from a company aircraft for medical reasons, a crew member or other company employee should accompany the passenger to the hospital. The Flight Department Manager or Chief Pilot should be notified as soon as possible.

If the illness is other than airsickness the PIC shall advise the medical authorities the destination airport of the on-board illness prior to arrival. Such notification will normally be made through the air traffic control agency and should be done as soon as practical after the illness has been identified in order to facilitate provision for the presence of any special medical personnel and equipment necessary for medical assistance and health procedures on arrival. Upon arrival the relevant information shall be included in the General Declaration Form.

Cases of suspected death shall be handled in a similar manner.



If third party medical assistance is utilized insert the related procedures in this section.

5.7 FIRST AID KITS

Insert any information on the contents or use of the First Aid Kit.

5.8 EMERGENCY/SURVIVAL EQUIPMENT

Insert any information on the contents or use of the survival equipment. The following is an example of a basic survival kit.

For flights across land areas which have been designated by the State concerned as an area in which search and rescue would be difficult, or at the pilot’s discretion, survival kits will be carried on (Company Name) aircraft so as in the event of forced landing the passengers and crew can be provided with fire, shelter, drinking water and a means of signaling. State AIPs can be accessed through the ICAO GIS Portal at http://192.206.28.84/Website/AIPS_online.html.

The following basic kit will be carried when flying across land areas where search and rescue would be difficult:

a. waterproof matches;b. means of providing shelter, a six-man dome tent or survival tarpaulin; c. water purification tablets;d. signal panel;e. signal mirror;f. hand axe;g. survival knife;h. survival manual; andi. instructions for use of the equipment.

For flights over water where a life raft is required to be carried the following survival equipment will also be attached to the life raft:

a. a pyrotechnic signaling device;b. a radar reflector;c. a life raft repair kit;d. a bailing bucket and sponge;e. a signaling mirror;f. a whistle;g. a raft knife;h. an inflation pump;i. a dye marker;


http://192.206.28.84/Website/AIPS_online.html


j. a waterproof flashlight;k. a two day supply of water, calculated using the overload capacity of the raft,

consisting of one pint of water per day for each person or a means of desalting or distilling salt water sufficient to provide an equivalent amount;

l. a fishing kit;m. a book on sea survival; andn. a first aid kit containing antiseptic swabs, burn dressing compresses

bandages and anti-motion sickness pills.

5.9 SEARCH AND RESCUE SERVICES

Prior to flights over remote areas the PIC shall ensure that he/she has information on the search and rescue services available or that such information is available to whoever would take the actions described in section 5.2.

5.10 UNLAWFUL INTERFERENCE

For information see chapter 10 of this manual and reference material in Jeppesen Emergency Section (ICAO) and FAR AIM 6-3-4.

5.11 NON-AVIATION ACCIDENTS AND INCIDENTS

Include considerations and associated procedures, for non-aviation accidents and incidents that are not covered in other company documents and that may be appropriate to the operation. Some of such consideration may include:

Personnel injury or death not related to flight operations, Natural disasters, Evacuation plans, Major power outages, Bomb threats or similar acts, Vehicle accidents, or Hotel fires where employees are involved.


(Company Name) 6. International, RVSM, MNPS or RNP Operations

6 OPERATIONS IN INTERNATIONAL, RVSM, RNAV, MNPS OR RNP AIRSPACE

Revise this section as appropriate to reflect your company procedures. If operations are conducted in domestic airspace only this chapter may be omitted. In that case RVSM, D-RVSM, RNAV and RNP considerations would be addressed, as required, in section 4.10.

6.1 OPERATING REQUIREMENTS

6.1.1 Flight Crew Training and Authorization

All airspace outside the territory of States is international airspace. Crews must be familiar with the relationship between (State) Regulations and the ICAO Rules of the Air when operating in international airspace. The (Company Name) training program is designed to provide that familiarization. Prior to operating in international airspace, flight crew members must complete the general training program specified in 6.2.11 and the specific training programs specified in chapter 7 for the area or airspace type, in which the operation is to be conducted, and be authorized by the (Company Name) Aviation Manager for operation in international airspace. Recurrent training shall be undertaken every two years.

The training and authorization will be recorded on the crew member’s training record.

6.1.2 Aircraft Approval and Operator Authorization – RVSM, MNPS, RNAV or RNP

The following (Company Name) aircraft have been specifically approved by the State of Registry for operations in RVSM, MNPS, RNAV or RNP airspace as required in ICAO Standards.

Aircraft approvals for MNPS/RNAV/RNP are as follows:

List aircraft and the specifics of the authorization for each aircraft e.g. approving State, date and type of approval and validity period.

Aircraft approvals for RVSM are as follows:

List aircraft and the specifics of the authorization for each aircraft e.g. approving State, date and type of approval and validity period.

The approval documents for RVSM, MNPS, RNAV and RNP are maintained in the aircraft. The PIC must confirm presence and validity prior to operations in international, RVSM, MNPS, RNAV or RNP airspace, and that all specified aircraft system and maintenance requirements have been met.



6.1.3 Procedures

ICAO Contracting States have agreed that the flight rules that apply in International airspace will be those established by ICAO. However, responsibility for enforcement of these rules rests with the State of Registry of the aircraft or State of the Operator. The flight rules are contained in ICAO Annex 2, (Rules of the Air), and procedural aspects are covered in:

ICAO Procedures for Air Navigation - Air Traffic Management (PANS – ATM ), (Doc.4444);

ICAO Regional Supplementary Procedures, (Doc.7030); and individual State Aeronautical Information Publications (AIPs).

Other useful documents are:Include the documents used by your flight department. Some you may use are:

North Atlantic MNPS Airspace Operations Manual; Guidance and Information Material concerning Air Navigation in the North

Atlantic Region; FAA Document 91 RVSM Guidance Material on the Approval of Operations/

Aircraft for RVSM Operations; JAA Document AMJ-20X CNS Annex 2 - Navigation FAA Order 8400.12A; FAA Advisory Circular 90-96A; and ICAO Doc 7574 AN/934, Manual on Implementation of a 300m (1000 ft.)

Vertical Separation Minimum Between Flight Level 290 and Flight Level 410 Inclusive.

The (Company Name) International Airspace SOP which follows provides detail from the relevant manuals.

6.2 STANDARD OPERATING PROCEDURES

The following sample International Airspace SOP may be modified as required to reflect your company procedures, and included as a chapter in your COM. If your fleet includes more than one type of aircraft and there are specific procedures for each aircraft type, you may elect to develop an individual International Airspace SOP supplement for each type. In that case you may reference the supplement here and issue each under separate cover.

When operating in international, MNPS, RNP or RVSM airspace flight crew shall operate in accordance with the (Company Name) International Airspace Standard Operating Procedures (International Airspace SOP). The PIC is to report any anomalies to both the relevant ATS unit and the (Company Name) Aviation Manager as soon as practicable.



6.2.1 General Provisions

(Company Name) crews are to follow the procedures in this SOP. The PIC must check that current copies of the SOP and related documents are on board the aircraft prior to commencing operations in international, MNPS, RNP or RVSM airspace.

6.2.2 Aircraft System Requirements

6.2.2.1 MNPS Airspace

To enter MNPS airspace on an unrestricted basis the following navigation equipment must be operating:

a. Two operating and independent navigation systems consisting of any combination of Inertial Navigation Systems (INS) and/or Global Position Systems (GPS); or

b. Two Flight Management Systems (FMS) with any combination of long-range navigation sensors comprised of Inertial Reference Systems (IRS) and/or Global Positioning System.

Aircraft may fly through the NAT MNPS airspace on a restricted basis with just a single navigation system or single FMS as long as the special use routes (Blue Spruce Routes) are utilized and:

a. The installed navigation system or FMS is MNPS certified; andb. The aircraft has operable ADF, VOR, or VOR/DME.

Any GPS installation must be done in accordance with the FAA Technical Standard Order (TSO) C129 or national equivalent, and be equipped with Receiver Autonomous Integrity Monitoring (RAIM). Where GPS is the primary means of navigation available, the installation must be done in accordance with FAA Order 8110.6 or national equivalent, and additionally include Fault Detection and Exclusion (FDE). When using GPS as the only means of long-range navigation, an FDE predictive check must be carried out prior to flight to determine that enough satellites with the proper geometry will be available along the entire route of flight. If there are insufficient satellites available the flight must be re-routed, re-scheduled or cancelled. Any FDE prediction software program used must use the same algorithms as the GPS receiver.

6.2.2.2 RNP – 10 Airspace

Operation within RNP - 10 designated airspace requires the aircraft to be equipped with long-range navigation systems or FMS with appropriate sensors that have a cross-track and along track error of less than 10 NM 95% of the time. This includes position, flight technical, path definition and display errors. To enter the airspace, the following navigation equipment must be installed and fully operational:

a. Two independent navigation systems consisting of any combination of Inertial Navigation Systems (INS) and/or Global Position Systems (GPS); or

b. Two Flight Management Systems (FMS) with any combination of long-range navigation sensors comprised of Inertial Reference Systems (IRS) and/or Global Positioning Sensors.



The drift rate for INS or IRS systems must be considered when calculating time limits in RNP – 10 airspace. For example, if the approval of the inertial navigation platforms is based on an assumed drift at the rate of 1.6 NM per hour, an aircraft with only dual INS or dual IRS installations would be limited to a total of 6.2 hours operating time. If the INS or an FMS position is updated, additional time is allotted. If the system(s) receives an update based on DME/DME, then operation for an additional 5.9 hours is allowed from the time of the update. If the system(s) receives an update based on VOR/DME, then operation for an additional 5.7 hours is allowed. If the system(s) is capable of accepting a manual update, then continued operation for an additional 5.2 hours is allowed.

It is important that anticipated headwinds be taken into account when calculating forecast time in the airspace.

6.2.2.3 BRNAV/RNP5 Airspace

Aircraft must be equipped with at least one basic RNAV system and have navigation equipment capable of operating to RNP 5 accuracy. The following equipment is required for operating in BRNAV/RNP5 airspace:

a. One RNAV system capable of:i. continuous indication of aircraft position relative to track to be

displayed to the pilot flying on a navigation display situated in his primary field of view;

ii. display of distance and bearing to the active (To) waypoint;iii. display of ground speed or time to the active (To) waypoint;iv. storing a minimum of four waypoints; andv. appropriate failure indication of the RNAV system, including the

sensors.b. Navigation system(s) capable of meeting RNP 5 criteria, including:

i. VOR or VOR/DME using conventional navigation; orii. RNAV systems using:

A. IRS positioning (2 hour limit if IRS only);B. GPS positioning (FDE predictive checks if GPS only); C. DME/DME updating; orD. VOR/DME updating.

Correct operation of the aircraft RNAV system shall be established before joining and maintained during operation on an RNAV route. This shall include confirmation that:

a. the routing is in accordance with the clearance; andb. the aircraft navigation accuracy meets RNP 5.

6.2.2.4 RVSM

Aircraft intending to operate in RVSM airspace must be approved by the State of Registry or the State of the operator, the operator must have an approved RVSM operations manual and the aircraft must be maintained in accordance with an approved RVSM maintenance program. A verification flight is required as a part of the



approval process to operate in any RVSM airspace. Prior to flight into RVSM airspace the PIC must confirm that all of these requirements are met.

The following equipment must be installed and fully operational for flight in radar controlled RVSM and D-RVSM airspace:

a. two independent height measuring systems;b. an automatic altitude control system;c. an altitude alerter; andd. one SSR altitude reporting transponder. If only one installed it must be

selectable to either air data computer.

To be able to enter North Atlantic and Pacific RVSM non-radar controlled airspace the following equipment must be operating:

a. two independent height measuring systems;b. an automatic altitude control system; andc. an altitude alerter.

6.2.3 MNPS and RNP Procedures

6.2.3.1 General

The flight crew will conduct operations in MNPS and RNP airspace, in accordance with the appropriate regional supplementary procedures and AIP. The pertinent operating and contingency procedure information must be available to the crew for in flight reference. Documents to be carried and available (depending on the airspace in which the operation is being conducted) are:

a. A guidance manual containing operating and contingency procedures such as the Jeppesen manuals or the North Atlantic MNPS Airspace Operations Manual - Current Edition or other manual appropriate to the airspace in within which the operation will be conducted;

b. Approved aircraft Minimum Equipment List incorporating MNPS and RNP requirements;

c. An approved document tabulating track and distance between oceanic waypoints (Note: The FMS database is NOT sufficient for this purpose);

d. Appropriate chart and flight guide coverage with regard to the route to be flown;

e. In the NAT MNPS, a copy of the current NAT Track Message;f. A master copy of the flight plan/log, hereafter referred to as the Master

Document; andg. In the NAT MNPS, a plotting chart of a scale appropriate to the route to be

flown.

6.2.3.2 Route Monitoring and Cross-Check Procedures

The aircraft navigation systems necessary for flying in the MNPS and RNP airspace are capable of a high standard of performance. In order to complement these, it is essential to have stringent routines of navigational cross-checking procedures.



Adoption of the following procedures will assist in maintaining a high standard of navigation performance, and thus safety, in MNPS/RNP airspace.

