Part B 3

East African Aviation Second issue
Operations Manual Part B 1 March 2019
CHAPTER 1
1.0 GENERAL INFORMATION AND UNITS OF MEASUREMENT
1.0.1 CONVERSION TABLE

1 Nautical Mile (NM) = 1.852 Kilometers (km)
1 Kilogram (kg) = 2.25 pounds (lbs)
1 Litre = 2.25 lbs
1 M3 (cubic meter) = 1000 kilograms(kg)= 1 tonne (ton) = 1000 litres (lts)
1 inch (in) = 25.40 millimeters (mm)
1 foot (ft) = 304.8 mm
1 mile =1.609344 km
1 kilometer = 0.54 Nautical Mile (NM) = 0.621371 miles
1 Metre (m) = 39.3700787 inches (in)
1 Knot (KTS) = 1.15 Miles per Hour (MPH)
1.0.2 THE KING AIR-350 AIRCRAFT IS AS SHOWN BELOW:-
SPECIFICATIONS STANDARD METRIC

Seating configuration………………………….1+9/11
(Crew + standard Pax/Max Pax)
AVIONICS
Manufacturer ……………………………….Rockwell Collins
ENGINES
Manufacturer………………………………..Pratt & Whitney Canada
Type………………………………………….PT6A-60A
Power Rating……………………………….1050 shp 783 kw
DIMENSIONS
External
Wingspan…………………………………….57 ft 11 in……17.65m
Airplane Length………………………………46 ft 8 in……..14.22m
Max Tail Height………………………………14ft 4in………..4.37m
INTERNAL (Cabin)
Length………………………………………….19ft 6in………..5.94m
Width…………………………………………….4ft 6in………..1.37m
Height……………………………………………4ft 9in………..1.45m
Baggage Capacity…………………………….713cuft……… 2.0cu m
Max Baggage Weight…………………………1,150lb………..522kg
WEIGHTS
Max Ramp Weight…………………………….15,100lb……..6,849kg
Max Takeoff Weight…………………………..15,000lb……. 6,804kg
Max Zero Fuel Weight………………………..12,500lb……. 5,670kg
Max Landing Weight…………………………..15,000lb…….6,804kg
Usable Fuel Capacity…………………………..3,611lb…….1,638kg
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Basic Operating Weight………………………10,070lb……….4,568kg

Max Payload……………………………………2,430lb………..1,102kg
Useful Load…………………………………….5,030lb…………2,282kg
PERFORMANCE
Max Cruise Speed……………………………...313kt…………..580km/hr
Range: Max Payload…………………………...947nm…………1,754km
Max Operating Altitude……………………….35,000ft………….10,668m
Takeoff Distance (MTOW)…………………….3,300ft…………...1,006m
Landing Distance (MLW)………………………2,592ft…………… 821m
CHAPTER 2
2.0 LIMITATIONS
2.0.1 AIRCRAFT OPERATING MANUAL (ECARAS 9.3.1.4)
(a) East African Aviation shall submit proposed aircraft operating manuals for each type and
variant of aircraft operated, containing the normal, abnormal, and emergency procedures
relating to the operation of the aircraft for approval by the Authority.
(b) Each Aircraft Operating Manual shall be based upon the aircraft manufacturer‘s data for the
specific aircraft type and variant operated by the company and shall include specific operating
parameters, details of the aircraft systems, and of the check lists to be used applicable to the
operations of the company that are approved by the Authority. The design of the manual shall
observe human factors principles.
(c) The Aircraft Operating Manual shall be issued to the flight crewmembers and persons
assigned operational control functions to each aircraft operated by East African Aviation.
2.1 CERTIFICATION AND OPERATING LIMITATIONS

2.1.1 REFER TO CAA APPROVED AIRCRAFT FLIGHT MANUAL AND SOPs
CHAPTER 3
3.0 NORMAL PROCEDURES
3 .0.1 PRE- FLIGHT

East African Aviation will issue each crew member and make available on each aircraft at each
crew member position, the cockpit checklist procedures approved by the CAA appropriate to the
KING AIR-350 that contain preflight information.
The approved checklist procedures can be found in the Standard Operating Procedures for the
appropriate aircraft, and include each item necessary for flight crew members to check for
safety before starting engines, taking off, or landing, and for engines and systems Abnormalities
and emergencies. The approved checklist procedures are;
a) External Inspection
b) Normal Procedures, and
3.0.2 CHECKS REQUIRED FOR TAKE-OFF

Cockpit checks required for take-off are contained in the East African Aviation Standard
Operating Procedures for the appropriate aircraft.
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3.0.3 CHECKS REQUIRED FOR LANDING

Cockpit checks required for landing are contained in the East African Aviation Standard
3.0.4 CHECKING/SETTING Vref

Cockpit checks required for checking and setting Vref are contained in the East African Aviation
Standard Operating Procedures for the appropriate aircraft.
3.0.5 CHECK SAFE ALTITUDE BEFORE DESCENT

Cockpit checks required for checking of safety altitude before descent, are contained in the
East African Aviation Standard Operating Procedures for the appropriate aircraft.
3.0.6 EMERGENCY DRILL – ITEMS TO BE COVERED.

Emergency drills and items to be covered are contained in the SOPs and Flight Manual
appropriate to the type of aircraft.
3.0.7 CHECKLISTS FOR TWO PILOT CREWS.

Cockpit checks required for two pilot crews are contained in the East African Aviation Standard
3.0.8 SINGLE ENGINE AIRPLANE OPERATIONS (ECARAS 8.8.1.31)

(a) Single-engine aero planes East African Aviation, are only operated in conditions of weather and
light, and over such routes and diversions there from, that permit a safe forced landing to be executed
in the event of engine failure. In approving operations by single-engine turbine-powered aero planes, at
night and/or in IMC.
(b) the reliability of the turbine engine;
(c) the operator’s maintenance procedures, operating practices, flight dispatch procedures and crew
training programs; and
(d) equipment, and other requirements provided in accordance with IS: 8.8.1.31
(e) All single-engine turbine-powered aero planes operated at night and /or in IMC have an engine trend
monitoring system.
3.0.9 AERO PLANE OPERATING PROCEDURES FOR RATES OF CLIMB AND DESCENT
(ECARAS 8.8.1.32)
(a) Unless otherwise specified in an air traffic control instruction, to avoid unnecessary airborne
collision avoidance system (TCAS II) resolution advisories in aircraft at or approaching adjacent
altitudes or flight levels, operators should specify procedures by which an aero plane climbing or
descending to an assigned altitude or flight level, especially with an autopilot engaged, may do
so at a rate less than 8 m/sec or 1500 ft/min (depending on the instrumentation available
throughout the last 300 m (1 000 ft) of climb or descent to the assigned level when the pilot is
made aware of another aircraft at or approaching an adjacent altitude or
flight level.
(b) Unless otherwise directed by the Authority, the noise abatement procedures for any one aero
plane type operated by East African Aviation will be the same for all aerodromes.
3.0.10 CHECKLISTS FOR FLIGHT ENGINEERS.

Not applicable to East African Aviation.
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3.0.11 CHECKLIST FOR SINGLE PILOT CREW.

Refer to aircraft SOPs for guidance.
3.0.12 SINGLE PILOT OPERATIONS ( ECARAS 8.8.1.30)

a) East African Aviation airplane will not be operated under IFR or at night by a single pilot.
b) East African Aviation airplanes are not to be operated under IFR or at night by a single pilot
unless;
(c) the airplane is propeller driven;
(d) the maximum approved passenger seating configuration is not more than nine;
(e) the maximum certificated take-off mass does not exceed 5,700 kg;
(f) the airplane is equipped as described in ECARAS 6.2.2;
(g) the Pilot-in-command has satisfied the requirements of experience, training, checking, and
recency.
3.0.13 INSTRUCTION FOR CHECKLIST MUST BE USED

All crew members are required to follow the approved company Checklists and Drills as shown
in the Standard Operating Procedures.
It is also the Commander's responsibility to ensure that the approved company Check Lists and
Drills as shown in the Standard Operating Procedures are used for each flight.
3.0.14 NORMAL CHECKLISTS

All checklists should be called for by their proper title. When a checklist is called for, read and
responded to by the responsible crew member, the position of the control or indication is visually
verified and stated in the response. When the aircraft is stationary the First Officer reads the
checklist and the Captain responds. When the aircraft is in motion, checklists called for by the
PF will be read, accomplished and responded to by the PNF.
Read aloud only challenge and response checklist items
NOTE: All critical items namely: Flaps, Trims, Rudder, Nose wheel Steering, Landing gear,
Shoulder harness, Fuel quantity, Torque settings, airspeed bugs, altimeters and instruments
require a response by both pilots.
All checklists are ―DO and READ‖ i.e. the flow is accomplished prior to reading the checklist.
The ―AFTER TAKE-OFF‖ checklist (flow) is accomplished after gear and flap retraction when
called for by the PF, and is read only above 3000 feet AGL.The ―DESCENT/APPROACH‖
checklist is accomplished at 11,000 feet or top of descent in short sectors The ―AFTER
LANDING‖ checklist is accomplished after exiting the runway. After landing may be
accomplished when the aircraft is using the active runway as a taxiway i.e. backtrack.
3.1 SPECIFIC FLIGHT DECK/ COCKPIT CHECK PROCEDURES (ECARAS 9.3.1.11)

The PNF will read the challenge and the response and the PF, after confirming that the
appropriate action has been completed, will give the response. For those checklists which
contain only memory items, i.e. Rapid Depressurization, aborted engine start, Passenger
evacuation, over speed, configuration warning and ground proximity alert, there is no
requirement to call for or complete the checklist after having completed the items by memory.
Furthermore, in the case of the Emergency Descent Checklist, there is no requirement to
recheck the memory items at 10,000 feet (or MEA) only the reference items.
Following completion of the appropriate non-normal/emergency checklist, the Normal Checklist
will be used as modified by the non-normal/emergency checklist for the remainder of the flight.
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This information is specific to the malfunction and is used to supplement the normal operations
of the airplane. The landing considerations must be reviewed as part of the approach briefing.
CHAPTER 4
4.0 ABNORMAL AND EMERGENCY PROCEDURES.
All in flight emergencies to be handled as has been set out in the aircraft flight manual.
Medical crew, in all emergencies, to listen to the pilot, and do as told.
In case of the pilot being incapacitated medical crew can attempt to land the aircraft. If aircraft is on the
ground, crew must remove pilot and move clear from aircraft.
Smoke in the cockpit, follow POH / Aircraft Manual, and land as soon as possible.
It is the responsibility of the PIC to ensure that all emergency equipment on board the aircraft is
serviceable at all times. The AMO is responsible for the serviceability and tracking of emergency
& safety equipment. In-Flight simulation of abnormal situations is prohibited at East African
Aviation during charter or Air Ambulance operations.
4.1 ABNORMAL AND EMERGENCY PROCEDURES AND DUTIES

All medical flight crews must be familiar with procedures for in-flight emergencies.
Forced Landings: - THERE ARE TWO TYPES OF FORCED LANDINGS:
Uncontrolled forced landings = totally unexpected where nothing much can be done. (i.e. At low
altitude)
Controlled forced landings = where there is normally enough time to prepare.(i.e. At
higher/cruise altitudes) For controlled forced landings, medical flight crews must take the
following precautions:
Stow all loose items in cupboards, under seats and under stretchers.
Secure all patients and passengers.
Clear the cabin isle.
Turn off all electrical switches and master O2 shut-off switch on the master medical console to
try and avoid a fire hazard in the cabin after landing. Ensure Bag Valve Mask, Reservoir always
at hand.
Ensure the door and emergency escape hatches handles are unobstructed.
Confirm that the fire extinguisher is in position and unobstructed.
Secure G-force straps to stretcher if available.
Cushion patient in soft items e.g. blankets etc.
Crew to occupy aft facing seats if possible and assume the brace position
Where there are no shoulder harness‘ take up the knee-chest position with something soft to
cushion the head and remain in that position until all motion stops.
Follow pilot instructions.
After the aircraft stop, open door and or emergency exits.
Assist any crew, patients and passengers out of the aircraft as quickly as possible.
Position injured survivors as safely and as far away from the aircraft as possible in case of fire /
explosion.
Try and salvage as many supplies from the aircraft as possible e.g. medical, food, drinks,
clothing, bedding and space blankets, portable radios torches, etc.
Manually activate ELT if accessible.
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4.1.1 DUTIES DURING CRITICAL PHASES OF FLIGHT (ECARAS 8.5.1.15)

(a) No flight crewmember at East African Aviation may perform any duties during a critical
phase of flight except those required for the safe operation of the aircraft.
(b) No PIC may permit a flight crewmember to engage in any activity during a critical phase of
flight which could distract or interfere with the performance of his or her assigned duties.
4.1.2 MANIPULATION OF THE CONTROLS (ECARAS 8.5.1.16)

(a) No PIC at East African Aviation may allow an unqualified person to manipulate the controls
of an aircraft during commercial air transport operations.
(b) An East African Aviation personnel may manipulate the controls of an aircraft during
commercial air transport operations unless he or she is qualified to perform the applicable
crewmember functions and is authorized by the company.
4.1.3 SIMULATED ABNORMAL SITUATIONS IN FLIGHT (ECARAS 8.5.1.17)

(a) East African Aviation may not cause or engage in simulated abnormal or emergency
situations or the simulation of IMC by artificial means during commercial air transport
operations. This can only be done during training.
4.1.4 COMPLETION OF THE TECHNICAL LOG (ECARAS 8.5.1.18)

(a) A PIC at East African Aviation will ensure that all portions of the technical log are completed
at the appropriate points before, during and after flight operations, including:
(1) The journey logbook, and
(2) The aircraft maintenance records section.
4.1.5 REPORTING MECHANICAL IRREGULARITIES (ECARAS 8.5.1.19)

(a) A PIC at East African Aviation will ensure that all mechanical irregularities occurring during
flight time are:-
(1) For general aviation operations, entered in the aircraft logbook and disposed of in
accordance with the MEL or other approved or prescribed procedure.
(2) For commercial air transport operations and aerial work operations, entered in the aircraft
maintenance records section of the technical log for the aircraft at the appropriate points before,
during and at the end of that flight time.
4.1.6 SAFETY AND EMERGENCY PROCEDURES FOR OCEAN CROSSING FLIGHTS

Ensure that an adequate life raft and enough life jackets are in the aircraft before undertaking an
ocean crossing flight.
Ensure that an authorized service company has serviced the above items and that the expiry
dates on the items are valid.
All crew must don life jackets immediately after an emergency has been declared and ensure
that all able bodied passengers do the same.
Medical flight crew must fit life jackets onto patients and or onto either end of the stretcher if
enough jackets available.
Try and salvage as much food, drinks, appropriate medical equipment, torch etc. as possible.
Remove life raft from its carry bag and fasten same to a point inside the aircraft without inflating
it.
Have a knife ready on your person to cut the life raft loose from the aircraft once the people are
in or the aircraft starts to sink.
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Once the aircraft has settled in the water - open only the emergency hatch immediately - which
is high above the water level - and not the passenger door which is being low, will let in water.
Throw out the life raft but keep it attached to the aircraft to stop it from floating away and only
inflate it once it is outside.
Only cut the raft loose from the aircraft once everybody is in or in the event of the aircraft
starting to sink to stop the raft from being lost altogether.
Check that the emergency locator beacon in the raft has been activated.
If aircraft has a portable locator beacon, portable radio and additional portable satellite
navigation system such as a GPS, try to salvage this equipment if possible.
4.1.7 EMERGENCY PROCEDURES FOR DE-PRESSURIZATION