6.2.3.3 The Use of a Master Document for MNPS operations

A master working document is to be used on the flight deck. A master document is defined as being a computerized flight plan, a navigation log, or any other document that includes a sequential list of the waypoints defining the route, the track and distance between each waypoint, and other information relevant to navigation along the cleared track. Misuse of the Master Document can result in gross navigation errors (GNEs) occurring and for this reason the following procedures shall be followed:

a. Only one Master Document to be used on the flight deck. However, this does not preclude other crew members maintaining a separate flight log.

b. On INS equipped aircraft a waypoint numbering sequence should be established from the outset of the flight and entered on the Master Document.

c. FMS generated or inserted waypoints should be carefully compared to Master Document

d. Master Document waypoints and cross checked by both pilots.e. An appropriate symbology will be adopted to indicate the status of each

waypoint listed on the Master Document. The following is the system that will be used:i. The waypoint indicator used in the aircraft system is entered

against the corresponding waypoint co-ordinates in the Master Document to indicate that the waypoint has been inserted in the navigation computers.

ii. The waypoint number is circled, to signify that insertion of the correct co-ordinates in the navigation computers has been double-checked independently by another crew member.

iii. The circled waypoint number is ticked, to signify that the relevant track and distance information have been double-checked.

iv. The circled waypoint number is crossed out, to signify that the aircraft has overflown the waypoint concerned.

f. All navigational information appearing on the Master Document must be checked against the best available prime source data. When an ATC track change is received or the ATC clearance is otherwise updated, it is recommended that a new Master Document be prepared for the changed portion of the flight. If the original Master Document is to be used, the old waypoints should be clearly crossed out and the new ones entered in their place.

g. When ATC clearances are being obtained two flight crew members should monitor such clearances, one of them recording the clearance on the Master Document as it is received, the other checking the receipt and monitoring the read-back for correctness. All waypoint co-ordinates should be read back in detail.



6.2.3.4 Position Plotting for MNPS Operations

Flight crews will use a simple plotting chart to provide a visual presentation of the intended route that is defined only in terms of navigational co-ordinates. As the flight progresses, plotting the aircraft's position on this chart will also serve the purpose of a gross navigation error check, and will help to confirm that the flight is proceeding in accordance with its clearance. If the plotted position is laterally offset, the flight may be deviating unintentionally and this possibility should be investigated at once.

6.2.3.5 Pre-flight Procedures

Navigation systems pre-flight requirements

a. Independent Navigation Systems:i. INS only:

A. ensure that the correct present position inserted and system properly aligned.; and

B. check the time limits if flying in designated RNP airspace;ii. GPS only certified to primary means:

A. perform FDE predictive check;B. download appropriate almanac from the US Coast Guard Web

Site <www.navcen.uscg.mil/gps> and load it into the FDE predictive program on the computer;

C. determine satellites to be out of service during the planned flight at <www.navcen.uscg.mil/gps> and load the information into the FDE predictive program on your computer;

D. load the planned flight plan into the FDE predictive program on the computer; and

E. with the information loaded, execute the program and determine whether a sufficient number of satellites are available along the planned route of flight;

b. INS/GPS equipped:A. no timing considerations; andB. FDE predictive check not required;

c. Flight Management System:i. with IRS as primary sensor:

A. ensure that the correct present position loaded into the IRSs and systems properly aligned; and

B. check the time limits for operating in designated RNP airspace;ii. with GPS certified to primary means:

A. perform the FDE predictive check;B. download the appropriate almanac from the US Coast Guard Web

Site <www.navcen.uscg.mil/gps> and load it into the FDE predictive program on the computer;



C. Determine satellites to be out of service during the planned flight at <www.navcen.uscg.mil/gps> and load the information into the FDE predictive program on your computer;

D. load the planned flight plan into the FDE predictive program on your computer; and.

E. with information loaded into the computer, execute the program to determine whether a sufficient number of satellites are available along the entire route of flight and

Note: If equipped with Honeywell GNS/XLS the predictive program is internal to the unit in the aircraft. The satellites expected to be unserviceable must still be loaded into the unit but the almanac information is received from the satellites when the receiver is turned on.

d. integrated FMS with IRS, GPS, DME/DME, VOR/DME:ii. no timing considerations; andiii. FDE predictive check not required.

Loading the navigation system/FMS

a. manually:i. one pilot loads independently of the other;ii. the second pilot verifies the accuracy of the information loaded

independently of the first;iii. both pilots compare the master document and navigation

system/FMS:A. check each leg distance from the master document; andB. check each track vs. magnetic course from the master

document;b. loading from a floppy diskette:

i. both pilots check;A. waypoint co-ordinates for correctness;B. each leg distance comparing the system to the master

document; andC. each track vs. magnetic course comparing the system

to the master document;c. AFIS upload:

i. both pilots check the correctness of the waypoints;A. waypoint co-ordinates for correctness;B. each leg distance comparing the system to the master

document; andC. each track vs. magnetic course comparing the system

to the master document;d. using the master document indicate that each check has been

performed;



i. as each waypoint is loaded circle the waypoint number/name on the master document;

ii. as each waypoint is checked place a check mark beside the circle on the master document;

iii. as each leg distance is checked highlight or underline it on the master document;

iv. as each track is checked against magnetic course highlight or underline it on the master document; and

v. as each waypoint is passed in flight cross off the waypoint on the master document;

6.2.3.6 In-flight Procedures

While on Airways

If the initial part of the flight is conducted along airways, the airways facilities should be used as the primary navigational aids and the aircraft long range navigation systems monitored, to verify that the latter are performing within the prescribed limits.

ATC Oceanic Clearance

Where practical, two flight crew members should listen to and record every ATC clearance. Both should agree that the record is correct. Any doubts should be resolved by requesting clarification from ATC. However, cockpit management should be such that one pilot is designated to be responsible for flying the aircraft, while any amendments to the cockpit documentation and/or reprogramming of the navigation systems are being carried out.

Oceanic Track Changes

If there is a change to the flight planned OTS track or random track, the co-ordinates of the new track must be plotted on the plotting chart and recorded on a revised Master Document. It is these tracks and distances that should be compared with the CDU information and the necessary checks carried out if there are differences greater than 1 NM/1. Remember to compare like with like, i.e., compare true tracks on the Master Document with true tracks from the CDU; remember, also, the CDU gives initial great circle tracks.

Approaching MNPS/RNP Airspace

In the event of significant impairment of navigational capability, the aircraft should not enter the MNPS/RNP airspace if it is no longer able to meet the navigational requirements. Prior to entering the MNPS/RNP airspace, the aircraft’s position should be checked as accurately as possible by means of external navigational aids, in order to ascertain the preferred aircraft navigation system to be used thereafter. In the event of a significant discrepancy (e.g., in MNPS greater than 6 NM), the question of whether the affected navigation system should be updated may be given cautious consideration. If it is decided to update the system, the proper procedures should be carried out strictly in accordance with a prepared checklist.

Under no circumstances will the PIC allow the aircraft to enter MNPS airspace unless he is absolutely sure that the clearance has been fully understood, the



Flight Plan in the FMS is fully compliant with that clearance and that the required LRN systems are performing accurately.

Crossing each waypoint in-flight

Approaching the waypoint confirm navigation system/FMS position agree with the master document;

a. at the waypoint:i. confirm navigation system/FMS switches to next waypoint;ii. compare the distance to next waypoint on the navigation

system/FMS to master document for agreement; andiii. compare the track on the navigation system/FMS to the magnetic

course on the master document for agreement;b. ten minutes past the waypoint:

i. record the navigation system/FMS position on the plotting chart; and

ii. plot the position on the plotting chart to determine if the navigation system/FMS is operating on the correct course.

Strategic Lateral Offset Procedures (SLOP)

Lateral offset procedures are used for both the mitigation of the increasing lateral overlap probability and wake turbulence encounters. Permitting oceanic flights to fly lateral offsets, not to exceed 2 NM right of centre line will provide an additional safety margin and mitigate the risk of conflict when abnormal events such as aircraft navigation errors, altitude deviation errors and turbulence-induced altitude-keeping errors occur.

Strategic lateral offsets may be permitted in en-route oceanic or remote continental airspace. The decision to apply a strategic lateral offset shall be the responsibility of the flight crew who are only permitted to use offsets in airspace where such offsets have been authorized by the appropriate air traffic service (ATS) authority and when the aircraft is equipped with automatic offset tracking capability. The routes or airspace where application of strategic lateral offsets is authorized, and the procedures to be followed by pilots, are promulgated in aeronautical information publications (AIPs).

Note: An ATS authority) may authorize SLOP for use in other than MNPS and RNP airspace.

System Monitoring

The importance of constantly monitoring the performance and integrity of the FMS and navigation systems cannot be overstated. It is important to remember that the auto-pilot may unobtrusively become disconnected from the command mode, therefore regular checks of correct engagement should be made.



Approaching Landfall

When the aircraft is approaching the first landfall navaid, it should acquire the appropriate inbound radial as soon as the flight crew is confident that the landfall navaid is providing reliable navigation information. The aircraft should then be flown, by means of radio navigation, to track overhead the facility that becomes the primary navigational guidance after leaving the oceanic area (e.g., for ‘direct’ clearance overland). Consideration should be given to updating the navigation system overhead the landfall fix, utilizing the appropriate procedures from a checklist.

Where a discrepancy between the aircraft position determined by the LRN systems and the land based navaids is confirmed, ATC must be informed immediately.

Procedures For In-flight Contingencies

Add any specific company contingency procedures here.

Deliberate Deviation from Track

Deliberate temporary deviations from track are sometimes necessary, usually to avoid severe weather, under normal circumstances, prior ATC approval should be obtained. Such deviations have often been the source of gross navigation errors as a consequence of failing to re-engage the auto-pilot with the navigation system.

The following procedures have been found effective in ensuring that gross navigational error do not result from diversions around severe weather.

a. The autopilot should be uncoupled from the long-range navigation system;b. When clear of the severe weather, the aircraft should be steered back to the

desired track, guidance being obtained from the Navigation System and autopilot reengage;

c. It is desirable that both pilots monitor the diversion maneuver, to ensure that the aircraft has been returned to the desired track and the autopilot properly re-engaged to the long-range navigation system for operations;

d. After return to track has been completed, check assigned Mach Number and advise ATC (especially if the ETA is changed by more than 3 minutes).

Monitoring during Distractions from Routine

Training and drills should ensure that emergencies, minor system malfunctions or other interruptions to normal routine, are not allowed to distract the crew to the extent that the navigation system is neglected or mishandled. If, during the flight, the auto-pilot is disconnected (e.g., because of turbulence), care must be taken when it is re-engaged to ensure that the correct procedure is followed.

6.2.3.7 Post Flight Procedures

Navigation System Accuracy Check

At the end of each flight, an evaluation of the accuracy of the aircraft's navigation systems should be carried out, in order to facilitate corrective action for out-of-tolerance performance. Errors in excess of tolerances published in the equipment manual are to be recorded in the Technical Log as a defect. Records should be kept of the aircraft navigation systems performance.



6.2.3.8 Check List For Pilots Not Routinely Involved in MNPS/RNP Operations

To assist those pilots who are less familiar with operating in the MNPS/RNP airspace, the following short checklist has been prepared:

a. Are you sure that your aircraft has been granted MNPS/RNP approval by the State of Registry and, if applicable, has the aircraft also received RVSM approval?

b. Are you sure that as an Operator (or flight crew) that you have received the appropriate operational authorization from your State of Registry/Operator?

c. If it has, are the letters 'X', 'W' and ‘R’, as relevant, included in Field 10 of your flight plan?

d. If you are intending to follow an organized track, and bearing in mind that the OTS changes every 12 hours, do you have a copy of the valid track message and, if applicable, any changes to it?

e. Are you familiar with the Mach Number technique?f. Have you had an accurate time check referenced to UTC, and is the system

you will be using on the flight deck for MNPS/RNP operation also accurately referenced to UTC? (For the NAT OTS and PAC OTS use a source such as WWV, BBC, CHU or GPS time. If using GPS time the appropriate correction between GPS and UTC time must be applied.) Is this time accuracy going to be maintained for the planned duration of the flight?

g. If using GPS as a stand-alone long range navigation system, have you checked the latest NOTAMs regarding the serviceability of GPS satellites and have you performed an FDE prediction program analysis?

h. If flying via the special Greenland/Iceland routes, have you checked the serviceability both of your one long-range navigation facility and of the short range navigation facilities that you will use?

i. If flying other than on the special routes, are you sure of the serviceability of both your long-range navigational systems?

j. Have you planned ahead for your action should you suffer a failure of one system?

If, as a pilot, you have any doubt about your answers to these questions, it may be necessary for you to consult with the Civil Aviation Department of your State of Registry/Operator.

6.2.4 Reduced Vertical Separation Minima (RVSM) Procedures

6.2.4.1 Flight Planning

a. Verify that the aircraft is approved for RVSM operations;b. Annotate the flight plan to be filed with the air traffic service provider to show

that the aircraft and operator are approved for RVSM operations. (In North Atlantic Minimum Navigation Performance (NAT MNPS), Pacific oceanic airspace, West Atlantic Route System (WATRS) region and European RVSM airspace, item 10 (Equipment) of the ICAO flight plan should be annotated with the letter “W” to show RVSM approval);



c. Check reported and forecast weather conditions on the route of flight;d. Check minimum equipment requirements pertaining to height-keeping systems;

ande. if required for the specific aircraft group, account for any aircraft operating

restrictions related to RVSM airworthiness approval.

6.2.4.2 Pre-flight Procedures at the Aircraft for Each Flight

The following actions should be accomplished during pre-flight:a. Review maintenance logs and forms to ascertain 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 aircraft, particular attention should be paid to the condition of static sources and the condition of the fuselage skin in the vicinity of each static source and any other component that affects altimetry system accuracy (this check may be accomplished by a qualified and authorized person other than the pilot, e.g. a flight engineer or maintenance personnel);

c. Before takeoff, the aircraft altimeters should be set to the local altimeter (QNH) setting and should display a known elevation (e.g., field elevation) within the limits specified in aircraft operating manuals. The difference between the known elevation and the elevation displayed on the altimeters should be within the limits specified in the aircraft flight manual and must not exceed 75 ft. The two primary altimeters should also agree within limits specified by the aircraft-operating manual. An alternative procedure using QFE may also be used; and

d. Before take-off, equipment required for flight in RVSM airspace should be operational, and indications of malfunction should be resolved.

6.2.4.3 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; andd. should any of the required equipment fail prior to the aircraft entering RVSM

airspace, the pilot should request a new clearance so as to avoid flight in this airspace.

Note. In the case of transponder failure, the PIC should ascertain the requirement for an operational transponder in each RVSM area where operations are intended. The PIC should also ascertain the transponder requirements for transition areas adjacent to RVSM airspace.

6.2.4.4 In-flight Procedures:

a. Flight crews should comply with aircraft operating restrictions (if required for the specific aircraft group) related to RVSM airworthiness approval;

b. Emphasis should be placed on promptly setting the sub-scale on all primary and standby altimeters to 29.92 in. Hg/1013.2 (hPa) when passing the



transition altitude and rechecking for proper altimeter setting when reaching the initial cleared flight level (CFL);

c. In cruise flight it is essential that the aircraft be flown at the cleared flight level. This requires that particular care be taken to ensure that ATS clearances are fully understood and followed. Except in contingency or emergency situations, the aircraft should not intentionally depart from the cleared flight level without a positive clearance from ATS;

d. During cleared transition between levels, the aircraft should not be allowed to overshoot or undershoot the cleared flight level by more than 150 ft (45 m);

e. An automatic altitude-control system should be operative and engaged during level cruise, except when circumstances such as the need to retrim the aircraft or turbulence require disengagement. In any event, adherence to cruise altitude should be done by reference to one of the two primary altimeters;

f. The altitude-alerting system should be operational;g. At intervals of approximately one hour, crosschecks between the primary

altimeters and the stand-by altimeter should be made. A minimum of two primary altimeters should agree within 200 ft (60 m) or a lesser value if specified in the aircraft-operating manual. Failure to meet this condition will require that the altimetry system be reported as defective and ATC notified. The difference between the primary and stand-by altimeters should be noted for use in contingency situations:i. the normal pilot scan of cockpit instruments should suffice for

altimeter cross-checking on most flights,ii. at least the initial altimeter crosscheck in the vicinity of the point

where Class II navigation is begun should be recorded (e.g., on coast out). The readings of the primary and standby altimeters should be recorded and available for use in contingency situations;

iii. normally, the altimetry system being used to control the aircraft should be selected to provide the input to the altitude-reporting transponder that is transmitting information to ATC; and

iv. if the pilot is notified by ATC of an Actual Aircraft Deviation error which exceeds 300 ft (90 m) then the pilot should take action to return to the cleared flight level as quickly as possible.

6.2.4.5 Post Flight

In making maintenance log book entries against malfunctions 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 try to isolate and rectify the fault. The following information should be noted when appropriate:

a. primary and standby altimeter readings;b. altitude selector setting;c. sub-scale setting on altimeter;d. autopilot used to control the aircraft and any differences when the alternate

system as selected;e. differences in altimeter readings if alternate static ports selected;f. use of air data computer selector for fault diagnosis procedure; and



g. transponder selected to provide altitude information to ATS and any difference if alternate transponder or altitude source is manually selected.

6.2.5 Routing

Aircraft navigating through international airspace may choose to use random routings. Random routings allow the operator or a computer, to choose the latitude and longitude of the waypoints used to define a course. Waypoints used to define a route must meet the criteria established in Appendix 2 of ICAO Annex 11 – Air Traffic Services.

Some Flight Information Regions (FIR) have established permanent published routes through international airspace. For operations on these published routes the appropriate AIP should consulted.

Provisions for establishing a NAT track system are identified in the Regional Supplementary Procedures NAT Region, chapter 10.1. Provisions for establishing the Pacific Organized Track Systems (PACOTS) are identified in the Regional Supplementary Procedures PAC Region, chapter 9.2 and are published in the appropriate AIPs

A Polar Track System (PTS) has been established to facilitate traffic on the Europe-Alaska axis. The system was designed to efficiently move traffic during peak traffic flow and avoid a multiplicity of random routes. The NAT Document 001 and the Iceland and Norway AIPs should be consulted prior to PTS operations.

Use of the Polar routes operating through Russia may require the use Controller Pilot Datalink Communications.

6.2.6 Oceanic Clearances

An Oceanic clearance is required before entering any oceanic airspace. However, if entering New York Oceanic airspace from the South and an Oceanic clearance or the elements of one (route, altitude, and mach number), have not been received, the pilot should proceed on the cleared route into oceanic airspace and continue to request the clearance elements needed.

Oceanic clearances may be obtained by:a. VHF - when within a coverage area;b. HF - through appropriate radio station;c. request through domestic or other ATS agencies;d. Data link from participating centers; ande. on the ground at some locations.

The content of an Oceanic clearance is: a. Abbreviated clearance when flying the full length of a tack or polar route;

i. Track and code letterii. Polar track and codeiii. Cleared flight level



iv. Cleared Mach numberv. If designated to report Met information

Note: Crew read back confirms their possession of current track message.b. Clearance on a random route

i. The full route given as co-ordinates defining the waypointsii. Cleared flight leveliii. Cleared Mach number

Note: Crew must read back then entire clearance. An abbreviate read back may not be given.

Note: If cleared by oceanic as filed the crew must read back the entire route to verify in receipt of correct routing.

Note: If any doubt exists as to the track message identifier ask oceanic for a full route clearance. Oceanic Control will then ask for a full route read-back.

When Able Higher (WAH) Reports

When required or when otherwise provided, upon entering an oceanic FIR, pilots should include in the initial position report the time or location that the flight will be able to accept the next higher altitude. A WAH Report must be provided by all flights entering the MNPS Airspace portion of the New York OCA and entering the Santa Maria OCA. Shanwick expects a WAH altitude with the request for an Oceanic clearance. Provision of WAH Reports on entering other NAT OCAs is optional or they may be requested by any OAC.

Prior advice to ATS of the time or position that a flight will be able to accept the next higher level can assist ATS in ensuring optimal usage of available flight levels.

6.2.7 Communications and Position Reporting

VHF Communications

Flight crews are expected to monitor the emergency frequency 121.5 MHz during flights over oceanic airspace as well as over remote areas. The frequency 123.45 MHz has been assigned world-wide as an air-to-air communications channel for use out of range of VHF ground stations for the exchange of necessary operational information and to facilitate resolution of operational problems. This is reserved for operational use and not for personal discussions. (Feel free to so remind blatant abusers.)

HF Communications - SELCAL

When using HF communications, pilots should maintain a listening watch on the assigned frequency, unless SELCAL is fitted, in which case they should ensure the following sequence of actions:

a. Provision of the SELCAL code in the flight plan. Any subsequent change of aircraft for a flight will require passing the new SELCAL information to the OAC.



b. Checking the operation of the SELCAL equipment, at or prior to entry into Oceanic airspace, with the appropriate aeradio station. This SELCAL check must be completed prior to commencing SELCAL watch.

HF Communications Failure

In the event of failure of HF communications every effort should be made by the pilot to relay position reports through other aircraft on frequency 123.45. Pilots of aircraft which are Satellite Communications (SATCOM) equipped, who have experienced total HF failure or are otherwise unable to communicate on HF and are unable to relay by any other means, may, as a last resort, make contact via SATCOM.

Position Reporting

Position reports must be given:a. at all mandatory reporting points when operating on a published route; b. at each set of co-ordinates defining the track when operating on an

organized track;c. at each of the significant points defining the route in Field 15 (the en-route

block) of the ICAO flight plan when operating on a random route; d. at least every hour when operating in the North Atlantic Region; ande. at least every hour and twenty minutes when operating in the Pacific

oceanic airspace.

Note: If operating on an organized track and designated as a met Aircraft, weather reports, including midpoint weather, are to be given with the position report. If operating on a random route, weather reports, including midpoint weather, should be included with the position reports.

6.2.8 Wake Turbulence and Lateral Offsets

A lateral offset from centerline may be adopted by the pilot in an attempt to obtain relief from wake turbulence. In such cases the following procedures must be applied:

a. offsets should only be applied when approved by the appropriate air traffic control agency;

b. offsets are only to be applied in oceanic or remote airspace;c. the offset should be no more than 1 NM from the route centerline, except

when SLOP is authorized;d. the offset should be made to the right of the centerline relative to the

direction of flight;e. the offset should be applied only by aircraft using GNSS navigation

systems; andf. offsets should not be applied in parallel route systems when the route

spacing is less than 50 NM.



6.2.9 Emergencies, Communications Failure and Contingencies3

ICAO standards and recommended practices (SARPS) for the events named in the title of this section may be found in ICAO documents, principally PANS ATM, Document 4444. However, individual State procedures may differ from ICAO SARPS, therefore State and regional AIPs should be consulted during the planning phase of the flight to ensure compliance with applicable regulations and procedures.

Emergency/contingency procedures for en-route oceanic operations are contained in ICAO Doc 4444 and list the following items:

a. inability to comply with assigned clearance due to meteorological conditions, aircraft performance or pressurization failure;

b. en-route diversion across the prevailing traffic flow;c. loss of, or significant reduction in, the required navigation capability when

operating in an airspace where the navigation performance accuracy is a prerequisite to the safe conduct of flight operations.

The procedures associated with items a. and b., above, are applicable primarily when descent and/or turnback or diversion is required. The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s judgment shall determine the sequence of actions to be taken, having regard to the prevailing circumstances..

Rather than require that the reference document containing the contingency procedures for the airspace in which the operation is being conducted to be carried onboard the aircraft, operators may choose to include detailed contingency procedures in the COM. If that option is chosen, include the contingency procedures here for each type of airspace.

6.3 TRAINING PROGRAMS

The following general training program shall be completed prior to (Company Name) authorization of flight crews to operate in international airspace:

a. ICAO operational rules and regulations;b. ICAO Units of Measurement standards;c. Sources and content of international flight publications;d. Itinerary planning;e. Preparation of:

i. ICAO international flight plans; andii. Navigation logs;

f. Route planning within the MNPS/RNP/RVSM airspace where flights are to be conducted;

g. En-route and terminal procedures;

3 PANS ATM Doc 4444, 15th Ed., Amendment 2, effective 19 November 2009, contains significant changes to oceanic emergency/contingency procedures.



h. Long-range, air-to-ground communications procedures;i. Structure of the MNPS/RNP/RVSM/RVSM Transition airspace where the

flights are to be conducted;j. Air traffic clearances;k. International meteorology to include:

i. Significant weather charts;ii. Prognostic weather charts;iii. Tropopause prognostic charts;iv. Terminal weather forecasts (TAF); andv. Aviation routine weather reports (METAR);

l. Specific en-route navigation procedures for each type of navigation equipment required for use in the special use airspace, including abnormal procedures;

m. Emergency procedures including:i. Required emergency equipment;ii. Search and rescue techniques;iii. Navigation equipment failure techniques;iv. Communication equipment failure techniques; andv. Specific contingency procedures within MNPS/RNP/RVSM

airspace; andn. Specialized training for operations in areas of magnetic unreliability.

The training programs for operation in specific types and classes of airspace are contained in chapter 7 Qualifications and Training.

6.4 PASSENGER HANDLING

For operations to destination where the aircraft, crew and passengers are subject to customs clearance the PIC shall ensure that all documentation is prepared and that passengers have appropriate passports and related documents.

When arriving at such destinations one flight crew member shall maintain control over the passengers and, if appropriate, escort them to the customs area.

6.5 REFERENCE MATERIAL.

The following documents are located in the (Company Name) Aviation library:

Amend this list as appropriate – Electronic access to the documents is a good substitute to hard copy.

a. Convention on International Civil Aviation (Document 7300);b. Annex 2 (Rules of the Air);c. Annex 5 (Units of Measurement to be Used in Air and Ground Operations);



d. Annex 6 (Operation of Aircraft);e. Annex 11 (Air Traffic Services)f. PANS/OPS (Document 8168 Vol. I);g. PANS/ATM (Document 4444);h. Consolidated Guidance Material North Atlantic Region (NAT Doc 001);i. North Atlantic MNPS Airspace Operations Manual;j. Guidance and Information Material concerning Air Navigation in the North

Atlantic Region;k. FAA Document 91 RVSM Guidance Material on the Approval of Operations/

Aircraft for RVSM Operations; andl. ICAO Doc 7574 AN/934, Manual on Implementation of a 300m (1000 ft.)

Vertical Separation Minimum Between Flight Level 290 and Flight Level 410 Inclusive;

m. NBAA Oceanic Flying, Operations and Procedures Manual CD-ROM; n. U.S. Government National Oceanic Service Alaska Chart Supplement; ando. U.S. Government National Oceanic Service Pacific Chart Supplement.

Flight crew members should be familiar with their contents and make use of the appropriate documents when planning and conducting operations in international, MNPS, RNP or RVSM airspace.


(Company Name) 7. Qualifications and Training

7 QUALIFICATIONS AND TRAINING

7.1 FLIGHT CREW LICENSES AND RATINGS

If your license, rating and recency requirements are different revise the following sections as appropriate. Also complete the chart with your company minimum requirements.

To act as PIC of an aircraft that must be operated by a crew of at least two pilots, the pilot must hold a valid Airline Transport Pilot License with a type rating for that aircraft. To act as second-in-Command the pilot must hold a valid Pilot License with a type rating for that type of aircraft and an instrument rating valid for that aircraft group.

For helicopters that do not operate under IFR, an instrument rating is not required.

Pilots must hold a valid medical certificate appropriate to the license held.

Pilots must hold a valid aeronautical radiotelephone license.

Pilots shall demonstrate the ability to communicate effectively in the English language.