De-pressurization can be explosive or ―slow‖ (e.g. a leak in the system or faulty door seal).
If an aircraft has an explosive de-pressurization causing a hole in the fuselage or window to be
blown out, try to plug the hole with a larger rigid object e.g. briefcase etc. this will avoid loose
items from being sucked out of the aircraft as well as such items causing damage to the
engines, depending on where the engines are located.
Immediately place on the O2 masks that are situated under each seat respectively, except for
the rear port side seat, which is tucked into the rear pouch under the seat in front of it. Always
ensure that the oxygen masks are plugged into the respective ports on the side of the aircraft
next to each seat.
Ensure that the pilots have their O2 masks, if not assist with a mask nearest the cockpit.
Ensure that all patients and passengers have O2 in place.
Once the aircraft has ―dived‖ to a safe altitude where O2 is no longer required, medical crew
must assess their patient very carefully, stabilize and attend to life support equipment
immediately if required.
Assist any persons who may have been injured.
Check medical equipment with bags or blown up bulbs such as urinary drainage systems, E/T
tubes, IV bags and replace if burst.
Check for any burst containers such as Chief Pilot drink tins, snack packets.
Once crisis is over, pilots will advise the next course of action.
4.1.8 EMERGENCY PROCEDURE FOR FIRE IN CABIN

Notify the pilots immediately after detecting a fire or burning smell in the cabin - pilot will advise.
Switch off the emergency O2 shut-off switch immediately and manually ventilate any patient on
a ventilator until the crisis is over.
Have fire extinguisher ready for use.
In the event of noxious smoke in the aircraft, wet any suitable items e.g. blankets with whatever
water available - (use from drinking water, to IV fluids) - and hand around for all in aircraft to
cover their faces.
The pilots will follow up on further emergency procedures and advise.
4.1.9 REPORTING OF FACILITY AND NAVIGATION AID INADEQUACIES(ECARAS 8.5.1.20)

(a) Each crewmember at East African Aviation shall report, without delay, any inadequacy or
irregularity of a facility or navigational aid observed in the course of operations to the person
responsible for that facility or navigational aid.
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4.1.10 REPORTING OF HAZARDOUS CONDITIONS (ECARAS 8.5.1.21)

(a) East African Aviation will report to the appropriate ATC facility, without delay and with
enough detail to be pertinent to the safety of other aircraft, any hazardous flight conditions
encountered en route, including those associated with meteorological conditions.
4.1.11 WEATHER / ENVIRONMENTAL

Ceiling / Visibility – refer organization operating limits for VFR and IFR limitations.
Ambient Temperature - Refer to Aircraft Operating Manual /POH
Icing – flight is permitted in known icing conditions if the necessary de-icing systems are
operational – see POH.
Wind –Limitations - Refer Aircraft Operating Manual / POH.
Thunderstorms and Severe Weather – these situations should be avoided unless
circumnavigation can be safely accomplished.
CHAPTER 5
5.0.1 AIRCRAFT OPERATING AND PERFORMANCE LIMITATIONS(ECARAS 8.7)
A. PERFORMANCE DATA CONTROL SYSTEM(ECARAS 9.3.1.14)
(a) East African Aviation has put in place a system approved by the Authority for obtaining,
maintaining and distributing to appropriate personnel current performance data for each aircraft,
route and airport that it uses.
(b) The system approved by the Authority shall provide current obstacle data for departure and
arrival performance calculations.
5.0.1.0 ALL EAST AFRICAN AVIATION AIRCRAFT (ECARAS 8.7.1)

5.0.1.1 GENERAL PROCEDURE
Operations must comply with ECARAS at all times.
The KING AIR-350 will be operated in accordance with the Pilot‘s Operating Handbook (POH)
except as specified in this section where minor procedural changes have been made.
IFR and night minima‘s will be those prescribed in the Civil Aviation Regulations (single engine
private operations). The Technical manager and / or the pilot in command, at their discretion,
may adopt criteria with greater margins than those legally required. The maintenance of a
common standard of cockpit procedures is essential and STANDARD CALLS should always be
made. (see appendices).
A strict STERILE COCKPIT policy should be adhered to when below FL 100. Pilots should
discontinue all non-flight specific activities, non-standard call-outs and phraseologies,
paperwork and non-pertinent radio calls.
5.0.1.1.1 APPLICABILITY (ECARAS 8.7.1.1)

(a) This Section prescribes the operating and performance limitations for all civil aircraft.
5.0.1.2 GENERAL(ECARAS 8.7.1.2)

(a) East African Aviation will not operate an aircraft that:-
(b) Exceeds its designed performance limitations for any operation, as established by the
ECAA.
(1) Exceeds the operating limitations contained in the aircraft flight manual, or its equivalent;
(2) Exceeds the terms of its certificate of airworthiness; or
(3) Exceeds the mass limitations, if applicable, imposed by the terms of its noise certification
standards, as contained in the applicable part of ICAO Annex 16, Volume I, unless otherwise
approved by the Authority.
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5.0.1.3 AIRCRAFT PERFORMANCE CALCULATIONS (ECARAS 8.7.2.3)

(a) East African Aviation ensures that the performance data contained in the AFM, POH
authorized source is used to determine compliance with the appropriate requirements of
Subpart 8.7.(b) When applying performance data, each person performing calculations will
account for all factors that significantly affect the performance of the aircraft configuration,
including, but not limited to, mass of the aero plane, the operating procedures, the pressure-
altitude appropriate to the elevation of the aerodrome, the ambient temperature, the wind, the
runway slope, and surface conditions of the runway i.e., environmental conditions, snow, slush,
water, ice, for landplanes, and the operation of any system or systems that may have an
adverse effect on performance.
(c) The factors described in subpart (b) of the aircraft performance calculations will be taken into
account directly as operations parameters or indirectly by means of allowances or margins,
which may be provided in the design performance limits or in the terms of the AOC in
accordance with which the aero plane is being operated.
5.0.1.4 GENERAL MASS AND OBSTRUCTION CLEARANCE LIMITATIONS (ECARAS

8.7.1.5)
(a) East African Aviation will not fly an aircraft without ensuring that the maximum allowable
mass for a flight does not exceed the maximum allowable takeoff or landing mass, or any
applicable en-route performance or landing distance limitations considering the:-
(1) Condition of the takeoff and landing areas to be used;
(2) Gradient of runway to be used
(3) Pressure altitude;
(4) Ambient temperature;
(5) Current and forecast winds; and
(6) Any known conditions (e.g., atmospheric and aircraft configuration) which may adversely
affect aircraft performance, or compliance with noise certification standards if required.
(b) East African Aviation may takeoff an aircraft at a mass that, assuming normal engine
operation, cannot safely clear all obstacles during all phases of flight, including all points along
the intended en-route path or any planned diversions.
5.0.1.5 AIRCRAFT USED IN COMMERCIAL AIR TRANSPORT(ECARAS 8.7.2)

5.0.1.5.1 APPLICABILITY(ECARAS 8.7.2.1)
(a) This Section prescribes aircraft performance and operating limitations for aircraft used at
East African Aviation.
5.0.1.6 GENERAL(ECARAS 8.7.2.2)

(a) East African Aviation operates aircraft engaged in commercial air transport and will comply
with the provisions of Section 8.7.2.
(b) The Authority may grant exemptions in accordance with Part 1 of these rules and standards,
from the requirements of Section 8.7.2 if special circumstances make a literal observance of a
requirement unnecessary for safety.
(c) Where full compliance with the requirements of Section 8.7.2 cannot be shown due to
specific design characteristics (e.g., seaplanes, airships, or supersonic aircraft), the operator will
apply approved performance standards that ensure a level of safety not less restrictive than
those of relevant requirements of this Section.
(d) East African Aviation may operate a single-engine aircraft or an aircraft type certificated for
operation by a single-pilot used for revenue passenger carrying operations unless that aircraft is
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continually operated in daylight, VFR, excluding over the top, and over routes and diversions
there that do not permit a safe forced landing to be executed in the event of an engine failure.
(1) Notwithstanding 8.7.2.2(d), the Authority may approve single-pilot operations in propeller
driven, turbine powered aircraft under , at night, or under IMC for aircraft certificated for a
maximum take-off weight of 5,700 kg or less and a maximum approved passenger seating
configuration of 9 or less, provided it meets the equipment requirements of Part 7.
(2) Notwithstanding 8.7.2.2(d)(1), the Authority may approve single-pilot operations in propeller
driven, turbine powered aircraft under IFR at night, or under IMC for aircraft certificated
maximum take-off weight of 5,700 kg or less with a passenger seating configuration of more
than 9 passengers if the aircraft is type certificated for operations by a single pilot, provided it
meets the equipment requirements of Part 7 and the Authority has authorized an exemption
from 8.7.2.2(d)(1) in the operators operations specifications. If such operations are to be
conducted outside Ethiopia, the Authority will have an arrangement with the States where
operations will be conducted.
(e) East African Aviation may operate a multi-engine aircraft used for revenue passengers
carrying operations that is unable to comply with any of the performance limitations of
subsections 8.7.2.4 through 8.7.2.8 unless that aircraft is continually operated:-
(1) In daylight;
(2) In VFR, excluding over the top operations; and
(3) At a mass that will allow it to climb, with the critical engine inoperative, at least 50 ft a minute
when operating at the MEAs of the intended route or any planned diversion, or at 5,000 ft
MSL, whichever is higher.
(f) Multiengine aircraft that are unable to comply with paragraph (e)(3) are, for the purpose of
this Section, considered to be a single engine aircraft and will comply with the requirements of
paragraph (d).
5.0.1.7 AIRCRAFT PERFORMANCE CALCULATIONS (ECARAS 8.7.2.3)

(a) East African Aviation may operate a single-engine aircraft in revenue passenger carrying
operations unless aircraft operated is continually operated in daylight, VFR over such routes
and diversions there from that permit a safe forced landing to be executed in the event of an
engine failure.
(1) Notwithstanding 8.7.2.3 (a), the Authority may approve single-engine operations in propeller
driven, turbine powered aircraft under IFR, at night, or under IMC for aircraft certificated for a
maximum take-off weight of 5,700 kg or less and a maximum approved passenger seating
configuration of 9 or less, provided it meets the equipment requirements of Part 7 (Adequacy of
Instruments and Equipment).
(2) Notwithstanding 8.7.2.2A (a)(1), the Authority may approve single-engine operations in
propeller driven, turbine powered aircraft under IFR at night, or under IMC for aircraft certificated
maximum take-off weight of 5,700 kg or less with a passenger seating configuration of more
than 9 passengers if the aircraft is type certificated for operations by a single pilot, provided it
meets the equipment requirements of Part 7 and the Authority has authorized an exemption
from 8.7.2.2A (a)(1) in the operators operations specifications. If such operations are to be
conducted outside the State, the State will have an arrangement with the States where
operations will be conducted
(b) East African Aviation will operate single-engine turbine-powered aero planes at night and/or
in IMC unless the airworthiness certification of the aero plane is appropriate and acceptable to
the Authority and that the overall safety of the operation is consistent with commercial air
transportation operations as provided by:
(3) The reliability of the turbine engine;
(4) The operator‘s maintenance procedures, operating practices, flight dispatch procedures;
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(5) Crew training programs; and

(6) Equipment and additional requirements provided in accordance with paragraph (d)
(c) East African Aviation will operate a single-engine turbine-powered aero plane at night and/or
in IMC unless the aero plane has an engine trend monitoring system, and those aero planes for
which the individual certificate of airworthiness is first issued on or after 1 January 2005 will
have an automatic trend monitoring system.
(d) See IS: 8.7.2.2A for additional airworthiness and operational requirements applicable to the
operation of single-engine turbine-powered aero planes at night and/or in IMC with respect to:
(7) Turbine engine reliability
(8) Systems and equipment
(9) Minimum equipment list
(10) Flight manual information
(11) Event reporting
(12) Operator planning
(13) Flight crew experience, training and checking
(14) Route limitations over water
(15) Operator certification or validation
(e) East African Aviation may operate a multi-engine aircraft used for revenue passengers
carrying operations that is unable to comply with any of the performance limitations of
subsections 8.7.2.4 through 8.7.2.8 unless that aircraft is continually operated—
(16) In daylight;
(17) In VFR, excluding over the top operations; and
(18) At a mass that will allow it to climb, with the critical engine inoperative, at least 50 ft a
minute when operating at the MEAs of the intended route or any planned diversion, or at
5,000 ft MSL, whichever is higher.
(f) Multiengine aircraft that are unable to comply with paragraph (e) (3) are, for the purpose of
this Section, considered to be a single-engine aircraft and will comply with the requirements of
paragraph (a).
5.0.1.8 TAKEOFF LIMITATIONS(ECARAS 8.7.2.4)

(a) East African Aviation will not fly an airplane for commercial air transport unless the following
requirements are met when determining the maximum permitted take-off mass:
(1) The takeoff run will not be greater than the length of the runway.
(2) For turbine-powered aero planes:-
(i) The takeoff distance will not exceed the length of the runway plus the length of any clearway,
except that the length of any clearway included in the calculation will not be greater than 1/2 the
length of the runway; and
(ii) The accelerate-stop distance will not exceed the length of the runway, plus the length of any
stop-way, at any time during takeoff until reaching V1.
(3) For piston-engined aero planes:-
(i) The accelerate-stop distance will not exceed the length of the runway at any time during
takeoff until reaching V1.
(4) If the critical engine fails at any time after the aero plane reaches V1, to continue the takeoff
flight path and clear all obstacles either:-
(i) By a height of at least 9.1 m (35 ft) vertically for turbine-powered aero planes or 15.2 m
(50 ft) for piston-engined aero planes; and
(ii) By at least 60 m (200 ft) horizontally within the aerodrome boundaries and by at least 90 m
(300 ft) horizontally after passing the boundaries, without banking more than 15 degrees at any
point on the takeoff flight path.
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5.0.1.9 EN ROUTE LIMITATIONS- AIR PLANE—ALL ENGINESOPERATING

(ECARAS 8.7.2.5)
(a) East African Aviation may not take off a piston-engined airplane used in commercial air
transport at a mass that does not allow a rate of climb of at least 6.9 Vso, (that is, the number of
feet per minute obtained by multiplying the aero plane‘s minimum steady flight speed by 6.9)
with all engines operating, at an altitude of at least 300 m (1,000 ft) above all terrain and
obstructions within ten miles of each side of the intended track.
5.0.1.9.1 EN ROUTE LIMITATIONS—ONE ENGINE INOPERATIVE (ECARAS 8.7.2.6)