Flight crew shall meet the minimum qualifications as per the following chart:

Aircraft Type

Pilot-in-Command Second-in-CommandLicense Type

RatingIFR Flight

TimeLicense Type

RatingIFR Flight

Time

7.2 FLIGHT CREW QUALIFICATIONS AND COMPETENCY

As well as holding current licenses and medical certificates, (Company Name) flight crew must have successfully completed the training programs and competency checks as prescribed in this chapter. That training shall include:

a. initial or annual recurrent training in:i Company procedures,ii Aircraft type, and iii Aircraft Systems;

b. Initial and every two years thereafter, training in:i Emergency procedures,ii Aircraft surface contamination, iii Crew Resource Management, ,iv Dangerous goods training, and



c. High altitude training for each aircraft operated above 10,000 feet.

In addition pilots must have made within the previous 90 days, a minimum of 3 take-offs and landings in the aircraft type or a flight simulator representing the type that is approved by the State civil aviation authority for take-off and landing qualifications. At least one landing shall be conducted from each seat that the pilot may occupy during flight operations.

Flight crew members are not required to meet the above qualifications for ferry, training or positioning flights.

7.3 FLIGHT ATTENDANT QUALIFICATIONS AND COMPETENCY

To act as aircraft crew on (Company Name) flight attendants must have successfully completed training and passed a proficiency check as specified in this chapter. That training shall include:

a. initial or annual recurrent training in:i Aircraft type, andii Safety procedures;

b. Initial and every two years thereafter, training in:i Emergency procedures, ii First Aid training,iii Aircraft surface contamination, iv Crew Resource Management,v Dangerous goods training, and

c. High altitude training for each aircraft operated above 10,000 feet.

7.4 AIRCRAFT MAINTENANCE PERSONNEL QUALIFICATIONS AND COMPETENCE

Aircraft maintenance personnel shall hold valid aircraft maintenance licenses with ratings appropriate for the type of aircraft and nature of work being performed. The Chief of Maintenance will conduct quality assurance reviews on the maintenance program and work of individual maintenance personnel. Should shortcomings be identified, he/she will institute training programs aimed at rectification of identified deficiencies.

Add in any additional information relevant to your company maintenance activities.

7.5 GENERAL TRAINING PROGRAM REQUIREMENTS

7.5.1 Instructional Staff



Flight instructors shall hold the license and ratings appropriate to the aircraft type and ground training instructor shall have relevant technical expertise.

All instructional personnel should receive initial and continuation training appropriate to their assigned tasks and responsibilities. Their training program will include

a. the teaching/learning process, b. instructional technique, c. student/instructor relationship,d. training in knowledge and skills related to human performance.

7.5.2 Training Conducted on a Contract Basis

All individuals and training schools providing training to (Company Name) flight department personnel shall:

a. Be conducted in accordance with the (Company Name) training programs;b. Be conducted using the manuals, publications, check lists and other

relevant documents used by (Company Name); andc. Be given on the same type and model aircraft or approved flight simulator of

the same type and similar cockpit layout, as that used by (Company Name).

Aircraft flight training is the responsibility of the Chief Pilot. He/she shall ensure that any person designated to conduct aircraft flight or simulator training is competent to do so.

7.6 INITIAL AND RECURRENT FLIGHT CREW TRAINING

7.6.1 Company Training

This training is required for all newly hired persons involved in control of flight operations as appropriate to their assigned duties and all new flight crew members. The purpose of this training is to ensure that those people have an adequate knowledge of procedures unique to the operations of (Company Name). The training shall include:

a. company organization, reporting relationships and communication procedures, including duties and responsibilities of flight crew members and the relationship of those duties to other crew members;

b. flight planning and operating procedures;c. fuelling procedures including procedures for fuelling with passengers on

board and fuel contamination precautions;d. critical surface contamination and safety awareness program;e. passenger safety briefings and safe movement of passengers to/from the

airplane;f. use of Company Operations Manual including maintenance release

procedures and accident/incident reporting procedures;



g. use of minimum equipment lists (if applicable);h. wind shear, airplane icing, and other meteorological training appropriate to

the area of operations;i. navigation procedures and other specialized operations applicable to the

operator;j. CFIT training; k. accident/incident reporting and emergency response plan;l. handling of disabled passengers; andm. company operational control system.

7.6.2 Aircraft Type Ground Training

Initial Training

This training is to ensure that each flight crew member is knowledgeable with respect to aircraft systems and all normal, abnormal, and emergency procedures. The following subjects should be included:

a. aircraft systems operation and limitations as contained in the Aircraft Flight Manual or Aircraft Operating Manual and Standard Operating Procedures;

b. operation of all the aircraft equipment;c. differences in equipment, operation, and layout between aircraft of the same

type if applicable;d. standard operating procedures for normal, abnormal and emergency

procedures for the aircraft;e. aircraft performance and limitations;f. aircraft Minimum Equipment List;g. weight and balance system procedures; andh. aircraft servicing and ground handling.

Annual Recurrent Training

Each flight crew member will complete the training program provided by the contract training school or conduct a review, under the supervision of the Chief Pilot, of the initial aircraft type training subjects.

7.6.3 Aircraft Type Simulator Training

Modify as required for your type of aircraft, operation and training program.

Initial Training Aircraft Type _____ .

Insert a training program for each type of aircraft operated. The following training program may be used if it is appropriate. However, as in many jurisdictions initial type rating courses require State approval, it is recommended that operators contract the flight training schools which have approved training programs for many aircraft types.



(Company Name) utilizes only approved Level C or D flight simulators for aircraft type flight training. Zero time flight training is permitted in a Level D flight simulator. In order to be permitted zero flight time training in a Level C flight simulator, candidates must have previous experience on a similar aircraft type. Similar aircraft type means an aircraft possessing the following relationship: turbo-jet to turbo-jet, turbo-prop to turbo-prop, or reciprocating engine to reciprocating engine.

Where the flight simulator has differences in performance, systems, avionics or cockpit layout and configuration, from the (Company Name) aircraft, additional training on these differences will be given.

All training will be conducted using (Company Name) checklists and SOPs.

The flight simulator training program will consist of:a. Procedures for normal, abnormal and emergency operation of the aircraft

systems and components including:i. use of aircraft checklists;ii. flight and cabin crew co-operation, command and co-ordination;iii. aircraft fire on the ground and while airborne;iv. engine fire or failure;v. effects of engine icing and anti-ice operation;vi. take-off, landing and flight with critical engine inoperative

including driftdown and engine inoperative performance capabilities;vii. loss of pressurization and emergency descent (as applicable);viii. flight control failures and degraded states of operation;ix. hydraulic, electrical and other system failures;x. failure of navigation and communication equipment;xi. pilot incapacitation during take-off, landing and in-flight;xii. approach to the stall (ground contact imminent and ground

contact not a factor) (as applicable);xiii. normal and abnormal flight characteristics applicable to the

aircraft type. These may include such items as: dutch roll, buffet boundary onset, jet upset, steep turns, etc.;

xiv. aircraft performance for climb, cruise, holding, descent, landing and diversion;

xv. normal noise abatement and maximum performance take-off;xvi. aircraft performance calculations, including take-off and landing

speeds, weight and balance and centre of gravity;xvii. rejected take-off procedures and rejected landings;xviii. passenger and crew evacuation; andxix. FMS, GPWS, TCAS, ACAS and other specialized equipment

installed in the aircraft, as applicable.b. Aircraft handling including:

i. maneuvering of the aircraft on the ground;



ii. crosswind take-off and landings to 100% of the certificated crosswind component;

iii. contaminated runway and crosswind take-off and landings to published demonstrated crosswind component (as applicable);

iv. a mix of no electronic aids, day, night and dusk visual circuits, approaches and landings including: A. normal and crosswind take-offs, visual circuits and landings

with variable winds, runway illusion and surface conditions;B. engine inoperative approaches and landings;C. engine failure procedures during take-off and missed

approach;D. no electronic aids approaches and landings; E. approach and landings with degraded flight controls (as

applicable) andF. aircraft upset recovery.

c. Flight planning and instrument flight procedures including:i. departure, en-route, holding, arrival and in-flight diversion;ii. precision, non-precision, and as applicable circling approaches,

and missed approaches in minimum visibility conditions;iii. precision, non-precision, and, as applicable, circling approaches,

and missed approaches using automatic, flight director and degraded states of operation; and

iv. Category II and Category III approaches as per the company Category II or III procedures, as applicable;

d. Testing and reviews.

Annual Recurrent Training Aircraft Type _____ .

Flight crew will be given an annual flight simulator training program to ensure that they continue to maintain a high level of competency. The annual training program will cover critical emergency procedures and selected items from the initial training syllabus. The recurrent training program will be conducted so as to ensure that all items are covered over a three year period.

If you have a specific recurrent training program, insert it here and make reference to it.

7.6.4 Lower Than Standard Minima Take-off Training

Prior to conducting take-offs in weather conditions lower than standard take-off minima, pilots will undergo the following training. The Flight Simulator training will be conducted annually.



Ground Training

a. take-off alternate requirements;b. pilot-in-command minimum experience;c. pilot-in-command responsibility for visibility and obstacle clearance

requirements; andd. minimum aircraft and runway equipment requirements.

Flight Simulator Training (RVR 600 ft/200 m only)

a. one completed take-off at RVR 600 ft/200 m; andb. one rejected take-off at RVR 600 ft/200 m that includes an engine failure.

7.6.5 MNPS Training

To qualify to operate in the Minimum Navigation Performance (NAT MNPS) area, flight crew must have completed the following training:

a. normal operating procedures, including navigation system pre-flight data entry and periodic cross-checking of system position display against aircraft position;

b. method of monitoring and cross-checking the system that is coupled to the auto-pilot;

c. action in the event of discrepancy between systems, method of determining which is the most accurate or reliable system;

d. MNPS contingency procedures;e. action in the event of single or multiple systems failure;f. procedure for manual updating of systems;g. airborne emergency procedures, including realignment (if applicable);h. procedure for regaining track after deliberate or inadvertent deviation from

cleared track; andi. equipment monitoring requirements and flight procedures for Reduced

Vertical Separation Minima (RVSM) if required.

7.6.6 RVSM Training

To qualify to operate in Reduced Vertical Separation Minima airspace, flight crews must have completed the following training:

a. Flight planning; b. Pre-flight procedures at the aircraft for each flight;c. Procedures prior to RVSM airspace entry;d. In-flight procedures:

i. normal operations; andii. abnormal operations;

e. Post flight; andf. Additional considerations:



i. ATC phraseology used in each area of operations;ii. compliance with clearances;iii. use and limitations of standby altimeters;iv. visual perception and local phenomena;v. potential for overshoots;vi. TCAS (ACAS) operation in RVSM airspace;vii. relationship between the altimetry, automatic altitude control, and

transponder systems in normal and abnormal situations;viii. aircraft operating restrictions; andix. use of track offset procedures to mitigate the effect of wake turbulence.

7.6.7 VNAV Approach Training

Prior to conducting VNAV instrument approaches pilots shall have completed the following training:

d. the basic principles of VNAV;e. the meaning and proper use of aircraft systems;f. procedure characteristics, as determined from chart depiction and textual

description:i. depiction of waypoint types (flyover and fly-by) and path terminators

and any other types used by the operator) as well as associated aircraft flight paths;

ii. RNAV system-specific information;iii. levels of automation, mode annunciations, changes, alerts,

interactions, reversions, and degradation;iv. functional integration with other aircraft systems;v. the meaning and appropriateness of vertical path discontinuities as

well as related flight crew procedures;vi. monitoring procedures for each phase of flight (e.g. monitor

“PROGRESS” or “LEGS” page);vii. turn anticipation with consideration to speed and altitude effects; andviii. interpretation of electronic displays and symbols.

g. VNAV equipment operating procedures, as applicable, including how to perform the following actions:i. adhere to speed and/or altitude constraints associated with an

approach procedure;ii. verify waypoints and flight plan programming;iii. fly direct to a waypoint;iv. determine vertical-track error/deviation;v. insert and delete route discontinuity;vi. change arrival airport and alternate airport; andvii. contingency procedures for VNAV failures;

h. there should be a clear understanding of crew requirements for:



i. comparisons to primary altimeter information; ii. altitude cross-checks (e.g. altimetry comparisons of 30 m (100 ft); iii. temperature limitations for instrument procedures using VNAV; and iv. procedures for altimeter settings for approach; and

i. discontinuation of a procedure based upon loss of systems or performance and flight conditions, e.g. inability to maintain required path tracking, loss of required guidance, etc

7.6.8 Upgrade Training for Pilots

Upgrade training to pilot-in-command for pilots who have qualified and served as a second-in-command on that aircraft type will include the following:

a. command and decision making;b. train and demonstrate proficiency as a pilot-in-command from both left and

right pilot seats, in all areas of aircraft handling and operation as outlined in the initial course; and

c. special authorization qualification (e.g. lower take-off limits if not authorized, etc.).

7.6.9 Transportability of Pilot Proficiency Check

Pilots that have a current qualification (a valid pilot proficiency check from an operator or commercial operator that uses a similar training program and proficiency check) will be considered to meet (Company Name) training and proficiency requirement when they have completed training on the following:

a. Company Operations Manual;b. Emergency procedures on each type of aircraft the pilot is assigned to fly;c. Pilot ground training on each type of aircraft the pilot is assigned, sufficient

to cover the aircraft Standard Operating Procedures, equipment differences and special authorizations.

7.7 FLIGHT ATTENDANT TRAINING

7.7.1 Aircraft Type Training

For each aircraft type a flight attendant will receive the following initial type training:a. Operation of aircraft doors and exits;b. Evacuation slide training (where installed on aircraft);c. Evacuation procedures;d. Use of oxygen equipment;e. Aircraft safety, first aid and emergency equipment and its use; f. Donning and use of protective breathing equipment;



g. Securing aircraft cabin; andh. Aircraft checklist and SOPs.