(a) Air plane: East African Aviation will not take off an air plane used in commercial air transport
having two engines unless that air plane can, in the event of a power failure at the most critical
point en-route, continue the flight to a suitable aerodrome where a landing can be made while
allowing:-
(1) For piston-engined airplanes:-
i) At least a rate of climb of 0.079 - (0.106/number of engines installed) Vso(when Vso is expressed
in knots) at an altitude of 300 m (1,000 ft) above all terrain and obstructions
within 9.3 km (5 nm), on each side of the intended track; and (ii) A positive slope at an altitude
of at least 450 m (1,500 ft) above the aerodrome where the air plane is assumed to land.
(2) For turbine-powered transport category air planes:-
(i) A positive slope at an altitude of at least 300 m (1,000 ft) above all terrain and obstructions
within 9.3 km (5 nm), on each side of the intended track;
(ii) A net flight path from cruising altitude to the intended landing aerodrome that allows at least
600 m (2,000 ft) clearance above all terrain and obstructions within 9.3 km (5 nm),
on each side of the intended track; and
(iii) A positive slope at an altitude of at least 450 m (1,500 ft) above the aerodrome where the air
plane is assumed to land;
(b) Helicopter. East African Aviation shall not take off a helicopter used in commercial air
transport having two engines unless that helicopter can, in the event of the critical engine failing
at any point in the en route phase, continue the flight to the destination or alternate landing site
without flying below the minimum flight altitude at any point and clearing all obstacles in the
approach path by a safe margin.
5.0.1.10 EN ROUTE LIMITATIONS—TWO ENGINES INOPERATIVE (ECARAS 8.7.2.7)

(a) Air plane: East African Aviation may not takeoff an air plane used in commercial air transport
having three or more engines at such a mass where there is no suitable landing aerodrome
within 90 minutes at any point along the intended route (with all engines operating at cruising
power), unless that airplane can, in the event of simultaneous power failure of two critical
engines at the most critical point along that route, continue to a suitable landing aerodrome
while allowing:-
(1) For turbine-powered airplanes:-
(i) A net flight path (considering the ambient temperatures anticipated along the track) clearing
vertically by at least 600 m (2,000 ft) all terrain and obstructions within 9.3 km (five nautical
miles) on each side of the intended track;
(ii) A positive slope at 450 m (1,500 ft) above the aerodrome of intended landing; and
(iii) Enough fuel to continue to the aerodrome of intended landing, to arrive at an altitude of at
least 450 m (1,500 ft) directly over the aerodrome, and thereafter to fly for 15 minutes at cruise
power.
(2) For piston-engined airplanes:-
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(i) A rate of climb at 0.013 Vso feet per minute (that is, the number of feet per minute is obtained
by multiplying the number of knots squared by 0.013) at an altitude of 300m
(1,000 ft) above the highest ground or obstruction within 18.6 km (10 nautical miles) on each
side of the intended track, or at an altitude of 1,500 m (5,000 ft), whichever is higher; and(ii)
Enough fuel to continue to the aerodrome of intended landing and to arrive at an altitude of at
least 300 m (1,000 ft) directly over that aerodrome.
(b) Helicopters. No person shall takeoff a Class 1 or Class 2 helicopter used in commercial air
transport having three or more engines unless that helicopter can, in the event of two critical
engines failing simultaneously at any point in the en route phase, continue the flight to a suitable
landing site.
5.0.1.11 LANDING LIMITATIONS (ECARAS 8.7.2.8)

(a) Air plane. East African Aviation may not take off an air plane used in commercial operations
unless its mass on arrival at either the intended destination aerodrome or any planned alternate
aerodrome would allow a full stop landing from a point 50 ft above the intersection of the
obstruction clearance plane and the runway, and within:-
(1) For turbine-powered air planes, 60 percent of the effective length of each runway.
(2) For piston-engined airplanes, 70 percent of the effective length of each runway.
(b) For the purpose of determining the allowable landing mass at the destination aerodrome,
each person determining the landing limit shall ensure that:-
(1) The airplane is landed on the most favorable runway and in the most favorable direction in
still air; or
(2) The airplane is landed on the most suitable runway considering the probable wind velocity
and direction, runway conditions, the ground handling characteristics of the airplane, and
considering other conditions such as landing aids and terrain.
(c) A turbine-powered transport category airplane that would be prohibited from taking off
because it could not meet the requirements of paragraph (a)(1), may take off if an alternate
aerodrome is specified that meets all the requirements of paragraph (a).
(d) Helicopters. No person may take off a helicopter used in commercial air transport unless,
with all engines operating on arrival at the intended destination landing site or any planned
alternate landing, it can clear all obstacles on the approach path and can land and stop within
the landing distance available.
(e) Helicopters. East African Aviation may not take off a helicopter used in commercial air
transport unless, in the event of any engine becoming inoperative in the approach and landing
phase on arrival at the intended destination landing site or any planned alternate landing, it
can:-
(1) For Class 1 helicopters:-
(i) Before the landing decision point, clear all obstacles on the approach path and be able to
land and stop within the landing distance available or to perform a balked landing and clear all
obstacles in the flight path by an adequate margin; or(ii) After the landing decision point, land
and stop within the landing distance available.
(i) Before reaching a defined point before landing, safely execute a forced landing within the
landing distance available.
(i) Safely execute a forced landing within the landing distance available.
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5.0.2 CREW.
The aircraft will be flown by two crewmembers; the duty pilot will approve exceptions to this rule.
The aircraft may be flown by a single-pilot, if the pilot is in the full time employment of East
African Aviation or approved by the Technical Manager or designate.
When the aircraft is being flown by two crewmembers one will act as the Pilot in Command and
one will act as a co-pilot. East African Aviation will appoint command pilots.
When two captains are flying the aircraft, the one will act as the Pilot in Command..
The duties and responsibilities of the Pilot Non-Flying (PNF) will, in addition to items specified
on the normal checklist, include:
Doing the radio work and tuning communication and navigation radios when appropriate and
requested by the Pilot Flying (PF).
Making changes to the Flight Director settings when appropriate and requested by the PF.
Maintaining the in-flight navigation log and flight documentation.
Reading the normal checklist when appropriate and requested by the PF.
Reading the emergency checklist when appropriate and requested to by the PF.
Flying the aircraft when requested by the PF and making configuration changes when requested
by the PF.
Monitoring the actions of the PF and making appropriate suggestions and comments regarding
any safety issues affecting the flight.
Assist the PIC with routine tasks and duties when required by the PF.
Operational flights may be undertaken with a training captain and student on board.
If circumstances require, pilots other than the full time pilots may be used with the approval of
the Chief Pilot.
Minimum requirements for Appointment of Flight Crew are listed in the East African Aviation part
D. All East African Aviation flight crew appointed are required to undergo regular route checks
by one of the East African Aviation approved flight instructors. They are also required to
complete the instrument renewal flight test in one of the East African Aviation aircraft they are
appointed to fly. In addition to the re-currency and annual flight test these crew may use the
aircraft for 1.5 hours training every 6 months in order to maintain the required currency for day
and night flying. All training flights must be approved in advance by the Chief Flight Instructor or
designate. Should a pilot do a renewal flight in another aircraft other than King air 350, then the
pilot should conduct re-currency training with an East African Aviation appointed instructor, or
conduct another flight test in the King Air-350. Exceptions to the aforementioned must be
approved by the CFI or designate.
Recency Requirements for KING AIR-350 Pilots are as per the East African Aviation part D.
All flight crewmember training will comply with the requirements of the Civil Aviation
Regulations.
5.1 PERFORMANCE DATA – NORMAL OPERATIONS.

5.1.0 PERFORMANCE PLANNING MANUAL (ECARAS 9.3.1.13)
(a) The company has provided for the use of the flight crew members and persons assigned
operational control functions during the performance of their duties, a performance planning
manual acceptable to the Authority.
(b) The performance planning manual shall be specific to the aircraft type and variant and shall
contain adequate performance information to accurately calculate the performance in all normal
phases of flight operation.
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5.1.0.1 TAKE-OFF, DEPARTURE AND CLIMB

After Vr allow airspeed to accelerate, gear up at 200ft (or past the point where landing back on
the runway is possible, if this is later) and flap up at an airspeed >100KIAS and 400 ft AAL. The
Yaw Damper must also be engaged after gear is up. Allow aircraft to accelerate to climb speed
(either 120kts maximum rate, which is recommended for night and IFR departures, or a cruise
climb speed). Minimum autopilot engagement height is 1000ft AGL. Select climb power as per
limitations.
To increase engine life, maximum climb power settings recommended are:
Torque 36.95 psi
ITT 720ºc
5.1.0.2 CRUISE Refer to KING AIR-350 power setting table. For increased engine life
maximum cruise power settings are:
Torque/NG As per cruise tables however;
ITT 720ºc Max
In order to reduce the risk of ice ingestion to the engine, the inertial separator must be opened
in heavy precipitation and / or in the vicinity of clouds (OAT of 50º C or less).
As a precautionary measure the inertial separator should also be opened as a normal procedure
on the descent.
5.1.0.3 DESCENT
Descent procedures for normal descent as per normal checklist. In the event of engine failure,
as a rule of thumb, the aircraft will reach any suitable landing area within a distance of twice the
altitude in thousands with mean headwinds up to 25 kts. This should always be a consideration
when planning a descent, particularly when descending over water, at night or over poor terrain,
refer to the procedures in the checklist.
5.1.0.4 CIRCUITS
Circuit procedures are as follows: (NB: Always read the Before Landing Checklist before
landing).
5.1.0.5 NORMAL CIRCUIT

Pre-landing checks completed. (Open inertial separator if landing on unsealed strip).
Flight instruments set up as required.
Enter circuit at 140-160 KIAS.
Extend flap App.
Downwind, extend landing gear and reduce speed to 120 KIAS.
Reduce speed to 110 KIAS on the base leg (flap as required).
Extend flap as required to commence final approach at 100 KIAS.
Reduce speed by flap / power to threshold speed, AOA speed bug centered.
5.1.0.6 FLAPLESS CIRCUIT

As for normal circuit except speeds approximately + 20 KIAS.
On final approach reduce speed by power to threshold speed, 118 KIAS depending on weight
5.1.0.7 GLIDE CIRCUIT

Enter downwind abeam the upwind end of the runway 2000 feet AGL; flap APP, 33 psi Tq, 110
KIAS, 700-feet/minute rate of descent.
Abeam one third into runway at 1500 feet AGL extends the landing gear.
Use flaps as required, turn to land on runway.
15
At threshold AOA bug centered.
5.1.0.8 APPROACHES
As for other aircraft, pre-arrival planning and flight instrument set-up is essential in the
approach/landing phase. This is even more critical in the KING AIR-350 with the increased
capability and subsequent complexity of the EFIS. Standard approach briefing and call outs
during the approach must be used. Typical procedures are as follows: (See Appendix to this
Annexure)
5.1.0.9 NDB/VOR APPROACH

Pre-landing checks completed.
Flight instruments set up for approach.
Enter holding pattern/sector entry at 140-170 KIAS.
Extend flap App.
Commencing the approach, reduce speed to 120 KIAS.
Extend landing gear on commencing descent within 5 degrees of inbound radial or QDM, or as
appropriate.
Final Approach Track. Use flaps as required and adjust power to reduce speed to 100 KIAS.
Read the before landing checklist.
Circling Approach. Maintain maneuvering speed for the flap setting. (Cat A maneuvering based
on 100 KIAS).
5.1.0.10 ILS APPROACH

Pre-landing checks completed.
Flight instruments set up for approach.
Enter holding pattern/sector entry at 140-170 KIAS
½ scale before intercepting glide slope, extend landing gear (always!) and flap Ap when Glide
Slope captured.
Speed as required in descent.
Runway approach. Extend flaps as required depending on conditions. If marginal, maintain flaps
App until DA.
Read the Before Landing checklist.
Circling approach. Maintain maneuvering speed for the flap setting. (Cat A maneuvering, 100
KIAS)
5.1.0.11 STABILIZED APPROACHES

DEFINITION
An approach is stabilized only if all the criteria in company standard operating procedures (SOPs) are
met before or when reaching the applicable minimum stabilization height. Un stabilized approaches are
frequent factors in Approach-and- Landing Accidents including those involving controlled Flight into
Terrain (CFI).
• Plan;
• Prepare; and,
• Conduct a stabilized approach.
Note: Flying a stabilized approach that meets the recommended criteria discussed below does not
preclude flying a delayed- flaps approach (also referred to as a decelerated approach) to comply with air
traffic control (ATC) instructions.
The following minimum stabilization heights are recommended to achieve a stabilized approach:
 1,000 feet above airport elevation in instrument meteorological conditions (IMC); or,
 500 feet above airport elevation in visual meteorological conditions (VMC).
16
 At the minimum stabilization height and below, a call should be made by the pilot not flying
(PNF) if any flight parameter exceeds criteria below:
STABILIZED APPROACH
A stabilized approach is one in which the aircraft maintains a predetermined speed and configuration a
stabilized approach begins at a predetermined point (for example, an outer marker). Beyond this point,
the aircraft is “in the window” or “on speed” and properly configured including aircraft configuration,
speed, minimum power settings, and vertical speed, etc.
A stabilized approach for an ILS approach is.
At 1000‘ above the landing threshold,
Within half scale of localizer and glide slope deviation from center.
Speed between 100 KIAS and Vapp. (84 KIAS with flap land).
Aircraft configured for landing (landing flap, gear down).
Vertical speed of less than 800 feet per minute.
If not able to comply with the above criteria, commence a go-around as described below and
follow the published missed approach procedure. This is a non-punitive process and is
recognized by the organization.
Recommended Elements of a Stabilized Approach

All flights must be stabilized by 1,000 feet above airport elevation in instrument meteorological
conditions (IMC) and by 500 feet above airport elevation in visual meteorological conditions
(VMC). An approach is stabilized when all of the following criteria are met.
1. The aircraft is on the correct flight path;
2. Only small changes in heading /pitch are required to maintain the correct flight path;
3. The aircraft speed is not more than VREF + 20 knots indicated airspeed and not less than VREF;
4. The aircraft is in the correct landing configuration
5. Sink rate is no greater than 1,000 feet per minute; if an approach requires a sink rate greater
than 1,000 feet per minute, a special briefing should be conducted;
6. Power setting is appropriate for the aircraft configuration and is not below the minimum power
for approach as defined by the aircraft operating manual;
7. All briefings and checklists have been completed;
8. Specific types of approaches are stabilized if they also fulfill the following: instrument landing
system (ILS) approaches must be flown within one dot of the glide-slope and localizer; a
Category II or Category III ILS approach must be flown within the expanded localizer band;
during a circling approach, wings should be level on final when the aircraft reaches 300 feet
above airport elevation; and,
9. Unique approach procedures or abnormal conditions requiring a deviation from the above
elements of a stabilized approach require a special briefing.
An approach that becomes Un-stabilized below 1,000 feet above airport elevation in IMC or
below 500 feet above airport elevation in VMC requires an immediate go-around.
5.1.0.12 GO AROUND PROCEDURE (ILS)

Pilot declares, <GOING AROUND, Go Around Power, Go Around Attitude, Flaps App, Positive
Rate of Climb, Gear Up>. (Pushes Go Around on the PCL, moves PCL to maximum torque/ITT
limit, rotates the aircraft into the Go Around attitude, selects flap App and with positive rate of
climb… gear up).
Selects HDG, Yaw Damper and Altitude Arm and declares, <HDG & YAW DAMPER Green,
ALT White>(all on EADI).
17
At acceleration altitude and speed >100 KIAS declares, <Acceleration Speed, flaps 0>, and
selects flaps 0 and accelerates to Vy.
NOTE: From 1000 AAL the pilot can select autopilot, IAS and declare, <AP and IAS
green>(EADI) and then make radio calls and read the after take-off checklist.
5.1.0.13 A STABILIZED APPROACH FOR A VISUAL APPROACH :

At 500‘ above the landing threshold,
Within 10° of runway center line.
Heading within 20° of runway heading.
On correct ―glide‖ path i.e. ± 300 ft altitude per 1 nm from the landing threshold (use PAPI‘s
when available).
Speed between 100 KIAS and Vapp.
Aircraft configured for landing (landing flap, gear down).
Vertical speed less than 800 feet per minute (500 fpm for night landings at VFR airfields).
If not able to comply with the above criteria, commence a go-around as described below, join
the circuit to position for final approach.
5.1.0.14 GO AROUND PROCEDURE VA

Pilot declares, <GOING AROUND, Go around Power, Go Around Attitude, Flaps 15,
Positive Rate of Climb, Gear Up>. ( pushes Go Around on the PCL, moves PCL to maximum
torque/ITT limit, rotates the aircraft into the Go Around attitude, selects flap app and with
positive rate of climb… gear up).
Selects HDG, Yaw Damper and Altitude Arm and declares, <HDG & YAW DAMPER Green,
ALT White>(all on EADI).
5.1.0.15 FLIGHT PROCEDURES – ABNORMAL OPERATIONS

Procedures as specified in the Emergency Procedures Section of the POH are to be followed.
(Phase 1 Recall items are appended to this SOP). Basic actions following an abnormal
operation are:
i) control/fly the aircraft
ii) complete Phase 1 (Recall items)
iii) decision
iv)refer to check list to:
v) confirm Phase 1 checks are completed, and vi)complete additional checklist items.
5.1.0.16 POST FLIGHT PROCEDURES

Fuel to be added must be calculated to bring the fuel level to the base norm. All flight folios and
documentation to be completed, aircraft secured.
5.1.0.17 STANDARD PROCEDURES FOR EFIS AND FLIGHT DIRECTOR SETTINGS FOR
KING AIR -350
Take Off
Press Go-Around (GA) on LHS of PCL.
Press HDG on Flight Director (FD) mode controller.
Set and Arm altitude on Altitude pre-selector.
Set heading bug on runway heading.
18
Set course bar on departure radial.

Briefing
(BOLD typing only)
Brief the departure.
This will be my (Pilot) take off on runway (heading).
Rotate speed is 80 knots, however if we have to stop before rotate, I will close the power lever
to ground idle while simultaneously applying the brakes and reverse thrust if required and
available.
Acceleration Altitude is (400 ft AAL) and speed is 100 KIAS (for flap retraction and
acceleration to Vy or V cruise climb)
If a malfunction occurs after rotation and the undercarriage is still down we will land
straight-ahead using flap as required.
If the undercarriage is up, I will select gear down, press N ESSN bus override and land
straight ahead using flap as required. >
NOTE:
The flight path to be followed after take-off will be at the discretion of the Captain.
An appropriate let down plate will always be available for an emergency return.
A full Rejected Take-off (RTO) briefing must be done on the first sector of the particular
crewmember. Once both crewmembers have had the chance to brief for the day, the words
<STANDARD BRIEFING>may be used on subsequent takeoffs. The departure briefing will
always be briefed to ensure correct set up.
5.1.0.18 CLIMBAND DESCENT
During climb and descent at 1000 feet to leveling off, when the altitude alert chimes, the pilot will
confirm that the aircraft is in fact 1000 feet above or below the selected altitude and that the
altitude select is armed. The pilot will then declare <1000 feet to go, ALT white>(on EADI
display). At altitude capture he/she will declare <ALTC green>.At altitude hold he/she will
declare <ALT green>.
When resetting altitude on the pre-select the pilot will declare the new altitude and confirm the
altitude select is armed by saying e.g. <Level 240 set, ALT white>.
5.1.0.19 ILS APPROACH

In order to standardize, the ILS will be flown as follows:
NOTE: The following describes a vectored approach after the intercept heading has been given
to the pilot and the aircraft has been cleared for the ILS approach. Alternatively, it describes a
non-monitored approach following the inbound turn back to the facility with a level sector before
glide slope intercept.
At this point the ILS frequency must be selected, the course bar set to the inbound track and the
APPROACH mode armed on the auto-pilot/flight director mode controller. The pilot must then
declare <LOC White>. (on EADI)
Note: During a vectored approach the pilot may select the ILS frequency and course bar to the
inbound track at any point before the approach clearance at his/her discretion. However when
cleared for the approach the ILS frequency and course bar must be selected.
When localizer needle movement detected, <Localizer Alive….LOC Green (EADI), Set
Runway Heading, GS White (EADI)>.
When glide slope movement detected, <Glide Slope Alive>.
19
When glide slope centered, <Glide Slope Green, Gear Down, Flaps 150, Set missed
approach altitude>.
At the final approach point, <Outer Marker/DME…Feet, Instruments and Altimeters Cross
Checked,.
At 500 ft above the threshold, <500 ft in the slot/or call deviation.
At 100 ft above decision altitude, <100 ft to minima>.
At decision altitude, <Landing OR GOING AROUND>.(If landing, Auto-Pilot/Yaw Damper off,
Re-trim rudder.)
Flap selection at Decision Height is at the pilot’s discretion depending on ATC requirements and pilots
own level of experience/comfort with the aircraft. More than of flap App is prohibited with the
autopilot engaged.
A similar procedure is used for the VOR and NDB approaches except that next descent altitude
is set AFTER <ALT GREEN>call. The missed approach altitude will only be set once the MDA
has been reached.
5.1.0.20 GO AROUND
Pilot declares, <GOING AROUND, Go Around Power, Go Around Attitude, Flaps app,
Positive Rate of Climb, Gear Up>. (pushes Go Around on the PCL, moves PCL to maximum
torque/ITT limit, rotates the aircraft into the Go Around attitude, selects flap App and with
positive rate of climb… gear up).
Selects HDG, Yaw Damper and Altitude Arm and declares, <HDG&YAW DAMPER Green, ALT
White>(all on EADI).
5.1.0.21 KING AIR-350 ENGINE FAILURE PROCEDURES AND PLANNING

General Considerations
5.1.0.22 GLIDE PERFORMANCE

The optimum KING AIR-350 gliding speeds for best range in still air and engine feathered are
as follows:
Config Flap Gear Glide Nm/100 4500kg 4100kg 3600kg 3100k

Ratio 0ft
Clean 0 Up 1:15 2.45 114kts 110kts 103kts 96kts
Take Off App Down 1:10.5 1.72 99kts 95kts 89kts 83kts
Landing Land Down 1:8 1.29 83kts 80kts 75kts 70kts
Refer Flight Manual Section 5 Performance Fig 5-53 (Page 5-72). These best speeds in still air
correspond closely to 1.3Vs, which is effectively the center dot on the EADI angle of attack
indicator.
20
5.1.0.23 HEADWIND
Headwinds decrease range. Into a headwind, for best range increase glide speed by half of
headwind component at that altitude. Adjust as the wind changes with altitude. (For example at
8400lbs, for a headwind component of 60 knots, glide at 106 plus half of 60, or 136 kts.) While
the overall range achievable will be much less than for still air, at lower altitudes this correction
will be very close to the optimum gliding into wind. The effect is relatively small in headwinds
below about 40 kts, but has a significant effect on the short ranges achievable in very strong
headwinds. (For example, at 9000lbs from 15,000 ft, still air range at 110 kt is 36 nm; with 60 kts
headwind, range at 110 kts is reduced to 16nm. Allowing for wind by gliding at 140 kt, range
improves by 4nm to 20 nm.)
5.1.0.24 MINIMUM ENERGY

If a crash landing is unavoidable, energy which will be absorbed by twisting metal, etc
proportionally determines the degree of airframe damage. For optimum survivability, the energy
level of the aircraft needs to be low. Energy is a function of ground speed squared, which is a
function of airspeed and wind. At minimum IAS (flap Land configuration), flight directly into the
wind to achieve minimum groundspeed will provide the optimum condition.
5.1.0.25 TURNING
Bank will reduce the stall margin and glide performance, and increase the rate of decent. At
high bank angles, these detrimental effects outweigh the benefits of higher rates of turn and
smaller turning radii. At best glide speeds, 30 degrees bank is a good compromise.
5.1.0.26 FLAP RUNNING SPEED

Flap movement from 0 to Flap App is very slow, and should be selected in ample time to ensure
that the slow running does not delay achievement of the higher flap settings (and higher drag
when needed).
5.1.0.27 GEAR
After an engine failure the Non Essential Bus will be off line, and hence power to the hydraulic
system will not be immediately available. Gear free-fall into the down position will take
significantly longer than normal extension, up to 30 seconds. If time permits, this can be
assisted by selecting the Non-Essential Bus to Override, or by using the hand pump. VMC.
5.1.0.28 PROCEDURES
Engine Failure After Takeoff
5.1.0.29 NORMAL TAKE-OFF

There is no need to be hasty with gear and flap retraction. 200 ft is appropriate for gear (or past
the point where landing back on the runway is possible, if this is later), and 400 ft for flap. The
Takeoff Safety Brief is to consider contingencies, wind and forced landing areas.
5.1.0.30 ENGINE FAILURE BEFORE FLAP RETRACTION (BELOW 400 FT)

Action the emergency procedure, select a landing area, leave flap App initially, lower gear and
select additional flap at the appropriate points. The landing area will generally need to be within
45 degrees from initial heading if below 200 ft, around to abeam at 400 ft. If it is a sensible
option, turn into the wind.
21
5.1.0.31 ENGINE FAILURE AFTER FLAP RETRACTION BELOW 1000 FT

Action the emergency procedure, select a landing area, consider selecting flap App early (due
run time, and to increase stall margin in turns), lower gear and select additional flap at the
appropriate points. The landing area could be anywhere to the forward or sides of initial failure
heading (which may allow a return to the field if the departure turn was advanced at the point of
failure). If it is a sensible option, turn into the wind.
5.1.0.32 ENGINE FAILURE AFTER 1000 FT AGL

Action the emergency procedure, commence or a continue 30 degree bank turn back to the
departure runway or an oblique cross runway, select flap App as soon as the runway can be
reached, lower gear and additional flap at the appropriate points. If a turn has not been
commenced, turn preference is into the wind in order to minimize deviation from the runway
centerline and the degree of turn reversal subsequently needed to line up with the runway.
Close to 1,000 ft, the turn must be commenced without delay. If taking off into a strong
headwind, flap App needs to be selected as early as reasonable, otherwise the slow initial flap
movement may result in a high speed downwind landing.
5.1.0.33 TURN BACK IN STRONG WINDS

In a strong wind, while it may be easier to get back to the airfield from a 1,000 ft turn back, it will
be more difficult to line the aircraft up on the runway and land without over-running the far end,
and the landing speed will be very high due to the tailwind. Under such circumstances, it may be
more prudent to land into wind if a suitable forced landing area exists into wind.
5.1.0.34 CLIMB
Once past 1,000 ft AGL in the climb, the aircraft will usually be able to return to the departure
airfield, and in most circumstances, be in a position to conduct a full or modified forced landing
pattern.
5.1.0.35 ENGINE FAILURE EN-ROUTE OR AT HIGHER ALTITUDES

Action the emergency procedure, convert speed to height (10 degrees nose up until glide speed
achieved), turn as necessary and glide to the selected landing field at best glide speed. Shed all
unnecessary electrical loads, aiming for 40 amps battery drain as absolute maximum. This will
provide 30 minutes with an 80% capacity battery. If electrical power is lost, flaps will be frozen,
and their frozen position will determine the landing speed. If loss of power is imminent and if
glide distance is not critical, lower flap App early.
Depending on airframe condition, cabin rate of climb after ECS loss should not be higher than
2,000 fpm, which will allow plenty of time to don oxygen masks. Prior to cabin pressure altitude
rising to above 10,000 ft, crew must don masks (sunglasses and headsets off first). Passengers
don masks at 14,000 ft. If readily available, passengers can use medical oxygen. With full
aircraft oxygen and three people breathing from this source, there is sufficient aircraft oxygen for
a glide descent from maximum altitude. Oxygen pressure must be monitored.
As the aircraft descends, passengers can come off aircraft oxygen at 14,000 ft and the crew at
10,000 ft. If a suitable field is very close, or if oxygen supply approaches exhaustion
before10,000ft, a higher rate of descent should be established. Care should be exercised in
lowering the gear to increase descent rate as normal in an emergency descent, because if there
is a subsequent need for gear retraction, the high current drain will massively reduce battery
endurance.
5.1.0.36 AUTO-PILOT
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The autopilot may be left engaged. Select GA on the Flight Director (left Button on Power Lever)
to establish a climb to convert speed to height, engage HDG mode and select heading, and
capture IAS when best glide speeds reached. Deselect ALT, otherwise the aircraft will try to
level when again reaching the failure altitude.
5.1.0.37 ENGINE RESTART ATTEMPTS

Do not rush into attempting to restart the engine. Consider what may have caused the failure,
and assess the chances of a restart. If gliding range is not a problem, accelerate to the amid
speed in the relight envelope and wait until a lower altitude, preferably 10,000 ft. Manage
battery power carefully – each start attempt will dramatically diminish an already limited battery
capacity (refer 2.2.1. above).
5.1.0.38 GLIDING RANGE

As a rule of thumb, the aircraft will reach any suitable landing area within a distance of twice the
height in thousands, in mean headwinds up to 25 kts. Suitable landing areas within this distance
should be considered first. (For example, if passing FL220, initial consideration should be
airfields within 44 nm.) If the mean headwind is 50 kts, range is reduced to 1.5. times the height
in thousands. If the headwind is greater than 50 kts, selecting a field in the downwind of the
aircraft‘s position would generally be more prudent.
5.1.0.39 JUDGMENT
With long gliding distances in marginal circumstances, it can be difficult to judge whether the
destination will be reached, and as the glide could be in excess to 20 minutes, this can lead to
anxiety and possibly a poor decision. Two methods are suggested if such confirmation is
required:
Noting the GPS distance against height when established on the glide, then proportioning to
determine required profile.
When the destination is in sight, whether or not it is in range can be gauged by noting exactly
where in the windshield the airfield appears, by reference to windshield structure or dirt. During
a subsequent stable glide, vertical movement of the position of the field in the windshield
relative to the originally noted position will indicate overshoot or undershoot.
5.1.0.40 FORCED LANDING PLANNING