Flight attendants will do an annual review of the aircraft equipment and its use.

7.7.2 Safety Procedures Training

Flight attendants will receive initial and annual safety procedures training to perform passenger safety duties including:

a. authority of the pilot-in-command;b. means of communication; c. knowledge of the relationship of the procedures with respect to those

of the other crew members;d. a general description of the aircraft in which the person is to serve and

the proper use of cabin installed systems controls;e. safety procedures training for the handling of normal and abnormal

situations including:ii. safe movement in the vicinity of the aircraft and safe movement to

and from the aircraft;iii. briefing of passengers;iv. handling of passengers;v. securing of cabin;vi. location, operation and use of emergency, life saving and survival

equipment carried;vii. location of fire extinguishers;viii. decompression; andix. location, operation and use of emergency exits.

7.8 EMERGENCY PROCEDURES TRAINING

Emergency procedures training is required every two years thereafter by all aircraft crew members and shall include instruction on the location and operation of all emergency equipment. During initial training and every two years thereafter, aircraft crew members shall perform the function or action, or obtain a suitable demonstration by other means e.g. audio-visual, for the following:

a. fire in the air and on the ground;b. use of fire extinguishers;c. operation and use of emergency exits;d. passenger preparation for an emergency landing/ditching;e. emergency evacuation procedures;f. donning and inflation of life preservers;g. removal from stowage, deployment, inflation and boarding of life rafts;h. pilot incapacitation;



i. hijacking, bomb threat and other security procedures; j. special emergency procedures when the aircraft is used on MEDEVAC

operations including patient evacuation in emergency situations; andk. First aid and passenger health emergencies.

7.9 AIRCRAFT CRITICAL SURFACE CONTAMINATION TRAINING

All (Company Name) operating personnel will receive the following training prior to commencement of operational duties and then every two years thereafter as stated:

a. Aircraft crew initial de-icing/anti-icing training;i. the effect of contamination on a critical surface;ii. aircraft de-icing/anti-icing procedures; andiii. aircraft inspection procedures.

b. Aircraft crew recurrent de-icing/anti-icing operational procedures training every two years.

c. Maintenance and ground handling personnel initial de-icing/anti-icing, training; including:i. the effect of contamination on critical surfaces;ii. aircraft de-icing/anti-icing procedures; andiii. aircraft inspection procedures.

d. Maintenance and ground handling personnel recurrent de-icing/anti-icing procedures training on an annual basis.

7.10 HIGH ALTITUDE TRAINING

High altitude (HAI) training will be provided during initial type training to all aircraft crew members operating aircraft above 10,000 ft ASL. It will cover the following items:

a. Physiological phenomena in a low pressure environment, including:i. respiration;ii. hypoxia;iii. duration of consciousness at altitude without supplemental

oxygen; andiv. gas expansion and gas bubble formation.

b. For crew members of pressurized aircraft, it will include the phenomena associated with rapid or explosive loss of pressurization including:i. most likely causes;ii. noise;iii. cabin temperature change;iv. cabin fogging;v. effects on objects located near the point of fuselage failure;

and



vi. actions of flight crew members immediately following the event and the likely resultant attitude.

(Company Name) will endeavor to make altitude chamber or mixed gas (to simulate an oxygen-deficient environment) training available to each flight crew member early in their career with the company.

7.11 CREW RESOURCE MANAGEMENT

All (Company Name) Flight Department personnel will be trained in Crew Resource Management (CRM). CRM training will be conducted every two years and will generally cover the following items:

a. Communication processes and decision behavior:i. Briefings;ii. Inquiry, advocacy and assertion; iii. Crew self-critique; iv. Conflict resolution; andv. Communications and decision making;

b. Team building and maintenance:i. Leadership, followership and concern for task; ii. Interpersonal relationships and group climate; andiii. Workload management and situational awareness:

A. preparation, planning and vigilance; andB. workload distribution and distraction avoidance; and

c. Individual factors and stress reduction.

7.12 SIMULATED EMERGENCIES DURING PASSENGER TRANSPORTATION FLIGHTS

Emergencies or abnormal situations shall not be simulated during passenger transportation flights.



7.13 OVERVIEW OF PERSONNEL TRAINING REQUIREMENTS

Enter the minimum training times in the blanks in the chart.

TYPE OF TRAINING APPLICABILITY MIN TRAINING TIMES (HRS.)

Initial Recurrent Initial Recurrent

Flight Crew General TrainingCompany Training X N/A ____ N/AEmergency Procedures X X ____ ____A/C Surface Contamination X X ____ ____High Altitude Training X N/A ____ N/ACrew Resource Management X X ____ ____Dangerous Goods X X self study self studyAircraft Type _________ Type Ground Training X X ____ ____Type Simulator Training X X ____ ____Lower Take-off Minima X X ____ ____CAT II Operations X X ____ ____CAT III Operations X X ____ ____Servicing & Ground Handling X X ____ ____MEL Training X X ____ ____Special Flight OperationsMNPS X N/A ____ N/ARVSM X N/A ____ N/AVMAV Approach X N/A ____ N/AFlight AttendantCompany Training X N/A ____ N/AAircraft Type Training X X ____ self studySafety Procedures X X ____ ____Emergency Procedures X X ____ ____A/C Surface Contamination X X ____ ____High Altitude X X ____ ____Crew Resource Management X X ____ ____A/C Maintenance StaffCompany Training X N/A ____ N/AAircraft Type Training X X ____ ____A/C Surface Contamination X X ____ ____Crew Resource Management X X ____ ____

Other PersonnelCompany Training X N/A ____ N/ACrew Resource Management X X ____ ____



7.14 PROFICIENCY CERTIFICATIONInsert the proficiency certification requirements of your State or the system that your flight training school uses, if different.

All (Company Name) training will be done on the basis of "training to performance". That means that the person conducting or providing the training will not consider the training complete until the candidate can effectively perform the tasks that they are being trained to do. Upon completion of the training the person conduction or providing the training will ensure that the training has been recorded in each individual's training record. A copy of the individual training form is contained in chapter 12.

Pilots will complete an exam set by the training school or the Chief Pilot at the end of initial Aircraft Type Ground Training. The exam will be reviewed with the candidate to ensure that the correct answers to all of the questions are understood.

At the completion of initial and recurrent aircraft type flight training, pilots will be certified as proficient by one of the following:

a. The Chief Pilot;b. A Company Check Pilot;c. An examiner in the flight training school that (Company Name) has

contracted with to provide pilot aircraft type simulator flight training; ord. A civil aviation examiner approved by the (State) civil aviation authority.

The proficiency certification will be done to the standard specified in the following schedule, which must be assessed as "Satisfactory" in order to constitute a completion of training. The Pilot Proficiency Check Form in section 12.5, or a similar form used by the flight training school, may be used to record the results of the training to proficiency. The form will then be retained in the individual's Training Record for a minimum of five years.

1. Pilot Knowledge of Equipment ExaminationA practical oral equipment examination that is closely coordinated with and related to the flight procedures portion of the PPC and that covers:a. subjects requiring a practical knowledge of the aircraft, its powerplants,

systems, components, and its operational and performance factors;b. normal, abnormal and emergency procedures, and the operating limitations

relating thereto, andc. the appropriate provisions of the approved Aircraft Flight Manual.

2. Aircraft InspectionThe pre-flight inspection shall include:a. a discussion of the visual inspection of the exterior and interior of the

aircraft; andb. the use of the pre-start check list, appropriate control system checks,

starting procedures and checks of all radio and electronic equipment.



3. TaxiingThis maneuver includes taxiing (in the case of a second-in-command PPC, to the extent practical from the second-in-command crew position), procedures in compliance with instructions issued by the appropriate traffic control authority or by the check pilot.

4. Powerplant ChecksPowerplant checks will be conducted as appropriate to the aircraft type.

5. Normal Take-offOne take-off to be performed as follows: taxi the aircraft into position on the runway to be used for departure, take-off and fly the aircraft in the climbing configuration until the landing gear and flaps are fully retracted, or to the point where an altitude of 1500 ft above the airport elevation is reached, whichever occurs first.

6. Crosswind Take-offOne crosswind take-off if practicable under the existing meteorological, airport and traffic conditions.

7. Simulated Powerplant Failure on Take-offOne take-off with a simulated failure of the critical engine:a. in an approved aircraft type simulator:

i at a point after V1 and before V2 that in the judgment of the check pilot is appropriate to the aircraft type; or

ii at a point as close as possible after V1 when V1 and V2 or V1 and Vr are identical; or

b. in an aircraft in flight, at a safe altitude, at an airspeed not less than V2 + 10 as is appropriate to the aircraft type under the prevailing conditions.

8. Rejected Take-offOne rejected take-off to be performed:a. in an approved aircraft type simulator with an approved visual system; orb. in an aircraft verbally prior to the first take-off unless an actual rejected take-

off is required by the State civil aviation authority.9. Approaches to Stalls (required on an initial PPC only)

For the purpose of this procedure the required approach to a stall is reached when there is a perceptible buffet or other response to the initial stall entry, and except as provided below there shall be at least three approaches to stalls, one of which shall be performed while in a turn with a bank angle of between 15 and 30 degrees including:a. one in the take-off configuration (except where a zero-flap take-off

configuration is normally used in that type and model of aircraft);b. one in a clean configuration; andc. one in a landing configuration.

10. Instrument ProceduresInstrument procedures will consist of IFR pre-flight preparation, departure and en-route procedures, terminal procedures and system malfunctions as follows:



a. an area departure and an area arrival procedure shall be performed where the pilot:i adheres to actual or simulated air traffic control clearances and

instructions; andii properly uses the available navigation facilities;

b. a holding procedure, which may be combined with an area arrival or area departure procedure and includes entry to, maintenance of and leaving a holding pattern;

c. at least two instrument approaches (one asymmetric) performed in accordance with procedures and limitations in the approach charts used by the operator for the approach facility used and where practicable one of the approaches shall be a precision approach; and

d. a circling approach, except where prohibited in the Company Operations Manual and or where local conditions beyond the control of the pilot prevent a circling approach from being performed.

11. Specific Flight Characteristics (required on an initial PPC only)Recovery from specific flight characteristics that are peculiar to the aircraft type and which do not exceed the normal flight envelope of the aircraft type may be demonstrated.

12. Engine FailuresIn addition to the specific requirements for maneuvers with simulated engine failure, the check pilot may cause a simulated engine failure at any time during the check consistent with established safety procedures. For the purposes of this proficiency check, at least two simulated engine failures are conducted as follows:a. one simulated failure of critical engine, to be completed at altitude while the

aircraft is in the normal take-off configuration and at a speed of not less than the take-off safety speed (V2) or more than V2 plus 10 knots; and

b. one landing and maneuvering to that landing with simulated failure of the critical engine.

13. Normal LandingOne normal landing.

14. Crosswind LandingOne crosswind landing, if practical under existing meteorological, airport and traffic conditions.

15. Landing with Simulated Engine FailureOne landing and maneuvering to that landing with simulated failure of 50% of the available engines and the simulated loss of power shall be on one side of the aircraft, except that:a. the simulated loss of power shall be on one outboard engine on three-

engine aircraft; andb. in the case of turbo-jet aircraft, the following may be substituted:

i in the case of a four-engine turbo-jet aircraft, maneuvering to a landing with simulated failure of the critical engine and performance of



the maneuver either in an approved simulator or simulated in flight at altitude, with simulated failure to 50% of available engines, or

ii in the case of a three engine turbojet aircraft, maneuvering to a landing using an approved procedure that approximates the loss of two engines at a safe altitude.

16. Rejected LandingOne rejected landing that includes a normal missed approach procedure after the landing is rejected, and for the purpose of this maneuver the landing shall be rejected at a height not lower than 50 ft AGL.Note: More than one type may be combined where appropriate.

17. Normal and Abnormal ProceduresThe pilot shall demonstrate proper use of as many of the systems and devices listed below and other systems, devices or aids available as the approved check pilot deems necessary to determine that the pilot has practical knowledge of the use of the systems and devices (appropriate to the aircraft type):a. anti-icing and de-icing systems;b. auto-pilot systems;c. automatic or other approach aid systems;d. stall warning and avoidance devices, stability augmentation devices;e. airborne radar devices; andf. Flight Management Systems (FMS).

18. Emergency ProceduresThe pilot shall demonstrate as many of the emergency procedures outlined in the appropriate approved Aircraft Flight Manual and as many of the emergency procedures for the following emergency situations as in the opinion of the check pilot are necessary to determinate that the pilot has an adequate knowledge of, and ability to perform, such procedures including:a. fire in flight;b. smoke control;c. rapid decompression;d. emergency descent;e. hydraulic and electrical system failures and malfunctions;f. landing gear and flap systems failure and malfunctions; andg. failure of navigation or communication equipment.Emergency descents and hydraulic and electrical system failures and malfunctions may be simulated in an appropriate systems trainer.Emergency procedures may be performed in an approved appropriate aircraft type simulator if the pilot's competency can be adequately determined.

19. Performance CriteriaWhen performing any of the procedures, a pilot shall demonstrate judgment commensurate with a high level of safety, and, in determining whether the pilot has shown such judgment the check pilot shall consider:



a. the pilot's adherence to approved procedures;b. the pilot's actions in situations requiring a decision based on the pilot's

analysis where there is no prescribed procedures or recommended practice;c. the pilot's qualities of airmanship in selecting a course of action; andd. the crew co-ordination when operating in the multi-crew concept.

7.15 FAILURE TO ACHIEVE OR MAINTAIN REQUIRED STANDARDS

Any person who fails to achieve the performance standard during initial or recurrent training will be removed from duties until the performance standard is met. Failures to meet performance standard shall be noted in the individual’s Training Record.