Refer para.2.4 for procedures which can be applied for crossing a body of water, poor terrain or
at night, to ensure that gliding to a suitable emergency field remains possible.
VMC Forced Landing Pattern
5.1.0.41 SPIRAL DESCENT
Over the airfield, establish a spiral descent aiming to be over the low key point (abeam the
touchdown point) at odd thousands plus 500 ft elevation (i.e. 1,500 ft, 3,500 ft, 5,500 ft etc).
Refer Figure 1. The high key point will be the other side of the landing field, but much closer in,
and should be achieved at even thousands plus 500 ft (i.e. 2,500 ft, 4,500 ft etc). Approximately
20-degree bank will result in the 2000 ft loss per turn required to maintain the spiral. To correct
the spiral heights, tighten the turn if a little low, or if high roll out in the landing direction until half
the excess height is lost, then turn.
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5.1.0.42 ARRIVAL
If arrival overhead is above 6,000 ft elevation, do not try to join the spiral until around 6,000 ft
elevation as judgment of ground position is too difficult above this height. If arriving below 6,000
ft, aim to join at an appropriate point. If very low, joining the pattern could be as late as the final
turn, i.e. some point between low key and the runway.
5.1.0.43 LOW KEY TO LANDING

When over or past low key at around 1,500 ft, select flap 15, and then select gear and
flap as appropriate during the base turn or on final approach. The initial aim point should
be 1/3 down the landing field, and can be brought closer to the boundary once reaching
the aim point is assured. If high on final approach, with full flap and gear down, use of a
higher speed and sideslip may be appropriate to adjust the glide path and aim point.
5.1.0.44 NORMAL DESCENT PLANNING

Normal Descent.
The profile of the normal descent will need to take into account engine failure contingencies. If
the terrain has ample forced landing areas, then the normal 3nm per 1,000 ft profile should be
used, subject to weather and patient considerations. 20 psi generally works well, and reducing
to 5 psi at 5,000 ft will slow the aircraft to circuit speed by arrival. However, if the flight path is
over water, then a descent profile that guarantees gliding to a suitable landing area must be
planned. A similar procedure should also be applied if over poor terrain or at night.
5.1.0.45 PLANNING FOR A FORCED LANDING
Between two suitable emergency landing fields, there will be a central position and
corresponding minimum altitude from which either point can be reached, in the prevailing
weather conditions. This is referred to as the Equal Glide Point (EGP), for want of a better
name.
5.1.0.46 NORMAL DESCENT PLANNING
If using an EGP method on descent over water, poor terrain or at night, a suitable emergency
landing site prior to the area to be avoided will need to be nominated as Point A, and the
destination will be Point B. The speed to height procedure converts speed energy into between
2 and 5 miles of forward travel (depending on wind). A point called the Descent Step is therefore
established to take advantage of the speed to height procedure in case of a failure, and also
keep the descent profile as flat as possible for a normal descent. In normal procedures, the
aircraft should not descend below the EGP height until past this Descent Step. In practice, this
may mean leveling at EGP height until reaching the Descent Step. (With less than a 25 kt
tailwind, the normal 3nm / 1000 ft profile may not allow a glide to destination, and leveling at
EGP height until the Descent Step will ensure that either the destination or Point A can always
be reached). Refer to Figure 3 below.
Once past the Descent Step on a normal descent, the profile from the Descent Step should be
maintained to the destination. If visual and at lower altitudes, this is best accomplished by
judgment. Otherwise, a descent calculator should be used with the following ratios:
EGP Height = Height To Descend = Rate Of Descent/60
EGP Distance to Go Ground Speed.
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5.1.0.47 ENGINE FAILURE ON DESCENT

Convert speed to height. If before the Descent Step, commence a turn during this manoeuver
towards the landing field behind the aircraft. If past the Descent Step, continue to the field
ahead of the aircraft. If gliding into a headwind, for best range increase glide speed by half the
headwind component at each altitude, refer 1.2 above.
5.1.0.48 FORCED LANDING IN UNSUITABLE TERRAIN

Establish a normal glide at 78 kts with flap Land into wind if sensible, consider gear, and
complete the safety checks (particularly fuel and gang bar). Gear should be up if there is a
likelihood it will be torn from the aircraft, as this may rupture a fuel tank. Flare the aircraft to
parallel the terrain, and allow the aircraft to settle into the terrain under control at a speed
approaching the stall. Do not stall.
5.1.0.49 DITCHING
Use the procedure for unsuitable terrain, with gear up. Settle along the swell in light winds, and
into the wind in strong winds. Do not stall.
5.1.0.50 ENGINE FAILURE AT NIGHT IN VMC IN UNKNOWN TERRAIN

Establish normal glide, into wind if possible, in the flap App, gear down configuration. When the
radio altimeter indicates approaching 500 ft, landing and taxi lights ON,.Manoeuver as
appropriate, select flap landing, and flare based on what is seen in the lights.Gang bar
immediately prior to impact or after landing, as appropriate.
5.1.0.51 ENGINE FAILURE IN IMC

Weather Considerations.
The pilot needs to consider the implications of weather on his available forced landing options.
Similarly, if the general cloud base is below route safety altitude, the pilot should be aware of
the general terrain and the position of high ground.
5.1.0.52 MINIMUM ENERGY DESCENT

If uncertain of the cloud base, or if descending into fog, establish a minimum energy descent in
the flap Land, gear up configuration. Head into wind if possible. Set the radio altimeter to 50 ft, if
time permits. Select gear-and-gang bar depending on what, if anything is seen.
5.1.0.53 HIGH SPEED CLOUD BREAK PROCEDURE

From altitude, glide towards the selected landing field at best glide speed, tracking on the GPS
and monitoring GPS distance. As well as the CDI, select GPS on one of the needles. Set the
Radar Altimeter to 500 ft, if time permits. If at 8 nm and higher than around 8,000 ft above the
field elevation, enter an arc at about 7 NM, turning to the right to enter a left arc. This will place
the field on the left side, readily visible should the aircraft become visual on the arc. Once GPS
distance equals the height above the field in thousands, if on the arc turn toward the field, and in
either case lower the nose down initially, increasing to 10 degrees nose down as speed builds.
Refer Figure 4.
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Aggressively maintain a one mile per 1,000 ft profile by ensuring thousands of feet to go equals
distance to go. Transfer to the radio altimeter at 2,500 ft. On this profile, with a descent from around
7,000 ft, the aircraft will be between 180 kts and VMO at circuit height, and onbreaking IMC the
landing field will appear directly in front in full view. With prompt maneuvering when visual, the
aircraft will have enough energy to be positioned in the forced landing pattern for the nearest
suitable runway, even with heights as low as 500 ft.
5.1.0.54 MINIMA SELECTION AND ACTION

Surrounding terrain and known obstacles must be considered in determining the minimum
descent height in this procedure, but in any case the minimum is 500 ft radio height. (If using the
pressure altimeter, use at least 1,000 ft above field elevation as there will be a considerable lag
due to the high descent rate). If not visual at the predetermined minimum height, without delay
select a 10 degree nose up attitude to convert speed to height. Turn into wind if appropriate and
establish a minimum energy glide, as detailed earlier.
5.1.0.55 SAFETY
If not visual, it is vital not to press below 500 ft radio height, or 1,000 ft above the airfield if using
the pressure altimeter, or any additional height dictated by terrain. The chances of surviving a
minimum energy glide crash landing are relatively good, whereas the chances of surviving a
high speed impact with an obstacle or terrain are nil.
5.1.0.56 PROFILE
It is also important not to start the high speed descent from much above 7,000 ft above the field,
otherwise VMO will be reached early, forcing the profile to be flattened. The aircraft may be well
past the airfield when IMC is broken and the pilot will certainly have difficulty in seeing or finding
the field. It is better to err a little on the low than to be high.
5.1.0.57 GPS
Nearest Airfield Selection
The nearest nine airfields on the airfield data base can be rapidly reviewed on the GPS, and a
Direct to function initiated. The closest airport is quickly displayed on the RH page by selecting
MSG then ENT. Alternatively, this can also be achieved by setting the RH control to APT,
pulling the scan knob (center RH control) and rotating anti-clockwise until there is no further RH
screen change. The nearest airport, annotated NR1, will be displayed with range and bearing.
Clockwise rotation of the knob will cycle through the nine nearest airports in range order.
Cruise GPS Setup. When not required for other purposes, the RH screen may be left idling in
the nearest airport mode. Placing the RH cursor over the NR1 indication will keep the nearest
airfield displayed. The direct to function may then be activated quickly by pressing D-T then
ENT.
5.1.0.58 DATA ENTRY

Airfield information should be entered in the airfield page, with runway distances, airfield
elevation (both in feet) and where there is no ICAO airfield designator use the first four letters of
the airfield name. (this way the airfield will show up on the EFIS and GPS nearest airfields page.
26
The nearest airport parameters are set with the LH knob, and should be left a 1,000 ft and
SFT/HRD, to ensure all available runways are displayed. (Note that although landing ground
data can be input into the GPS in the user section, the user section will not provide nearest
airfield information.)
CHAPTER 6
6.0 FLIGHT PLANNING DATA FOR PRE-FLIGHT AND IN-FLIGHT PLANNING WITH
DIFFERENT THRUST/POWER AND SPEED SETTINGS Refer to aircraft SOP
6.1 FLIGHT PLANNING DATA Refer to aircraft SOP

6.2 FUEL CALCULATIONS
6.2.1 MINIMUM FUEL SUPPLY FOR VFR FLIGHTS
(a) East African Aviation crew may not commence a flight in an airplane under VFR unless,
considering the wind and forecast weather conditions, there is enough fuel to fly to the first point
of intended landing and, assuming normal cruising speed:-
(1) For flights during the day or night, for at least 30 minutes thereafter; and
(2) For international flights, for at least an additional 15% of the total flight time calculated for
cruise flight.
(2) For international flights, for at least an additional 10% of the total flight time calculated.
6.2.2 MINIMUM FUEL SUPPLY FOR IFR FLIGHTS

(a) Crewmembers at East African Aviation may not commence a flight under IFR unless there is
enough fuel supply, considering weather reports and forecasts, to:-
(1) Fly to the first point of intended landing and execute an instrument approach;
(2) Execute a missed approach and fly from that aerodrome to the most critical (in terms of fuel
consumption) alternate aerodrome, if required; and
(3) Fly thereafter at normal cruising speed:
(i) In a rotorcraft, turbojet or turbofan airplane, for 30 minutes at a holding speed of
1,500 ft above the aerodrome, plus a reserve for contingencies specified by the operator
and approved by the Authority.
(b) For IFR flights to isolated aerodromes, the 2-hour minimum reserve specified in 8.6.2.13
applies, except paragraph (e) does not apply to commercial air transport operations unless
specifically approved by the Authority.
(i) Fuel for two instrument approaches at destination.
(ii) Sufficient fuel for flight to the planned alternate at long range cruise power consumption.
(iii) Sufficient fuel for 45 min at holding power consumption.
6.2.3 FUEL, TAXI, HOLD, TAKE OFF, CLIMB, APPROACH, GO AROUND, APPROACH AND
LANDING FUEL.
East African Aviation will give additional consideration to the nature of each particular flight.
Where a planned route consists of several take offs and landings with sustained climb profiles to
maintain terrain clearance, due allowance on fuels will be made to cater for the increased
consumption.
6.2.4 CARRIAGE OF SPARE OIL AND FLUIDS

A suitable quantity of oils and fluids will be carried depending on the duration of the flight.
27
The fluids will be carried in suitable sealed containers and stowed in such a manner to
constitute no hazard to the aircraft.
6.2.5 ISLAND RESERVES

When operating to an isolated destination aerodrome an island reserve will be allowed. The
alternate and reserve fuel will be replaced by holding island reserve fuel calculated at 2 hours
fuel at normal cruise consumption at FL300. (East African Aviation currently operates at FL300.)
A reserve fuel of 4290 lbs will be used for manual flight planning of East African Aviation fleet,
whenever these conditions are encountered.
CHAPTER 7
7.0 MASS AND BALANCE
7.0.1 MASS VALUES FOR FLIGHT CREW
East African Aviation will use the following mass values to determine the day operating mass.
- Actual masses including any flight crew baggage.
- Standard masses, including hand baggage of 90kg for flight deck crew members.
East African Aviation will correct the day operating mass to account for any additional baggage.
The position of the additional baggage will be accounted for when establishing the center of
gravity of the aircraft.
7.1 CALCULATING MASS AND BALANCE

East African Aviation will compute the mass of passengers and checked baggage using either
the actual weighed mass of baggage or the standard mass values specified in the table below;
In cases where the number of available seats are less than ten, passenger mass may be
established by use of a verbal statement by or on behalf of each passenger and adding to it a
predetermined constant to account for hand baggage and clothing.
When determining the actual mass by weighing, East African Aviation will ensure that
passenger‘s personal belonging and hand baggage are accounted for.
Such weighing must be conducted immediately prior to boarding and at an adjacent location.
When determining the mass of passengers using standard mass values, the standard mass
values given below will be used.
Such standard masses will include hand baggage and the mass of any infant below 2 years of
age carried by an adult on one passenger seat.
Infants occupying separate passenger seats are to be considered as children for the purpose of
this manual.
When the total number of passenger seats available on an aircraft is 10 seats or more, the
standard masses of males and females below will apply:-
Passenger 11Seats
Male 92 kilograms
Female 74 kilograms
Children 35 kilograms
(a) East African Aviation may allow the boarding of carry-on baggage unless it can be
adequately and securely stowed in accordance with the East African Aviation approved
Operations Manual procedures.
28
(b) East African Aviation may allow aircraft passenger entry doors to be closed in preparation for
taxi or pushback unless at least one required crewmember has verified that each article of
baggage has been properly stowed in overhead racks with approved restraining devices or
doors, or in approved locations.
(b) East African Aviation may allow carry-on baggage to be stowed in a location that would
cause that location to be loaded beyond its maximum placard mass limitation.
7.1.1 STANDARD MASSES OF BAGGAGE

The pilot-in-command of an East African Aviation aircraft will ensure the carry - on baggage is
adequately and securely stored
Each item carried in the cabin must be stowed only in a location that is capable of restraining it.
Mass limitations placarded on or adjacent to storage areas must not be exceeded.
Under seat stowage areas must not be used unless the seat is equipped with a restraint bar and
the baggage is of such size that it may adequately be restrained by the equipment.
Baggage and cargo placed in lockers must not be of size that they prevent hatched doors from
being closed securely.
Baggage and cargo placed in lockers will not impede access to emergency equipment.
Mass limitations placards on or adjacent to stowage areas must not be exceeded.
Type of Flight Baggage Standard Mass

Domestic 11 Kgs
Regional 13 Kgs
International 15 Kgs
All Others 13 Kgs
7.1.2 PASSENGER AND FREIGHT

Airplanes below 5700 kg & all Helicopters
For airplanes with a maximum gross takeoff weight (MGTOW) less than 5700kg, and all
helicopters regardless of MGTOW, actual body weights (including hand carried baggage)
should be used.
7.1.3 BAGGAGE
All checked baggage will be manifested at actual weight for all aircraft
CHAPTER 8
8.0 LOADING
8.0.1 CLASSIFICATION OF LOAD COMPARTMENTS
Class A: A Class A cargo or baggage compartment is one in which: The presence of a fire
would be easily discovered by a crew member while at his station; and each part of the
compartment is easily accessible in flight.
Class B: A Class B cargo or baggage compartment is one in which: There is sufficient access in
flight to enable a crewmember to effectively reach any part of the compartment with the
contents of a hand fire extinguisher;
- When the access provisions are being used no hazardous quantity of smoke, flames or
extinguishing agent will enter any compartment occupied by the crew or passengers; and
- There is a separate approved smoke detector or fire detector system to give warning to the
pilot or flight engineer station.
29
Class C: A Class C cargo or baggage compartment is one not meeting the requirements for
either a Class A or B compartment but in which.
There is a separate approved smoke detector or fire detector system to give warning at the pilot
or flight engineer station;
There is an approved built-in fire-extinguishing system controllable from the pilot or flight
engineer stations; There are means to exclude hazardous quantities of smoke, flames, or
extinguishing agent, from any compartment occupied by the crew or passengers; and,
There are means to control ventilation and draughts within the compartment so that the
extinguishing agent used can control any fire that may start within the compartment.
Class D: A Class D cargo or baggage compartment is one in which A fire occurring in it will be
completely confined without endangering the safety of the aero plane or the occupants;
There are means to exclude hazardous quantities of smoke, flames, or other noxious gases,
from any compartment occupied by the crew or passengers;
Ventilation and draughts are controlled within each compartment so that any fire likely to occur
in the compartment will not progress beyond safe limits;
Consideration is given to the effect of heat within the compartment on adjacent critical parts of
the aero plane.
- The compartment volume does not exceed 1000 cubic ft.
For compartments of 500 cubic ft or less, airflow of 1500 cubic ft per hour is acceptable.
Class E:A Class E cargo compartment is one on aero planes used only for the carriage of cargo
and in which:
- There is a separate approved smoke or fire detector system to give warning to the pilot or flight
engineer station;
- There are means to shut off the ventilating airflow to, or within, the compartment, and the
controls for these means are accessible to the flight crew in the crew compartment;
- There are means to exclude hazardous quantities of smoke, flames, or noxious gases, from
the flight-crew compartment; and,
- The required crew emergency exits are accessible under any cargo loading condition.
8.1 LOADING PROCEDURES, LOADING DANGEROUS GOODS

Special loads may be dangerous goods for which their reference is to be made to ICAO
Document 2854, such special goods include:-
- Battery operated wheelchairs
- Wet cargo
- Live animals
- Perishable cargo
- Human remains and - Weapons
CHAPTER 9
9.0 SURVIVAL AND EMERGENCY EQUIPMENT INCLUDING OXYGEN
9.0.1 EMERGENCY, RESCUE, AND SURVIVAL EQUIPMENT (ECARAS 7.9)
9.1 LIST OF SURVIVAL EQUIPMENT

When survival equipment is required it will normally be loaded in a cargo hold. This equipment
is intended for emergency use only and will not be accessed under normal conditions. Each kit
contains the following items in the form of a list showing expiry dates and next service due
dates:
Survival kit flashlights
Food items blankets and pillows
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First Aid oxygen clothing from passengers

First aid kit passenger medication
9.1.1 CANNED AND BOTTLED BEVERAGES.

Note: Alcoholic beverages should not be consumed in survival situations
Note: The maintenance department checks survival kits (as required)
9.1.2 CARRIAGE OF SURVIVAL EQUIPMENT – FLIGHTS OVER LAND

East African Aviation will ensure that there are available for immediate communication to rescue
coordination centers, lists containing information on the emergency and survival equipment
carried on board all of its aircraft with information detailing pyrotechnics, emergency medical
supplies, water supplies and the type and frequencies of emergency radio equipment.
Additional items removed from the aircraft, to assist survival will be dictated by each situation
and are not necessarily limited to the following suggested items:
Survival kit flashlights

Food items blankets and pillows
9.1.3 SURVIVAL KITS(ECARAS 7.9.1.4)

(a) East African Aviation may not operate an aircraft across land areas which have been
designated by the Authority as areas in which search and rescue would be especially difficult,
unless equipped with enough survival kits for the number of occupants of the aero plane
appropriate for the route to be flown.
a) Survival Priorities:
The survival guide manual identifies the following priorities during any survival situations:
i. First Aid
Treat injuries in order of seriousness.
ii. Fire
Provides heat, light, signal and psychological benefits
iii. Shelter
Use survival kit contents, trees, and aircraft
iv. Signals
ELT, aircraft radio, signal fires (3 arranged in a triangle indicate distress), flares, mirrors, etc.
v. Water
Even with use of purification tablets, water should be boiled for a minimum of 5 minutes
vi. Food
Try to curb use of rations for first 24 hours
b) Enemies of Survival:
i. Pain
ii. Cold
iii. Thirst
iv. Hunger
v. Fatigue
vi) Boredom/loneliness
Additional information on survival priorities, procedures and equipment usage is provided in
the survival manuals contained in each survival kit.
9.2 OXYGEN USE
31
The Company will ensure that the supply and use of passenger oxygen meets the following
minimum standards:
1) For Flight Crew. When the aircraft is operating at flight altitudes above 10,000 feet,
the following supply of oxygen will be provided for the use of passenger cabin
occupants:
a) When an aircraft certificated to operate at flight altitudes up to and including FL250, can at
any point along the route to be flown, descend safely to a flight altitude of 13,000 feet or less
within four minutes, oxygen will be available at the rate prescribed by this part for a 30-minute
period for at least 10 percent of the passenger cabin occupants;
b) When an aircraft is operated at flight altitudes up to and including flight level 250 and cannot
descend safely to a flight altitude of 13,000 feet within four minutes, or when an aircraft is
operated at flight altitudes above flight level 250, oxygen will be available at the rate prescribed
by this part for at least 10 percent of the passenger cabin occupants for the entire flight after
cabin depressurization, at cabin pressure altitudes above 10,000 feet up to and including 13,000
feet and, as applicable, except that there will be not less than a 10-minute supply for the
passenger cabin occupants; and
c) For first-aid treatment of occupants who physiological reasons might require undiluted oxygen
following descent from cabin pressure altitudes above flight level 250, a supply of oxygen will be
provided for two percent of the occupants for the entire flight after cabin depressurization at
cabin pressure altitudes above 8,000 feet, but in no case to less than one person. An
appropriate number of acceptable dispensing units, but in no case less than two, will be
provided, with a means for the cabin crew to use this supply
9.2.1 CREWMEMBER OXYGEN— MINIMUM SUPPLY AND USE

(a) The PIC will ensure that breathing oxygen and masks are available to crew members in
sufficient quantities for all flights at such altitudes where a lack of oxygen might result in
impairment of the faculties of crewmembers.
(b) In no case will the minimum supply of oxygen on board the aircraft be less than that
prescribed by the Authority.
(c) The PIC will ensure that all flight crewmembers, when engaged in performing duties
essential to the safe operation of an aircraft in flight, use breathing oxygen continuously at cabin
altitudes exceeding 10,000 ft for a period in excess of 30 minutes and whenever the cabin
altitude exceeds 13,000 ft.
(d) One pilot at the controls of a pressurized aircraft in flight will wear and use an oxygen mask:-
(1) For general aviation operations, at flight levels above 350, if there is no other pilot at a pilot
duty station; and
(2) For commercial air transport operations, at flight levels above 250, if there is no other pilot at
a pilot duty station.
9.2.2 BRIEFING OF PASSENGERS ON THE USE OF OXYGEN

Before flight is controlled above flight level 250, a crew member will instruct the passengers on
the necessity of using oxygen in the event of cabin depressurization and will point out to them
the location and demonstrate the use of the oxygen-dispensing equipment.
9.2.3 OXYGEN STORAGE AND DISPENSING APPARATUS (ECARAS 7.9.1.13)

(a) East African Aviation fleet is operated at altitudes requiring the use of supplemental oxygen
and are equipped with adequate oxygen storage and dispensing apparatus.
(b) The oxygen apparatus, the minimum rate of oxygen flow, and the supply of oxygen meets
the applicable airworthiness standards for type certification in the transport category as
specified by the Authority.
32
(c)East African Aviation shall not operate an aircraft at altitudes above 10,000 feet unless it is
equipped with oxygen masks, located so as to be within the immediate reach of flight crew
members while at their assigned duty station.
(d) East African Aviation shall not operate a pressurized aircraft at altitudes above FL250
unless:
(1) Flight crew member oxygen masks are available at the flight duty station and are of a quick
donning type;
(2) Sufficient spare outlets and masks and/or sufficient portable oxygen units with masks are
distributed evenly throughout the cabin to ensure immediate availability of oxygen to each
required cabin crew member regardless of his location at the time of cabin pressurization failure
(e) An oxygen-dispensing unit connected to oxygen supply terminals is installed so as to be
immediately available to each occupant, wherever seated. The total number of dispensing units
and outlets shall exceed the number of seats by at least 10%. The extra units are to be evenly
distributed throughout the cabin.
(f) The amount of supplemental oxygen for sustenance required for a particular operation shall
be determined on the basis of flight altitudes and flight duration, consistent with the operating
procedures established for each operation in the Operations Manual and with the routes to be
flown, and with the emergency procedures specified in the Operations Manual. See Chapter 9.2
above to determine the amount of supplemental oxygen needed for pressurized aircraft.
9.2.4 FIRST AID OXYGEN DISPENSING UNITS (ECARAS 7.9.1.15)

(a)East African Aviation shall not conduct a passenger carrying operation in any of its
pressurized airplanes above FL250, when a cabin crew member is required to be carried,
unless it is equipped with:-
(1) Undiluted first-aid oxygen for passengers who, for physiological reasons, may require
oxygen following a cabin de-pressurization; and
(2) A sufficient number of dispensing units, but in no case less than two, with a means for cabin
crew to use the supply.
(b) The amount of first-aid oxygen required in paragraph (a) for a particular operation and route
is determined on the basis of:-
(1) Flight duration after cabin depressurization at cabin altitudes of more than 8,000 feet;
(2) An average flow rate of at least 3 liters Standard Temperature Pressure Dry
(STPD)/minute/person; and
(3) At least 2% of the passengers carried, but in no case for less than one person.
(c) The amount of first-aid oxygen required for a particular operation shall be determined on the
basis of cabin pressure altitudes and flight duration, consistent with the operating procedures
established for each operation and route.
(d) The oxygen equipment provided shall be capable of generating a mass flow to each user of
at least four liters per minute, STPD. Means may be provided to decrease the flow to not less
than two liters per minutes, STPD, at any altitude.
9.3 EMERGENCY EQUIPMENT: ALL AIRCRAFT (ECARAS 7.9.1.1)

(a) Each item of emergency and flotation equipment shall be:-
(1) Readily accessible to the crew and, with regard to equipment located in the passenger
compartment, to passengers without appreciable time for preparatory procedures;
(2) Clearly identified and clearly marked to indicate its method of operation;
(3) Marked as to date of last inspection; and
(4) Marked as to contents when carried in a compartment or container.
9.3.1 EMERGENCY EQUIPMENT USAGE- FLIGHTS OVER WATER
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Flights operating between 50 to 400 nm from shore must carry life vests.
When operating these flights, the following is mandatory:
a) safety feature cards must depict life vest donning procedures;
b) a life vest under every occupied passenger seat; and
c) English and Amharic life vest announcements and demonstrations must be conducted.
Note: Should any of the required items (life vest/safety features card) not be available at
a seat, the seat must be blocked. The regulations for life vests and safety features cards are
that each person onboard must be equipped, not every passenger seat.
9.3.2 EMERGENCY EXIT EQUIPMENT – PASSENGERS(ECARAS 7.9.1.2)

(a) East African Aviation shall not operate an airplane without the following emergency exit
equipment:
(1)Each passenger-carrying land plane emergency exit (other than over-the-wing) that is more
than 6 feet from the ground with the airplane on the ground and the landing gear extended, shall
have an approved means to assist the occupants in descending to the ground.
(2) Each passenger emergency exit, its means of access, and its means of opening shall be
conspicuously marked by a sign visible to occupants approaching along the main passenger
aisle.
(3) Each passenger-carrying airplane shall have an emergency lighting system, independent of
the main lighting system that—
(i) Illuminates each passenger exit marking and locating sign;
(ii) Provides enough general lighting in the passenger cabin; and
(iii) Includes floor proximity emergency escape path marking.
(4) Each passenger emergency exit and the means of opening that exit from the outside shall
be marked on the outside of the aero plane.
(5) Each passenger-carrying airplane shall be equipped with a slip-resistant escape route that
meets the requirements under which that aero plane was type certified.
(6) Each passenger carrying airplane shall meet the detailed requirements contained in
IS: 7.9.1.2.
(b) East African Aviation shall not operate a helicopter certificated with a maximum take-off
mass of 7 000 pounds or less and nine or less passenger seats without the following emergency
exit equipment:
(1) Number and location.
(i) There must be at least one emergency exit on each side of the cabin readily accessible to
each passenger. One of these exits must be usable in any probable attitude that may result
from a crash.
(ii) Doors intended for normal use may also serve as emergency exits, provided that theymeet
the requirements of this section.
(iii) If emergency flotation devices are installed, there must be an emergency exit accessible to
each passenger on each side of the cabin that is shown by test, demonstration, or analysis to:-
(A) Be above the waterline; and
(B) Be open without interference from flotation devices, whether stowed or deployed.
(2) Type and operation. Each emergency exit prescribed by paragraph (a) of this section must:-
(i) Consist of a movable window or panel, or additional external door, providing an unobstructed
opening that will admit a 19-by 26-inch ellipse;
(ii) Have simple and obvious methods of opening, from the inside and from the outside, which
do not require exceptional effort;
(iii) Be arranged and marked so as to be readily located and opened even in darkness; and
(iv) Be reasonably protected from jamming by fuselage deformation.
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(3) Ditching emergency exits for passengers. If certification with ditching provisions is
requested, the markings required by (1)(iii) of this paragraph must be designed to remain visible
if the rotorcraft is capsized and the cabin is submerged.
(c) No person shall operate a helicopter certificated with a maximum take-off mass of more than
20 000 pounds and ten or more passenger seats without the following emergency exit
equipment:
(1) Passenger emergency exits and openings. Openings with dimensions larger than those
specified below may be used, regardless of shape, if the base of the opening has a flat surface
of not less than the specified width. For the purpose of this part, the types of passenger
emergency exit shall be as follows:
(i) Type I. This type shall have a rectangular opening of not less than 24 inches wide by 48
inches high, with corner radii not greater than one-third the width of the exit, in the passenger
area in the side of the fuselage at floor level and as far away as practicable from areas that
might become potential fire hazards in a crash;
(ii) Type II. This type is the same as Type I, except that the opening shall be at least 20 inches
wide by 44 inches high;
(iii) Type III. This type is the same as Type I, except that:-
(A) The opening shall be at least 20 inches wide by 36 inches high; and
(B) The exits need not be at floor level.
(iv) Type IV. This type shall have a rectangular opening of not less than 19 inches wide by 26
inches high, with corner radii not greater than one-third the width of the exit, in the side of
the fuselage with a step-up inside the rotorcraft of not more than 29 inches.
(2) Passenger emergency exits; side-of-fuselage. Emergency exits shall be accessible to the
passengers and, except as provided in (c)(4) of this paragraph
Emergency exits for each side of the fuselage