Should the competency of any person in the fight department come into question, they shall receive remedial training to performance on the related subjects or processes. Should the person fail to achieve the performance standard during remedial training, he/she will be removed from duties until the performance standard is met. Failures to meet performance standard shall be noted in the individual’s Training Record.


(Company Name) 8. Record Keeping

8 RECORD KEEPING8.1 EMPLOYEE TRAINING AND QUALIFICATIONS

The Chief Pilot shall maintain a file for each aircraft crew member. The file shall contain a copy of the Aircraft Crew Data Sheet and a training record for each person. Copies of the forms used for the training records are contained in chapter 12.

The Chief of Maintenance shall maintain a qualification and training record for each member of the maintenance staff.

The Flight Department Manager shall maintain employee records for each of the other Flight Department employees.

8.2 ROUTES AND FLIGHT RECORDS

Copies of the operational forms, manifests and other flight records will be kept for each flight and retained by the Flight Department for _____ years.

Insert the duration of document retention as per your State regulations and company policy. Also, add in any other specific information appropriate to your company.


(Company Name) 9. Aircraft Maintenance

9 AIRCRAFT MAINTENANCEFor operations where there is not a Chief of Maintenance and the duties are assigned to a person responsible for maintenance, use IS-BAO chapter 9– Aircraft Maintenance Requirements and AMC 9.1 Maintenance Control System to modify this section.

9.1 RESPONSIBILITIES OF THE CHIEF OF MAINTENANCE

The Chief of Maintenance is responsible for the planning and control of all maintenance, liaison with the civil aviation authority on maintenance topics, and liaison with all persons or Approved Maintenance Organizations (AMOs) performing maintenance on the operator's aircraft. They shall have access to all applicable technical and regulatory publications necessary to perform these duties, and shall ensure that those publications are kept up to date. The Chief of Maintenance shall remove from service any aircraft that are unsafe, or that do not comply with the regulatory requirements of (State) or this Manual. In cases of absence, the duties of the Chief of Maintenance may be assigned in writing to another qualified person with the approval of the Flight Department Manager.

9.2 TECHNICAL RECORDS

Immediately upon finding a defect in an aircraft, or upon completing any maintenance on an aircraft, the person discovering the defect or performing the maintenance shall enter details of the event in the applicable technical records required by applicable (State) aviation regulations. If the event occurs between scheduled maintenance checks, the entries shall be made in the aircraft log. The Chief of Maintenance shall ensure that aircraft log entries are transcribed to the applicable airframe, engine, and propeller or component records within 30 days of the events to which they relate. Details of defects found during a scheduled maintenance check, or of maintenance performed during such a check, may be entered directly in the applicable airframe, engine, propeller or component record, provided that any outstanding items remaining upon completion of the maintenance check are entered in the aircraft log upon certification of the maintenance event /check or prior to flight.

9.3 MAINTENANCE SCHEDULES

The term “maintenance schedule” is used here. If your practice is to refer to a “maintenance program” revise the wording accordingly.

All aircraft shall be maintained in accordance with the (Company Name) approved maintenance schedule approved by the (State) civil aviation authority for the aircraft type. Copies of these approved maintenance schedules are attached as Appendix 9-B to this chapter. Changes in operations, such as the introduction of MNPS, RVSM, CAT II, etc. may require amendment of the maintenance schedules. This requirement will be assessed as part of the flight permit/special flight authorization application process.



9.4 ELEMENTARY WORK & SERVICING

If the term “Preventative Maintenance” is used in your jurisdiction use it instead.No person shall perform any elementary work or aircraft servicing and ground handling without first being trained and authorized in accordance with section 9.12. Elementary work and servicing shall be performed in accordance with the methods and procedures recommended by the aircraft manufacturer. (Refer to Appendix A for listing of Elementary Work tasks)

9.5 AIRWORTHINESS DIRECTIVES & SERVICE BULLETINS

The Chief of Maintenance shall implement a system to ensure that the aircraft are in compliance with all applicable airworthiness directives and other mandatory maintenance requirements. He/she shall examine the aircraft records upon appointment to the position, and upon each acquisition of a new aircraft, to verify this compliance. The Chief of Maintenance shall review all new and revised airworthiness directives upon receipt, to determine if they are applicable. The form in Appendix 9-C may be used. He/she shall enter details of all applicable airworthiness directives, and details of all directives pertaining to the aircraft make and model, in the appropriate airframe, engine, propeller or component technical record. The Chief of Maintenance shall determine the date, air time or operating cycles, when the actions specified in the directive must be taken. If the required actions are due before the next scheduled maintenance activity he or she shall make the necessary entries in the aircraft log in accordance with section 9.10.

Upon receipt of all recommendations issued by the aircraft, engine, and component manufacturers in the form of service bulletins or equivalent documents, the Chief of Maintenance shall review the recommendations to determine whether compliance is appropriate. Where necessary, he shall obtain technical advice from the qualified maintenance personnel/AMO currently responsible for maintenance of the operator’s aircraft. The Chief of Maintenance will keep a record of each such decision made, and retain the record along with the service bulletin or equivalent document. All records required by this section shall be retained for not less than six years.

9.6 EVALUATION PROGRAM

ensure that in implementing and maintaining the safety assurance program described in section 2.5.that all maintenance functions are included in this program.

9.7 DEFERRED RECTIFICATION OF DEFECTS

All defects shall be rectified before further flight of the aircraft, except as provided in this section. Where permitted by (State) regulatory provisions as applicable, aircraft having outstanding defects may be operated subject to the following procedures:



a. Where a Minimum Equipment List (MEL) has been approved and the list includes limits on the amount of time equipment may be inoperative, those limits apply.

b. Where the MEL does not specify time limits, or where no MEL has been approved, the aircraft may be operated following discovery of a defect. This provision is conditional to the following procedure: i. the pilot reports and co-ordinates the defect deferral with the

Chief of Maintenance, who co-ordinates the authorization of the deferral;

ii. if required, he/she will seek advice from a qualified maintenance person/AMO that the defect does not invalidate the aircraft certificate of airworthiness;

iii. the authorization shall be recorded in the aircraft log and original filed in the aircraft record;

iv. the aircraft log entry shall specify the reason for the deferral and the latest date by which the defect must be corrected, but no longer than at the next scheduled maintenance event; and

v. rectification shall take place no later than 30 days following discovery of the defect.

9.8 RECURRING DEFECT CONTROL

At intervals not to exceed one month, the Chief of Maintenance shall review the aircraft technical records to detect any recurring defects. Any defect that has occurred three times or more within the past month or the past 15 flight segments shall be reported by the Chief of Maintenance to the maintenance staff or AMO responsible for maintenance. If a defect that has been reported as a recurring defect occurs again within one month of receiving the report, the Chief of Maintenance shall ensure that the corrective action includes a complete investigation of the affected system(s), taking into consideration all previous occurrences of the defect and the actions taken to correct them. The aircraft log entry for rectification of the defect shall indicate that a recurring defect investigation has been carried out.

9.9 SDR REPORTING

The Chief of Maintenance shall submit Service Difficulty Reports (SDR) to the civil aviation authority in accordance with (State) aviation regulations. In the case of service difficulties discovered during maintenance, the maintenance person/AMO performing the maintenance will prepare the SDR and pass it to the Chief of Maintenance. Between scheduled maintenance activities/visits to the AMO, any employee discovering a defect that may warrant submission of an SDR must immediately bring it to the attention of the Chief of Maintenance, who will determine whether a report is required.

9.10 TECHNICAL DISPATCH

Technical dispatch of aircraft shall be by means of the aircraft log. The Chief of Maintenance shall ensure that all items of deferred maintenance other than those



recorded in the current page of the aircraft log are entered on an approved serialized list attached to the front page of the log. Immediately following completion of any item of scheduled maintenance specified by a maintenance schedule, airworthiness directive or other mandatory requirement, the Chief of Maintenance shall review the aircraft technical records to determine the date, air time, or operating cycles when the next scheduled maintenance activity will become due, and make an entry to that effect in the log.

Before each flight of an aircraft, the PIC, shall consult the aircraft log and take note of the next scheduled maintenance requirement and the current list of outstanding defects, to decide whether the flight may take place. If in doubt as to the time remaining to maintenance tasks, or the acceptability of defects, the PIC must contact the Chief of Maintenance.

9.11 PARTS AND MATERIAL CONTROL

Parts required for elementary work and servicing shall be held under the control of the Chief of Maintenance. Fuels, oils, lubricants and cleaning materials shall be kept in closed containers, clearly marked with the contents and handle in accordance with applicable industry recommendations. No fluids shall be dispensed from any unmarked container.

Only properly calibrated tools specified for the maintenance task will be used and following maintenance performed on an aircraft, all tools, supplies and test equipment used shall be accounted for.

9.12 TRAINING PROGRAM

The Chief of Maintenance shall ensure that all employees receive initial and update training on the (State) aviation regulations, and on the maintenance procedures, servicing and elementary work tasks appropriate to their duties. In addition:

a. any person authorized to sign a maintenance release will receive initial and recurrent training, at least every two years, appropriate to the aircraft group, type or system for which a release is to be signed; and

b. any person authorized to marshal aircraft shall receive training in marshalling procedures.

The training program shall be conducted so as to ensure that the person acquires the competence to perform their assigned duties. The content of the training given shall take into account the findings of the evaluation program described in section 8.6. Pilots shall receive training in aircraft servicing procedures for the aircraft type they are authorized to fly from a qualified aircraft maintenance person or person designated by the AMO to provide such training. This training shall include refueling, oiling, de-icing, pre-flight inspection and aircraft ground handling. Personnel must perform each elementary work task under the direct supervision of a qualified maintenance person, before being authorized to perform the task unsupervised. Initial training shall be carried out before any servicing or elementary work authorization is granted. Thereafter, training shall be carried out on an annual basis.



The following training must be completed to performance by persons authorized to perform servicing or elementary work.

a. Company procedures;b. (State) aviation regulations;c. Procedures for each aircraft type.

The Chief of Maintenance shall maintain a list of persons authorized to perform elementary work and servicing. Details of the tasks authorized and the training undertaken by each employee shall be recorded on the individual's training record. The Chief of Maintenance shall retain training records for at least two years.

9.13 RECENCY OF EXPERIENCE

In order to be eligible to sign a maintenance release an aircraft maintenance person must have within the preceding 24 months, at least six months experience in the inspection, servicing or maintenance of an aircraft of systems in accordance with the privileges granted by the license held in relation to that maintenance release.

9.14 AIRCRAFT WEIGHT & BALANCE CONTROL

The Chief of Maintenance shall maintain and retain weight and balance reports and amendments for all aircraft. Details of the empty weight and centre of gravity of each aircraft shall be kept in the aircraft log or on board the aircraft and related operational data will be updated whenever there is a change is the aircraft basic weight or centre of gravity.

9.15 MAINTENANCE ARRANGEMENTS

All aircraft maintenance shall be performed by the company's own authorized qualified maintenance technician, approved maintenance organization (AMO) or an external approved maintenance organization (AMO) holding proper license/ratings and scope for the work to be undertaken, authorized in writing in the form of a contract, purchase order or letter. Each request for maintenance shall specify that the work be performed and certified in accordance with the applicable requirements of the (State) aviation regulations and in accordance with this document. The Chief of Maintenance shall make all planned maintenance arrangements. In the case of unplanned maintenance away from main base, the PIC may request the maintenance in writing. This may be done by completing a work order or similar document provided by the AMO. The Chief of Maintenance shall be notified of all unplanned maintenance activities as soon as practical.

The selection of any qualified maintenance technician or AMO to perform the maintenance is at the discretion of the PIC, however, he/she should confirm that they hold a certificate/license appropriate to the work to be done and that all the specific scope and limitations of the work to be done are covered under the work order. If there is any doubt, they should seek the advice of the Chief of Maintenance.



A clause will be included in all maintenance agreements requiring the maintenance provider to undertake that maintenance work will not be carried out by any maintenance personnel who are fatigued.

Note: the term "person" is used in this context as an all-encompassing expression for maintenance technician, "engineer" and "mechanic" being an acceptable alternative.

9.16 FLIGHT PERMITS/SPECIAL FLIGHT AUTHORIZATIONS

The Chief of Maintenance shall be responsible for all applications made to the (State) civil aviation authority for flight permits and special flight authorizations, and is authorized to make any required declarations for this purpose on behalf of the company.

9.17 MAINTENANCE PERSONNEL FATIGUE COUNTERMEASURES

Insert the details of your fatigue countermeasures program including any duty time limits. See IS-BAO AMC 6.13 and referenced documents for guidance material.

9.18 AIRCRAFT MAINTENANCE TECHNICIANS WORKING ALONE

Insert your safety procedures for technicians who may have to work alone. Consider safety items such as “Life Call”, etc.



APPENDIX 9-A ELEMENTARY WORK TASK LISTING

The following list is exhaustive in nature. If a task is not listed, it is not elementary work. Elementary work is a form of maintenance that is not subject to a maintenance release. Hence, it need not be performed by a holder of an aircraft maintenance license, or by persons working under an AMO certificate. The owner is responsible for controlling authorizations to persons who may perform elementary work.All tasks designated as elementary work must be detailed in the technical record and certified in the aircraft log.The following tasks are considered elementary work:

a. performance of pre-flight or turnaround checks;b. removal and installation of passenger seats and passenger seat belts;c. repairs to upholstery and cabin furnishings;d. removal, installation or repositioning of non-structural partitions in the

passenger cabin;e. opening and closing of non-structural access panels;f. removal and installation of cabin doors on un-pressurized aircraft, where the

door is designed for rapid removal and installation;g. removal and installation of fuses and light bulbs; andh. removal and installation of aircraft batteries.



APPENDIX 9-B AIRCRAFT MAINTENANCE SCHEDULES

Append approved aircraft maintenance schedules



APPENDIX 9-C SB & A. D. REVIEW FORM

(Company Name)

S.B. or A.D. Title ______________________________________No._____________

Priority:Mandatory Recommended Completion Required by __/__/__ or ____ Flt. hrs.

Optional

For Aircraft: _____________. S/N__________________ Applicable N/A

Man Hours Req. -____ Down Time Req._____ In-house Capable Yes No

Date of Receipt __/__/__ Review Completed __/__/__ Location __________

Review Participants & Recommendation: Accept Reject N/A

Maintenance - _____________________________________

Flight Operations - __________________________________

Cabin Crew - ______________________________________

Department Mgr.____________________________________

Decision Rationale - _________________________________________________________________

Final Authorization

Accepted Schedule for accomplishment: By date -__/__/__ or within______Flt. Hrs. Or,

At next _____Inspection / shop visit.Declined / Rejected - because__________________________________________________________________________________________________________ Signed by: Department Manager or Director of Maintenance

_____________________

S/B – AD Review Form#2011 – Rev. Date __/__/__


(Company Name) 10. Security Procedures

10 SECURITY PROCEDURESModify this section so that it reflects your company procedures

US operators may wish to refer to the IS-BAO - AMC 15.0 Attachment B, which contains the NBAA Voluntary Security Protocol for Part 91 Operators. The NBAA Security Protocol was developed to serve as the NBAA recognized and Transportation Security Administration (TSA) endorsed standard for demonstrating an acceptable security protocol for Business Aviation. Adoption of the NBAA Security Protocol is voluntary and intended for use by business aircraft operators with a need to operate internationally and to access airports within Temporary Flight Restrictions (TFRs). Operators may also wish to check with the NBAA to obtain any updates on this material.

10.1 ASSESSING THE THREAT AND VULNERABILITIES

The first step in the development of an effective security program is to assess the threat against the company, its personnel, aircraft and facilities and the vulnerabilities of the Flight Department. Threats may relate to the nature of business the company conducts, where that business is conducted, the nationality of the company, the nationality of company aircraft, the profile of passengers carried, and the value of goods carried. Information on the various kinds of threats the operator is subject to will come from a variety of sources. In developing and maintaining a current threat assessment for areas of operations, the Flight Department Manager will use the following resources as appropriate:

a. national and local security officials;b. national and local law enforcement officials;c. the company security officer, if applicable;d. national and international trade associations;e. air security assessment and intelligence service providers;f. local and foreign media reports; andg. company officials posted in foreign locations, if applicable,

A (Company) security officer will conduct an assessment of the Flight Department vulnerabilities at least once each year. The results of these assessments will be used to update the security program.

10.2 PREVENTIVE MEASURES

The focus of preventive security measures will be to:a. Prevent unauthorized access to company aircraft and facilities; b. Prevent the unauthorized introduction of weapons, explosives onto

company aircraft and into company facilities; andc. Prevent the use of company aircraft to commit other unlawful acts, such as

the transport of illicit drugs.



Preventive security measures will include:a. Global Considerations

i. Whenever possible avoid areas where there is an identified security risk;

ii. Have a security program that is specific to your location and operation;

iii. Ensure that all flight department personnel receive security program training;

iv. Make security an integral part of all aspects of the flight department and its operation;

v. Establish a Security Champion role, much like the Safety Officer role;

vi. Maintain a security information program; andvii. Develop, resource, maintain, exercise, evaluate and update an

Emergency Response Plan.b. People and Processes

i. Require pre-employment screening of flight department personnel;

ii. Require that crew members display photo IDs at all times;iii. Limit the publication of aircraft itineraries;iv. Establish security threat alerting procedures, such as a code word

for use by persons under duress;v. Require an accurate and accessible passenger manifest for all

trip legs;vi. Ensure that only company personnel and authorized guests,

identified in advance, are allowed to board a company aircraft;vii. Ensure that passengers or flight department members maintain

positive control of luggage; andviii. Positively identify all luggage and match luggage to specific

passengers (color-coded bag tags can be helpful).c. Aircraft

i. Check lavatories, baggage compartments and all cavities for unauthorized people or objects prior to every departure;

ii. Ensure that a flight department member is present at all times when the aircraft is being serviced (fuelling catering, etc.) at company facilities;

iii. Ensure that an aircraft crewmember is present at all times when the aircraft is being serviced (fuelling, catering, etc.) at locations away from company aviation facility;

iv. Use the aircraft's security system (locks and alarms) whenever it is unattended away from company facilities;

v. Apply tamper evidence tape on door, panels, etc.



vi. Post a guard at the aircraft when away from company facilities at locations where security is a concern; and

vii. Consider removing company identification from the aircraft and facilities.

d. Facilitiesi. Ensure company facility perimeter security with effective fencing,

lighting, security patrols (as appropriate), gates and limited access areas;

ii. Ensure external gates and doors are closed and locked at all times ;

iii. Require positive access control for all external gates and doors; iv. Close hangar doors when that area is unattended ;v. Secure all key storage areas (food and liquor, parts and tools,

etc.); vi. Have an access control management system for keys and

passes; vii. Confirm the identity and authority of each passenger, vendor and

visitor prior to allowing access to facilities and aircraft; viii. Accompany all visitors away from secure areas (visitor lounge,

etc.); ix. Require a picture ID of any unfamiliar or unaccompanied visitor or

vendor; x. Post emergency numbers prominently around facility; xi. Ensure easy access to phones or "panic buttons" in various

facility locations (break room, hangar bay, etc.); and xii. Confirm security of destination facilities.

10.3 RESPONSIVE MEASURES

In the case of a hijacking, the flight crew must attempt to make an assessment of the intent of the hijacker and follow the emergency procedures set out in section 10.4 of this manual. These procedures will include the making of distress radio calls and transponder settings, to indicate that the aircraft has been hijacked and for adherence to the procedures that have been established and promulgated in ICAO Doc 7030 – Regional Supplementary Procedures in both the cases where the aircraft continues on the assigned track and cruising level or is forced to deviate there from.

In the case of bomb threats, the first step is to determine the legitimacy of the threat or whether it is likely to be a hoax. If considered to be legitimate, law enforcement officials should be notified. If the aircraft is in the air, ATS should be notified and the aircraft should land to be searched. If on the ground, the aircraft should be moved, for searching, to the designated isolated parking.

In the case of other unlawful acts, the PIC should contact the responsible law enforcement agencies.





10.4 SECURITY CHECKLISTS

Each destination will be assessed as presenting an insignificant, low, medium, high or critical security risk to travelers. The following guidelines describe the progressive measures that should be invoked to cater to each of these categories.

THREAT ACTIONS

Low Door/access panels - LockedEmergency Exits - Secured

Aircraft Perimeter - Marked/Lighted

Communications - Establish lines of communications between crew and passengers.

Medium Parking - Avoid proximity to public 'rights' of way- Non-remote

- Well-lighted

Engine Blanks - Fitted

Physical Guarding - Available

Communications - Establish lines of communications between crew and passengers.

Pre-flight - Detailed check of aircraft cavities

High Risk - Refer to local representative for assessment of business risk of not traveling vs. security risk of traveling

Parking - Aircraft hangared

- Apply anti-tamper tape to doors/access panels

Armed Guarding - Consider

- Local representative approved in accordance with local guidelines on the use of force

Communications - Established lines of communications between crew and pax.

The Flight Department will also provide crews with local specialist assessments of the security situation in countries where there is a local presence.





10.5 Emergency ChecklistThe following checklist will be used in the event of unlawful interference (hijack) or bomb threats.

UNLAWFUL INTERFERENCE

THE SAFETY OF PASSENGERS AND CREW IS PARAMOUNT AND THE OBJECTIVE IS TO SECURE THEIR SAFE RELEASE

When possible, carry out the following:

Transponder...................................A7500ATC................................................INFORMFasten seat belts............................ONCabin Attendant..............................Brief - if possible

GENERAL ADVICE

In the air Assess the situation to try to determine the intent of the hijacker and modify

response as appropriate. Comply with initial demands without prejudicing safety. Negotiate patiently. Do not antagonize. Avoid actions/movements that might appear hostile. Explain before moving any control, switch, etc. Keep passengers calm. Prevent them from intervening. Consider passing information to controlling authorities. If forced to deviate from the assigned track and cruising level,

follow the procedures as specified in ICAO Doc 7030 Regional Supplementary Procedures, or

if no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight by: 500 feet (150m) in an area where a vertical separation minimum of

1,000 feet (300m) is applied, or 1,000 feet (300m) in an area where a vertical separation minimum

of 2,000 feet (600m) is applied. Land at a suitable airfield.

On the ground EXPECT THE AUTHORITIES TO TAKE CONTROL. Be guided by authorities. Do not take independent action. Make the hijacker do his own thinking. Establish endurance of food, water, sanitary supplies, APU and battery.

Transfer to a ground power unit as soon as possible. If possible, obtain air conditioning cart.



Maintain hygiene. Keep door, galley and aisle clear of rubbish and equipment.

Look after passengers’ health and comfort.

BOMB THREAT ON GROUND

ATC and operations/handling agent ALERT Confirm parking area.

Cabin attendant (if carried) BRIEF Pax NOT to be told. Prepare to disembark on PIC’s command (PA). Disembarkation procedures established. Use entry door if practical. Suspicious objects should not be touched. If taxiing, stop and disembark immediately.

Pax ........................................EVACUATEPIC’s.......................................ENSURE THAT AIRCRAFT IS COMPLETELY VACATED

Pax ........................................ASSEMBLE CLEAR OF AIRCRAFT (500m UPWIND)

BOMB THREAT IN FLIGHT

If a suspicious article or explosive device had been found, the aircraft should be flown as normally as possible but in accordance with the following requirements.

Emergency .............................DECLARE Plan to land at the nearest suitable airfield. Consider high altitude airfield if appropriate.

Transponder ..........................SET A7700 if none assigned

Cabin Attendant (if carried) ....................BRIEF Advise that there is a bomb threat and notify Senior Passenger. Organize search of cabin (if bomb found see over). Land as soon as possible. Disembark as soon as possible after landing by fastest means.

Pilots ......................................SEARCH FLIGHT DECK

Pressure controller..................MAINTAIN CURRENT CABIN ALTITUDE



Descent .................................COMMENCE Reduce cabin differential pressure to zero by descending aircraft to cabin

altitude. Do not raise cabin altitude. Descend without delay to below FL100 or MSA if higher. Minimize maneuvers / avoid turbulence.

Speed.....................................REDUCE WHEN PRACTICABLE

Cabin......................................DEPRESSURIZE/AIR VALVES CLOSED

When at cabin altitude:Man. Cabin Alt Control FULL INCREASEDump Valve OPEN

Leave outflow valve open for remainder of flight.

Landing Configuration.............ESTABLISH EARLY

After Landing:

APU .......................................STARTEngines...................................SHUT DOWNLighting...................................ALL ON EXCEPT LANDING LIGHTSPA...........................................“IT IS IMPERATIVE TO LEAVE THE A/C WITHOUT

DELAY. KINDLY FOLLOW THE INSTRUCTIONS” (GIVEN BY THE CABIN ATTENDANT OR PILOT)

Pax.........................................ASSEMBLE CLEAR OF AIRCRAFT (500m UPWIND) SUSPICIOUS ARTICLE OR BOMB FOUND

DO NOT MOVE, TOUCH OR OPEN. Move pax as far away as possible, and instruct them to keep heads below

top of seat backs. Obtain expert advice through ATC comms. Remove oxygen bottles and first aid kits from the immediate vicinity. Have

fire extinguishers available. Secure article in place, pack around with pillows, blankets, coats and

absorbent materials. Keep article dry but wet surrounding material.

Only consider moving the article if its position poses an immediate threat to the aircraft and expert advice recommends this course of action, in which case, handle GENTLY, keep in same attitude. The article should be fastened using adhesive tape and supported in seat cushions, blankets, etc.


(Company Name) 11. Transportation of Dangerous Goods

11 TRANSPORTATION OF DANGEROUS GOODSOperators who transport dangerous good must ensure that this chapter of their operations manual meets their State requirements. Those who do not transport dangerous goods should include their procedures for ensuring that dangerous goods are not inadvertently carried on the aircraft (see section 11.9) and their aircraft crew member training program on those procedures. In that case, the remainder of this chapter should be deleted.

11.1 PROGRAM COORDINATOR

The Flight Department Manager will be responsible for maintaining the company program and acting as a liaison between the company and (State) Dangerous Goods officials. If this function is delegated to another Flight Department employee, the delegation shall be in writing.

11.2 RULES AND REGULATIONS

The following regulations will be complied with in respect to the handling and transporting of dangerous goods:

a. (State) Transportation of Dangerous Goods (TDG) Regulations; andb. The International Civil Aviation Organization (ICAO) Technical Instructions.

Note: While the ICAO Technical Instructions document is the legal publication, the current IATA Dangerous Goods Regulations will be used by company personnel to comply with the ICAO Technical Instructions.

11.3 TRAINING PROGRAM

11.3.1 Initial Training

All personnel (company employed or not) assigned duties or responsibilities relating to the handling and/or transporting of cargo and/or passengers shall be trained and satisfactorily demonstrate their competency by undergoing an open book examination based on the appropriate parts of the following:

a. General Philosophy of Dangerous Goods;b. (State) Transportation of Dangerous Goods Regulations;c. The current edition of the ICAO Technical Instructions;d. Limitations;e. General requirements for shippers;f. Classes and lists of dangerous goods;g. Packing requirements;h. Labeling and marking;i. Dangerous goods documentation, including shipper’s declaration, pilot

notification and acceptance checklist forms;



j. Company acceptance, rejection, handling and storage procedures;k. Recognition of undeclared dangerous goods;l. Storage and handling procedures including loading and unloading

procedures and segregation requirements;m. Provisions for passengers and crew; andn. Company emergency procedures.