(3) Passenger emergency exits; other than side-of-fuselage. In addition to the requirements of
item (2) of this paragraph:-
(i) There shall be enough openings in the top, bottom, or ends of the fuselage to allow
evacuation with the rotorcraft on its side; or
(ii) The probability of the rotorcraft coming to rest on its side in a crash landing must be
extremely remote.
(4) Ditching emergency exits for passengers. If the helicopter was certificated with ditching
provisions, ditching emergency exits shall be provided in accordance with the following:
(i) For rotorcrafts that have a passenger seating configuration, excluding pilots seats, of nine
seats or less, one exit above the waterline in each side of the rotorcraft, meeting at least
the dimensions of a Type IV exit;
(ii) For rotorcraft that have a passenger seating configuration, excluding pilots seats, of 10 seats
or more, one exit above the waterline in a side of the rotorcraft meeting at least the dimensions
of a Type III exit, for each unit (or part of a unit) of 35 passenger seats, but no less than two
such exits in the passenger cabin, with one on each side of the rotorcraft.
However, where it has been shown through analysis, ditching demonstrations, or any other tests
found necessary, that the evacuation capability of the rotorcraft during ditching is improved by
the use of larger exits, or by other means, the passenger seat to exit ratio may be increased;
and
(iii) Flotation devices, whether stowed or deployed, may not interfere with or obstruct the exits.
(5) Ramp exits. One Type I exit only, or one Type II exit only, that is required in the side of the
fuselage under paragraph (b) of this section, may be installed instead in the ramp of floor ramp
rotorcraft if:-
(i) Its installation in the side of the fuselage is impractical; and
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(ii) Its installation in the ramp meets emergency exit access requirements in paragraph (g)
below.
(d) Emergency exit arrangement.
(1) Each emergency exit shall consist of a movable door or hatch in the external walls of the
fuselage and must provide an unobstructed opening to the outside.
(2) Each emergency exit shall be openable from the inside and from the outside.
(3) The means of opening each emergency exit shall be simple and obvious and may not
require exceptional effort.
(4) There shall be means for locking each emergency exit and for preventing opening in flight
inadvertently or as a result of mechanical failure.
(5) There shall be means to minimize the probability of the jamming of any emergency exit in a
minor crash landing as a result of fuselage deformation under the ultimate inertial forces :-
(i) Upward – 1.5g;
(ii) Forward – 4.0g;
(iii) Sideward – 2.0g; and
(iii) Downward – 4.0g.
(6) Except as provided in item (8) of this paragraph, each land-based rotorcraft emergency exit
must have an approved slide as stated in paragraph (g) of this subsection, or its equivalent, to
assist occupants in descending to the ground from each floor level exit and an approved rope,
or its equivalent, for all other exits, if the exit threshold is more than 6 feet above the ground.
(i) With the rotorcraft on the ground and with the landing gear extended;
(ii) With one or more legs or part of the landing gear collapsed, broken, or not extended; and
(iv) It shall have the capability, in 25-knot winds directed from the most critical angle, to deploy
and, with the assistance of only one person, to remain usable after full deployment to evacuate
occupants safely to the ground; and
(v) For helicopters having 30 or fewer passenger seats and having an exit threshold more than
6 feet above the ground, a rope or other assist means may be used in place of the slide
specified in item (6) of this paragraph, provided this was accomplished during the emergency
evacuation test during type certification of the helicopter.
(8) If a rope, with its attachment, is used for compliance with items(6), (7), or (8) of this
paragraph, it shall:-
(i) Withstand a 400-pound static load; and
(ii) Attach to the fuselage structure at or above the top of the emergency exit opening, or at
another approved location if the stowed rope would reduce the pilot's view in flight.
(e) Emergency exit marking.
(1) Each passenger emergency exit, its means of access, and its means of opening shall be
conspicuously marked for the guidance of occupants using the exits in daylight or in the dark.
Such markings shall be designed to remain visible for rotorcraft equipped for overwater flights if
the rotorcraft is capsized and the cabin is submerged.
(2) The identity and location of each passenger emergency exit shall be recognizable from a
distance equal to the width of the cabin.
(3) The location of each passenger emergency exit shall be indicated by a sign visible to
occupants approaching along the main passenger aisle. There shall be a locating sign:-
(i) Next to or above the aisle near each floor emergency exit, except that one sign may serve
two exits if both exists can be seen readily from that sign; and
(ii) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to
indicate emergency exits beyond and obscured by it, except that if this is not possible the sign
may be placed at another appropriate location.
(4) Each passenger emergency exit marking and each locating sign shall have white letters 1
inch high on a red background 2 inches high, be self or electrically illuminated, and have a
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minimum luminescence (brightness) of at least 160 micro lamberts. The colors may be reversed
if this will increase the emergency illumination of the passenger compartment.
(5) The location of each passenger emergency exit operating handle and instructions for
opening shall be shown:-
(i) For each emergency exit, by a marking on or near the exit that is readable from a distance
of 30 inches; and
(ii) For each Type I or Type II emergency exit with a locking mechanism released by rotary
motion of the handle, by:-
(A) A red arrow, with a shaft at least three-fourths inch wide and a head twice the width of the
shaft, extending along at least 70 degrees of arc at a radius approximately equal to three-
fourths of the handle length; and
(B) The word "open" in red letters 1 inch high, placed horizontally near the head of the arrow.
(6) Each emergency exit, and its means of opening, shall be marked on the outside of the
rotorcraft.
In addition, the following apply:-

(i) There shall be a 2-inch colored band outlining each passenger emergency exit, except small
rotorcraft with a maximum weight of 12,500 pounds or less may have a 2-inch colored band
outlining each exit release lever or device of passenger emergency exits which are normally
used doors.
(ii) Each outside marking, including the band, shall have color contrast to be readily
distinguishable from the surrounding fuselage surface. The contrast shall be such that, if the
reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be
at least 45 percent. "Reflectance" is the ratio of the luminous flux reflected by a body to the
luminous flux it receives. When the reflectance of the darker color is greater than 15 percent, at
least a 30 percent difference between its reflectance and the reflectance of the lighter color
must be provided.
(f) Emergency lighting. The following apply:
(1) A source of light with its power supply independent of the main lighting system shall be
installed to:-
(i) Illuminate each passenger emergency exit marking and locating sign; and
(ii) Provide enough general lighting in the passenger cabin so that the average illumination
when measured at 40-inch intervals at seat armrest height on the center line of the main
passenger aisle is at least 0.05 foot- candle.
(2) Exterior emergency lighting shall be provided at each emergency exit. The illumination may
not be less than 0.05 foot-candle (measured normal to the direction of incident light) for
minimum width on the ground surface, with landing gear extended, equal to the width of the
emergency exit where an evacuee is likely to make first contact with the ground outside the
cabin. The exterior emergency lighting may be provided by either interior or exterior sources
with light intensity measurements made with the emergency exits open.
(3) Each light required by item (1) or (2) of this paragraph shall be operable manually from the
cockpit station and from a point in the passenger compartment that is readily accessible. The
cockpit control device must have an "on," "off," and "armed" position so that when turned on at
the cockpit or passenger compartment station or when armed at the cockpit station, the
emergency lights will either illuminate or remain illuminated upon interruption of the rotorcraft's
normal electric power.
(4) Any means required to assist the occupants in descending to the ground shall be illuminated
so that the erected assist means is visible from the rotorcraft.
37
(i) The assist means must be provided with an illumination of not less than 0.03 foot-candle
(measured normal to the direction of the incident light) at the ground end of the erected assist
means where an evacuee using the established escape route would normally make first contact
with the ground, with the rotorcraft in each of the attitudes corresponding to the collapse of one
or more legs of the landing gear.
(ii) If the emergency lighting subsystem illuminating the assist means is independent of the
rotorcraft's main emergency lighting system, it:-
(A) Will automatically be activated when the assist means is erected;
(B) Will provide the illumination required by (4)(i) above; and
(C) Will not be adversely affected by stowage.
(5) The energy supply to each emergency lighting unit shall provide the required level of
illumination for at least 10 minutes at the critical ambient conditions after an emergency landing.
(6) If storage batteries are used as the energy supply for the emergency lighting system, they
may be recharged from the rotorcraft's main electrical power system provided the charging
circuit is designed to preclude inadvertent battery discharge into charging circuit faults.
(g) Emergency exit access.
(1) Each passageway between passenger compartments, and each passageway leading to
Type I and Type II emergency exits, shall be:-
(i) Unobstructed; and
(ii) At least 20 inches wide.
(2) For each emergency exit covered by (d)(6) in this paragraph, there shall be enough space
adjacent to that exit to allow a crewmember to assist in the evacuation of passengers without
reducing the unobstructed width of the passageway below that required for that exit.
(3) There shall be access from each aisle to each Type III and Type IV exit, and
(i) For rotorcraft that have a passenger seating configuration, excluding pilot seats, of 20 or
more, the projected opening of the exit provided shall not be obstructed by seats, berths, or
other protrusions (including seatbacks in any position) for a distance from that exit of not less
than the width of the narrowest passenger seat installed on the rotorcraft;
(ii) For rotorcraft that have a passenger seating configuration, excluding pilot seats, of 19 or
less, there may be minor obstructions in the region described in (g)(3) (i) of this paragraph, if
there are compensating factors to maintain the effectiveness of the exit.
(h) Main aisle width. The main passenger aisle width between seats must equal or exceed the
values in the following table
Passenger seating Minimum main passenger

Capacity 11 aisle width 15 in
A narrower width not less than 9 inches may be approved when substantiated by tests found
necessary by the State of Manufacturer.
9.3.3 MEGAPHONES(ECARAS 7.9.1.16)

(a)When operating a passenger-carrying airplane, National Airways shall have a portable
battery-powered megaphone or megaphones readily accessible to the crew members assigned
to direct emergency evacuation.
(b)The number and location of megaphones required in paragraph (a) shall be determined as
follows:
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(1) On airplanes with a seating capacity of more than 60 and less than 100 passengers, one
megaphone shall be located at the most rearward location in the passenger cabin where it
would be readily accessible to a normal cabin crew member seat;
(2) On airplanes with a seating capacity of more than 99 passengers, two megaphones in the
passenger cabin on each airplane one installed at the forward end and the other at the most
rearward location where it would be readily accessible to a normal cabin crew member seat;
and
(3) For airplanes with more than one passenger deck, in all cases when the total passenger
seating configuration of a deck is more than 60, at least one megaphone is required on the
deck.
9.3.4 INDIVIDUAL FLOTATION DEVICES(ECARAS 7.9.1.17)

(a) Landplanes.
(1) Landplanes shall carry the equipment prescribed in paragraph 2:
(i) When flying en-route over water beyond gliding distance from the shore;
(ii) When flying over water at a distance of more than 93 km (50 NM) away from the shore for
aircraft capable of maintaining safe altitude after the failure of one engine for two- engine
aircraft and the failure of two engines for three or four-engine aircraft.; or
(iv) When taking off or landing at an aerodrome where the (Authority) has determined the take
off or approach path is so disposed over water that in the event of a mishap there would
be the likelihood of a ditching.
(2) One life-jacket or equivalent flotation device equipped with a means of electric illumination
shall be carried 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.
(b) Seaplanes.
(1) For all flights, seaplanes shall be equipped with the equipment prescribed in paragraph 2.
9.3.5 LIFE RAFTS(ECARAS 7.9.1.18)

(a) In addition to the equipment prescribed in § 7. 9.1.17 and § 7. 9.1.19 of this Part, lifesaving
rafts in sufficient numbers to carry all persons on board shall be installed in:
(1) Airplanes operated on long range over-water flights, and
(2) All other airplanes when they are operated over water away from land suitable for making an
emergency landing at a distance of more than 100 NM in the case of single-engine
air planes, and more than 200 NM in the case of multi-engine air planes capable of continuing
flight with one engine inoperative.
(3) Class 1 and 2 helicopters when they are operated over water at a distance from land
corresponding to more than 10 minutes at normal cruise speed.
(4) Class 3 helicopters when they are operated over water beyond auto rotational or safe forced
landing distance from land.
(b) An aircraft shall have lifesaving rafts with a sufficient capacity to carry all persons on board
in the event of the loss of one raft of the largest capacity.
(c) All lifesaving rafts shall be stowed so as to facilitate their ready use in an emergency.
(d) Life rafts shall be equipped with the following life sustaining equipment:-
(1) A electric survivor locator light;
(2) A survival kit;
(3) A pyrotechnic signaling device; and
(5) An ELT (See § 7.9.1.5).
(e) In helicopters, life rafts which are not deployable by remote control and which have a mass
of more than 40 kg shall be equipped with a means of mechanically assisted deployment.
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9.3.6 FLOTATION DEVICE FOR HELICOPTER DITCHING(ECARAS 7.9.1.19)

(a) All helicopters flying over water at a distance from land corresponding to more than 10
minutes at normal cruise speed in the case of performance Class 1 or 2 helicopters, or flying
over water beyond auto rotational or safe forced landing distance from land in the case of
performance Class 3 helicopters, shall be fitted with a permanent or rapidly deployable means
of floatation so as to ensure a safe ditching of the helicopter
CHAPTER 10
10.0 EMERGENCY EVACUATION PROCEDURES
10.0.1 EVACUATION
The appropriate aircraft type SOP/AOM details the action(s) to be taken for evacuation.
Once all memory drills are complete the Captain will initiate the evacuation over the PA
system and command “Evacuate, Evacuate, Evacuate” with no further instruction. If the
PA is unserviceable, 5 chimes will be used.
Note: Once an evacuation is commanded it may not be cancelled.
The First Officer will advise ATC of the evacuation, detailing number of passengers, fuel
quantity, dangerous goods (if applicable) and where he expects the passengers to proceed
to. The First Officer will then assess and exit via the flight deck door. However, if the flight
deck door is blocked, exit must be via the escape hatch. The First Officer will then assist the
Crew in keeping passengers away from the aircraft and moving them into the terminal
building (if applicable). The Captain will enter the cabin and assist the Crew.
10.1 INSTRUCTIONS FOR EMERGENCY EVACUATION