11.3.2 Trained Personnel

Trained personnel shall include flight crew and passenger handling personnel.

11.3.3 Certificate of Training

A certificate of training shall be issued to each trained person and a copy of that certificate shall be retained on the employee's training file for a period of two years from the date of expiration of the certificate.

Note: When functions are performed by other than the operator’s own employees, the operator shall ensure that individuals performing the functions are properly trained to carry them out.

11.4 RECURRENT TRAINING

Recurrent training shall be conducted once each year (12 month period). The date the person completes recurrent training will be recorded on their certificate.

11.5 ACCEPTANCE OF DANGEROUS GOODS FOR TRANSPORTATION

11.5.1 Acceptance Procedures

The following procedures will be used when accepting dangerous goods for transportation in company aircraft:

a. The company Dangerous Goods Acceptance Checklist (Appendix 11-B) will be used to ensure proper procedures are followed in accepting dangerous goods. Shipments which do not conform will be rejected and a record kept. Damaged shipments will not be accepted. A copy of the acceptance checklist used for each shipment shall be retained with the copy of the Shipper’s Declaration for Dangerous Goods (Appendix 11-C).

b. The Pilot-in-Command shall accept all dangerous goods, and shall only do so immediately before, or within a reasonable (minimal) time of, aircraft scheduled departure.

c. No shipment of dangerous goods will be accepted for transportation unless it is properly packaged, marked, labeled and documented in accordance with the Regulations.

d. A copy of the shipper’s declaration, the company air waybill/charter ticket and the Notification to Pilot-in-Command form, if used, (Appendix 11-D) will be retained on file at the base originating a shipment of dangerous goods



and one copy will accompany the shipment to the final destination. Where the shipment will be interlined or transferred to another carrier, a suitable number of shipper’s declarations shall accompany the shipment.

The transportation of Prohibited Dangerous Goods shall be as authorized by permit or by the Competent State Authority. Any permits issued to the company are included in Appendix 11-A.

11.5.2 Pilot Procedures

a. Whenever dangerous goods are carried in an aircraft, the PIC of the aircraft shall supervise the loading and unloading of such goods.

b. The Notification to Pilot-in-Command will not be used as an Air Waybill. The Notification to Pilot-in-Command is not required if the pilot loads or supervises the loading of the aircraft.

11.6 STORAGE AND HANDLING OF DANGEROUS GOODS

11.6.1 Storage

Under no circumstances will the company store explosives at, or in, any company aviation facility.

11.6.2 Handling

The company will ensure that a copy of its Operations Manual and a current copy of either the ICAO Technical Instructions or the IATA Dangerous Goods Regulations are available in the cargo acceptance area.

Note: A copy of the (State) Transportation of Dangerous Goods Regulations or appropriate excerpts of those Regulations must also be available in the acceptance area.

Dangerous goods will be handled in a safe, responsible manner, respecting all Regulations, and Instructions pertaining to handling such goods.

Should abnormalities, such as damaged or leaking packages, be encountered when handling dangerous goods, the following will apply:

Only qualified personnel will deal with dangerous goods packages which are found to be leaking or damaged.

In case of leakage, the area should be isolated until qualified personnel are available to supervise handling and clean-up procedures.

11.6.3 Damage to Packages Containing Dangerous Goods (on aircraft)



When packages containing dangerous goods aboard an aircraft are found to be damaged or leaking, they must be removed from the aircraft. When damaged packages containing poisons are unloaded from the cargo compartment of an aircraft, it must be decontaminated before any food stuffs or animals are loaded.

11.7 CARGO LOADING REQUIREMENTS - SEPARATION OF DANGEROUS GOODS

11.7.1 Loading Requirements

All dangerous goods shall be properly loaded and secured in the aircraft, or in cargo slings, to prevent packages from shifting.

Dangerous goods labeled “Cargo Aircraft Only” must be stowed on the aircraft in a location which will allow the pilot or crew member, during flight, to examine the package for leaks or damage.

Dangerous goods shall not be shipped in sealed igloos or containers.

11.7.2 Separation Requirements

Certain goods, such as flammable material, corrosives and explosives, must be separated. The following separation requirements shall be complied with:

Dry Ice - Shall not be stored near live animals or carried in the same aircraft compartment with live animals;

Flammable Solids and Oxidizers - Shall not be placed next to, or in a position to allow contact with, a package containing a corrosive;

Poisons - Shall not be stored next to, or in the same compartments of the aircraft with, goods known to be foodstuffs or animals;

Radioactive Material - Refer to the ICAO Technical Instructions for separation requirements;

Cryogenic Liquids - Shall not be carried in the same aircraft compartment as live animals; and

Magnetized Materials - Must be transported in accordance with the ICAO Technical Instructions.

11.8 EMERGENCY PROCEDURES

11.8.1 Emergency Information

Emergency information regarding dangerous goods is available from the (State) Emergency Information Centre. Call (xxx-xxx-xxxx).

11.8.2 Emergency Action

The following steps are to be followed in an emergency:1. Identify the product involved;



2. Notify the Flight Department Manager;3. Call the nearest Police department, who will contact the nearest source

of expert assistance;4. Call the (State) Emergency Information Centre;5. Identify the location, consignor, consignee and the extent of injury or

damage; and6. Have a person stand by for further telephone contact, replies or

inquiries.

11.8.3 In-Flight or On-Ground Emergency

Where an emergency occurs on an aircraft transporting dangerous goods, the PIC shall, to the extent possible, notify the Air Traffic Control unit or airport that dangerous goods are on board, indicating, in respect of the dangerous goods:

1. The product identification number;2. The shipping name;3. The primary classification;4. The subsidiary classification, if any;5. Where the goods are included in Class 1, the compatibility group;6. The quantity; and7. The location of the dangerous goods in the aircraft.

11.8.4 Dangerous Goods Occurrence ReportA company employee who discovers or is advised of a dangerous goods occurrence involving a company aircraft or on company facilities, shall immediately notify the (State) Dangerous Goods Office and if the occurrence was on an airport, the airport operator.

In addition, he/she shall, within 30 days of the time, submit a copy of the Dangerous Occurrence Report Form (Appendix 11-E) to the (State) Dangerous Goods office. This report shall be forwarded to:

Insert appropriate address

11.9 PASSENGER AND EMPLOYEE INFORMATION

Suitable posters or notices shall be prominently displayed in areas or places where dangerous goods are being handled, sorted, loaded or unloaded to provide the employee with the appropriate information concerning recognition, restrictions and safety.

Notices will also be prominently displayed in the passenger lounge to warn passengers as to the type of goods that they are prohibited from transporting aboard an aircraft.



APPENDIX 11-A COMPANY DANGEROUS GOODS PERMITSAttach any permits issued by the State Dangerous Goods authority.Appendix 11-B Dangerous Goods Acceptance Checklist

Air Waybill

1. Does the Air Waybill have the notation “Dangerous Goods”as per the attached Shipper’s Declaration Y N N/A

2. If applicable, is “CARGO AIRCRAFT ONLY” indicated Y N N/A3. If applicable, is “Shipper’s Declaration Not Required indicated Y N N/A

Shipper’s Declaration

1. Name and address of consignor Y N N/A2. Name and address of consignee Y N N/A3. Passenger or Cargo Aircraft indicated Y N N/A4. Proper shipping name and technical name as required Y N N/A5. Class and division as required Y N N/A6. UN number Y N N/A7. Subsidiary risk Y N N/A8. Quantity and type of packing Y N N/A9. Packing instructions Y N N/A10. E.R.P. and Telephone number as required Y N N/A11. Signature block complete Y N N/A

Package or Container

Marked with name and address of consignor Y N N/AMarked with name and address of consignee Y N N/AMarked with proper shipping name and UN number Y N N/AClass label Y N N/ASubsidiary risk label as required Y N N/AOrientation labels as required Y N N/ACargo Aircraft Only (C.A.O.) as required Y N N/APackage marking Y N N/APackage condition and integrity Y N N/A

Shipment Accepted .......................................................................................Yes................No

Date: ____________________

Name: ___________________________ Signature: ________________________

-------NOTE-------

All questions must be answered by circling: Y, N, or N/A. Also, the shipment acceptance/rejection must be indicated with the Date, Name (Printed) of the acceptance person and that person’s signature.



APPENDIX 11-C SHIPPER’S DECLARATION FOR DANGEROUS GOODS

Insert a copy of your State Shipper's Declaration for Dangerous Goods form



APPENDIX 11-D NOTIFICATION TO PILOT-IN-COMMAND

Notification to Pilot-in-Command

Base Date

Aircraft Passenger Aircraft Cargo Only Aircraft

The Dangerous Goods listed below have been loaded on this aircraft

AWB No.

Destination No. of Packages

Shipper UNNo.

Class Packing Group

Weight Loading Location

I certify that the Dangerous Goods listed above have been loaded according to the applicable regulations and that the packages were intact and not damaged or leaking.

Name Signature

I am aware of the Dangerous Goods loaded on this aircraft and their location.

PIC Name Signature



APPENDIX 11-E DANGEROUS GOODS OCCURRENCE REPORT FORM

Attach a copy of your State Dangerous Goods Occurrence Report Form here.


(Company Name) 12. Company Forms

12 COMPANY FORMS



12.1 PILOT’S FLIGHT LOG You may use this example or substitute your own flight log formFlight # _______________ Date ___________________ PIC _________________________ SIC ________________________Aircraft Type ___________________ Registration _______________

FROM _____________

TO ROUTE MEA TRACK DIST WIND/TEMP TAS G/S TIME ETA ATA FUEL BURN

From To To To To From To To To To

Fuel Taxi & Take-Off Time Out

Fuel To Destination Time Up

Reserve/Contingency Time Down

Total Fuel Required Time In

Airplane Weight Air Time

Cargo/Pax Weight Flight Time

Zero Fuel Weight

Fuel On Board

Planned Take-Off WeightWeather & ATC:

I hereby certify that the above information is correct & that the weight and centre of gravity are within limits.

Pilot-in-Command Signature ___________________________________



Passenger Manifest

Name Affiliation M/F/C Weight From To To To To

Male – Female - Child



12.2 AIRCRAFT WEIGHT AND BALANCE FORMS

Include copies of aircraft weight and balance forms here.



12.3 AIRCRAFT CREW DATA SHEET

Name License Type & No.

Address Endorsements

Home phone

Cell phone E-mail

Next of kin

Relationship

Address

Phone no.

Medical Certificate StatusMed. ExamDate

MedicalCategory

Valid ToDate

Med. ExamDate

Medical Category

Valid ToDate

Employment Record

Date Appointed Position Remarks



12.4 PERSONNEL TRAINING RECORD

Name __________________________________ Aircraft Type _____________________

Crew Position ____________________________

Initial Training

Type of Training Instructor NamePrint & Sign

ValidTo Date

Company Training

Aircraft Type Ground Training

Aircraft Type Simulator Training

Lower Than Standard MinimaTake-offCategory II Operations

Category III Operations

Emergency Procedures Training

High Altitude Training

Aircraft Critical Surface Contamination TrainingA/C Servicing, Ground Handling & Elementary Work

MEL Training

Crew Resource Management Training

RNAV Training

MNPS Training

RVSM Training

RNP Training

VNAV Approach Training

International Airspace Operations

Dangerous Goods Training



Recurrent Training Type of Training Date Completed

Instructor NamePrint & Sign

ValidTo Date

Aircraft Type Ground Training

Aircraft Type Simulator Training

Lower Than Standard Minima Take-off

Category II or III Operations

Emergency Procedures Training



Recurrent Training (continued)Type of Training Date Completed


ValidTo Date

High Altitude Training

Aircraft Critical Surface Contamination Training

A/C Servicing, Ground Handling & Elementary Work



Type of Training Date Completed


ValidTo Date

MEL Training

Crew Resource Management Training

Dangerous Goods Training



12.5 PILOT PROFICIENCY CHECK FORMName of applicant Name of Examiner

License Held - Type and Number Location of Flight Test Date of Flight Test

Name of Recommending Instructor Aircraft Group Single Engine Airplane

Aircraft Type Simulator Type Multi-Engine Airplane Helicopter

Exercise Pass Fail Remarks

1. Oral Examination2. Pre-Flight

A. Aircraft InspectionB. Cockpit and System Checks

3. Taxiing 4. Powerplant Checks5. Normal Take-off6. Crosswind Take-off

7. Powerplant Failure on Take-off

8. Rejected take-off9. Approaches to Stall10. Instrument Procedures

A. Departure & ArrivalB. HoldingC. Instrument ApproachesD. Circling Approach

11. Specific Flight Characteristics12. Engine Failures13. Normal Landing14. Crosswind Landing15. landing with Failed Powerplant16. Rejected landing17. Normal & Abnormal Procedures

A.B.

18. Emergency ProceduresA.B.Final Assessment

Examiner’s Signature Date



Examiner Comments



12.6 EXTENSION TO MAXIMUM FLIGHT DUTY TIME

(Company Name)

Extension To Maximum Flight Duty TimeDue To Unforeseeable Operational Circumstances

Date

PIC SIC

Other Crew members

AircraftType

AircraftRegistration

Planned Reporting in Time

Actual Reporting in Time

Planned Finish Time Actual Finish Time

Planned Duty Time Actual Duty Time

Description of Events

PIC Signature Date

Flight Department Manager Comments


(Company Name) 13. Company Directives

13 COMPANY DIRECTIVES

Include Company directives here.


(Company Name) 13. Company Directives


LEFT BLANK