Any member of the Crew may initiate evacuation of the aircraft in:
1) Any life threatening situation; or
2) Catastrophic accident (break-up of fuselage, etc.).
Before initiating aircraft evacuation, Crew must:
1) Advise the Captain (if possible);
2) Ensure aircraft is not moving; and
3) Ensure engines are off (particularly if using exits close to engines).
10.1.1 POST EMERGENCY LANDING

Should a pre-planned evacuation not be required, the Captain will PA ―This is the Captain
speaking, remain seated, remain seated‖. If PA unserviceable, a Flight Crew member will
enter the cabin and communicate verbally.
Note: A pre-planned evacuation may only be cancelled prior to the Captain initiating the
evacuation. Once the Captain has commanded ―Evacuate, Evacuate, Evacuate‖ the
evacuation cannot be cancelled.
10.1.2 NOTIFICATION OF AN EMERGENCY

In a planned emergency landing, the captain will have time to advice of the impending
emergency and will provide the information required, to perform the duties necessary to
safely prepare the cabin.
10.1.3 FLIGHT DECK TO CABIN

The announcement ― CABIN CREW TO FLIGHT DECK twice‖ over the P/A, or pressing of the
emergency call switch (if P.A U/S, 4 or more chimes).
The Cabin Crew will initiate an emergency call to the flight deck and be prepared to conduct
40
appropriate ELP beginning with TESTS. On a multi Crew aircraft, it is the responsibility of
the In-charge to lead this briefing. (when Cabin Crew is used).
T - Type of emergency (water or land)
E - Estimate time to landing
S - Signals confirmation
Brace command from flight deck
Be seated command from fight deck
Evacuation command from flight deck
Alternate brace and evacuation signals
T - Tell the passengers (who will? Capt. or I/C. if I/C what to say
Short preparation 5 – 10 minutes)
Long preparation - > 10 minutes
S - Special instructions (relocate passenger‘s when/where/etc.)
10.1.4 CABIN TO FLIGHT DECK

Should an emergency occur during taxiing, take-off, landing or anytime in flight (i.e. fire, smoke,
explosion, structural damage, etc.), the Emergency Call Switch will be used to signal an
emergency situation to the flight deck as soon as possible. If used during the take-off phase,
this call may initiate a rejected take-off if received soon enough by the flight deck.
When aircraft stops, the Crew will enter the F/D and advise the Captain of the situation.
10.1.5 IN-CHARGE TO CREW

When multi Crew are carried, upon hearing the announcement ―In-charge to the Flight
Deck twice ―, the Crew will proceed to put on full uniform, clear the lavatory and exit areas, and
proceed to the galley with ELP Checklists.
Once the In-charge has received the T.E.S.T.S. briefing, they will provide this information to the
other Crew. Crew will repeat any information to clarify. If it is unsafe for the In-charge and
Crew(s) to leave their jump seats, the captain will call the In-charge via the P/A ―In-charge to the
Interphone twice‖. The I/C will initiate an emergency call to the flight deck. All C/Cs stationed
near an interphone will listen to the briefing. After the briefing, the I/C will read from the ELP
Checklist, as outlined. Crew are to remain seated and listen to the in-charge announcements.
10.1.6 BRACE SIGNALS

The brace signal ―BRACE, BRACE.‖ is notification given to the Crew by 200 FEET prior to
touchdown. The primary brace signal in an emergency (planned or unplanned) will be ―Brace,
Brace‖. If P/A is unserviceable, 4 or more chimes will be used. When the brace command is
given, the Crew will:
a) assume protective brace position
b) shout commands
c) remain in brace position until aircraft has come to a complete stop and the engines
are shutdown
10.1.7 RAPID DEPLANEMENT VS. EVACUATION

Evacuations will be initiated by either the flight deck crew or a Crew on recognition of a life
threatening condition to the passengers and crew. Once the need for an evacuation has been
deemed necessary and contact has been attempted with the flight deck, a series of
(assessments, commands and evacuation procedures) will be implemented utilizing all
available exits. The pilots may not be aware of an emergency in the cabin hence the
importance of attempting contact with the flight deck before initiating an evacuation. There
are circumstances, such as bomb threats, large fuel spills and smoke in the cabin (on the
41
ground) which call for the passengers to leave the aircraft in an expeditious manner, through
the main entry door, without risk of injury to the passengers, crew or damage to the aircraft.
This is called a rapid deplanement.
10.1.7.1 PROCEDURES
a) Captain will announce over P/A ―Deplane, Deplane‖
b) In-charge to announce over the P/A (once the seatbelt sign is switched OFF, the 1L
door is open and jump-seat stowed):
c) ―Ladies and Gentlemen, the captain has instructed us to leave the aircraft immediately.
Release your seatbelts and leave everything behind. Exit through the main cabin door.‖
d) direct passenger deplanement and instruct first officer, located outside the aircraft, to keep
people away from the aircraft and move into the terminal (if applicable) – in absence of the first
officer, choose an ABP
e) communicate with other crew members
f) assist special needs passengers and complete cabin/lavatory check
g) confirm with captain all passengers deplaned
h) leave aircraft
10.1.7.2 ON COMMAND OF THE IN-CHARGE OR CAPTAIN WILL:

a) stay in the vicinity of the 2L and 2R exits, as applicable – all exits (other than 1L) remain
closed
b) instruct the passengers to ―Move Forward‖
c) assist special needs passengers and complete cabin/lavatory check
d) communicate with other crew members
e) leave aircraft
10.2 EMERGENCY EVACUATION PROCEDURES

Most emergencies are unplanned and occur on take-off or landing. Crew must always be in a
constant state of awareness, and this is completed by reviewing the ‗Silent Review‘, for every
take-off and landing.(details on the Crew 30 seconds review card
An evacuation will always necessitate the use of all emergency exits.
Whenever possible prior to initiating an evacuation, if the evacuate command has not been
received and there is an obvious need, communication to the flight deck must be attempted.
An assessment outside of each exit must be made prior to exit opening. This will ensure the
outside area is clear of fire or debris.
Initiation Responsibilities Flight Deck Crew:
a) stops aircraft and sets park brake
b) shuts down engines
c) switches off seat belt sign
d) obvious need
e) initiate evacuation signal
f) Hazard on one side of aircraft give signal
g) ―EVACUATE RIGHT/LEFT‖ three times.
h) advise Air Traffic Control of evacuation and requests assistance from
emergency services
i) enters cabin to assist Crew
j) evacuates/deplanes when deemed necessary from outside
k) Assists on the ground (post-evacuation duties and survival procedures)
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a) Land - Away from & at Airport.

If the evacuation is not at an airport, there is little likelihood of emergency vehicles being readily
available. The attitude of the aircraft will be dependent on landing gear malfunction, debris
aircraft has landed on, or the way aircraft impacted with the ground. At an airport all of the
above will still hold true, with the exception of emergency services. In a planned scenario,
ground crews may have been called upon in advance and be ready to assist immediately
following aircraft landing. If unplanned, emergency services will not have been advised in
advance, however they are readily available at airports. Emergency services will NOT enter the
aircraft during the evacuation, however they will assist outside.
b) Water - Away from & at Airport.
Many airports are near water; therefore, it is a possibility that the aircraft may end up in water on
take-off or landing. Should the aircraft land in water at any time, evacuation procedures give
particular consideration to exits above the water line. Commands should be altered to direct
passengers to use appropriate exits and flotation devices. Consideration to aircraft attitude is
important when determining useable exits.
10.2.1 EVACUATION OF DISABLED PASSENGERS.

Disabled Passengers should be evacuated through floor level exits, using able bodied
passengers for assistance, if necessary.
The following procedures may be used for passengers who are
Handicapped or incapacitated in an emergency situation and need assistance in evacuation:
a) Evacuate all other passengers first
b) Enlist the aid of ABPs (Able Bodied Persons) or crewmembers
c) Carry or drag the passenger to an exit
d) Send two (2) ABPs out exit first to assist the passenger
e) ABPs making the transfer will grasp each other‘s wrist using one hand to make a seat
for the passenger
f) The passenger places his arms around the ABPs‘ neck
g) ABPs use their free hands for support
10.2.2 LANDING CLASSIFICATIONS

The following classifications of landing conditions allow clear, concise information to be passed
to the In-charge. As not every situation will require instructions to the passengers, the captain
will identify one of the following three conditions to the In-charge:
A. Normal landing
a) Indicates that a normal, uneventful landing will take place.
b) the cabin is prepared for a routine landing
c) no emergency procedures are necessary
d) Example: Captain informs In-charge; ―We will be returning to the airport due to a navigational
instrument failure. Expect a normal landing in approximately 15 minutes.‖
B. Abnormal landing
a) Indicates that a situation exists that requires a ―high level‖ alert.
b) Passengers do not need to be briefed on emergency procedures
c) Crew remain ready for a possible emergency situation by:
d) Listening carefully to all P/As
e) Following the captain‘s instructions
f) Turning all galley power off
g) Example: Captain informs the In-charge: ―We‘ve had to shut down No.2 engine.
43
We‘re in an abnormal condition and will be returning to the airport in 16 minutes.‖

C. Emergency landing
Indicates a serious situation exists on the aircraft which requires the Crew to:
a) follow the captain‘s instructions
b) follow the ELP to prepare the cabin
c) brief passengers for an emergency landing
Example: Captain informs the In-charge: ―We‘ve lost all hydraulic power. We will be attempting
to land in 12 minutes.‖
10.2.3 PREFERRED EXITS

These are preferred exits, however Crew will always assess and open exits as required.
King Air-350:
a) Land - all exits useable
b) Water - 1L likely blocked
c) 1R secondary
10.2.4 VISUAL SIGNALLING DEVICES (ECARAS 7.9.1.3)

(a)East African Aviation will not operate an aircraft over water or across land areas which have
been designated by the Authority as areas in which search and rescue would be especially
difficult, unless equipped with such signaling devices as may be appropriate to the area over
flown, to include:-
(1) At least one pyrotechnic signaling device for each life raft required for overwater operations;
and
(2) Any other requirements specified by the Authority.
10.2.4.1 GROUND - AIR VISUAL SIGNAL CODE

Ground/air signals have been internationally agreed upon and may serve as a means of
contract between the ground and rescue planes when no radio contact is available.
As far as possible, the following instructions will be adhered to:
a) Form symbols by any available means
b) Make symbols not less than 2.5 meters.
c) Take care to layout symbols as depicted to avoid confusion with other symbols.
d) Provide as much color contrast as possible between material and the background.
e) Make every effort to attract attention by other means such as radio, flares, smoke or reflected
light
10.2.4.2 AIR / GROUND SIGNALS

When it is necessary for an aircraft to convey information to survivors or to ground search
parties, and two-way radio communication is not available, it will, if practicable convey the
information by dropping a message or by dropping communication equipment that would enable
direct contact to be established.
When a ground signal has been displayed and is understood, the aircraft will acknowledge the
signal by the means described above or, if that is not possible, by rocking the wings of the
aircraft during daylight or navigation lights during darkness. When a ground signal has been
displayed and is not understood, the survivors or ground search party will be informed by a
direct message except that, if that course is not practicable, failure to rock the wings will indicate
that the message is not understood.
44
10.2.4.3 SIGNAL AIDS & GROUND-AIR VISUAL CODES

The Company will ensure that procedures to be followed upon the observation or reception of
the designated universal aviation signals are established. Upon observing or receiving any of
the designated universal aviation signals, flight crewmember operating an aircraft will take such
action as may be required by the interpretation of the signal.
Personnel using universal signals in the movement of aircraft will use them only for the purpose
indicated. Personnel will not use signals likely to cause confusion with universal aviation signals.
The universal signs to be used in air transport operations will have the following meanings:
1) Distress signals
The following signals used either together or separately, mean that grave and imminent danger
threatens, and immediate assistance is requested:
a) A signal made by radiotelegraphy or by any other signaling method consisting of the group
SOS (• • • — — —·• • •·in the Morse code);
b) A signal sent by radiotelephony consisting of the spoken word MAYDAY;
c) Rockets or shells throwing red lights, fired one at a time at short intervals; and
d) A parachute flare showing a red light;
Note: None of the provisions in this clause will prevent the use, by an aircraft in distress, of any
means at its disposal to attract attention, make known its position and obtain help;
2) The following signals used either together or separately, mean that an aircraft wishes to give
notice of difficulties which compel it to land without requiring immediate assistance:
a) The repeated switching on and off of the landing lights; or
b) The repeated switching on and off of the navigation lights in such manner as to be distinct
from flashing navigation lights;
3) The following signals sent either together or separately, mean that an aircraft has a very
urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some
person on board or within sight:
a) A signal made by radiotelegraphy or by any other signaling method consisting of the
group XXX; and
b) A signal sent by radiotelephony consisting of the spoken words PAN, PAN.
4) The following signals will be used in the event of interception:
a) Signals initiated by intercepting aircraft and responses by intercepted aircraft;
b) Signals initiated by intercepted aircraft and responses by
c) Intercepting aircraft.
5) Pilots will acknowledge the aerodrome controller signals as follows:
a) When in-flight:
During the hours of daylight by rocking the aircraft's wings; and
During the hours of darkness by flashing on and off twice the aircraft's landing lights or, if not so
equipped, by switching on and off twice its navigation lights;
b) When on the ground:
During the hours of daylight by moving the aircraft's ailerons or rudder; and
During the hours of darkness by flashing on and off twice the aircraft's landing lights or, if not so
equipped, by switching on and off twice its navigation lights.
45
6) Aerodrome authorities will use the following visual ground signals will be use during the
following situations:
a) Prohibition of landing. A horizontal red square panel with yellow diagonals when displayed in
a signal area indicates that landings are prohibited and that the prohibition is liable to be
prolonged;
CHAPTER 11
11.0 AIRCRAFT SYSTEMS
11.1 AIRCRAFT SYSTEMS
The KING AIR-350 is a pressurized, multi-mission single engine turboprop aircraft. Its large
cabin is equipped with a forward passenger door and a large rear cargo door. The interior
configuration can be easily and quickly reconfigured.
The KING AIR-350 is a very versatile aircraft with a broad payload capability. It is fast but also
has good short field take-off and landing capabilities.
11.2 THE KING AIR-350 HAS THE FOLLOWING OPTIONAL CARRIAGE CAPABILITIES
Standard seating is for one or two pilots plus maximum nine passengers / sitting persons.
1 stretcher plus 6 or 7 sitting persons.
46

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East African Aviation Second issue

Operations Manual Part B 1 March 2019

1.0.1 CONVERSION TABLE

1.0.2 THE KING AIR-350 AIRCRAFT IS AS SHOWN BELOW:-

SPECIFICATIONS STANDARD METRIC

Operations Manual Part B 1 March 2019

Basic Operating Weight………………………10,070lb……….4,568kg

2.1 CERTIFICATION AND OPERATING LIMITATIONS

3.0 NORMAL PROCEDURES

3 .0.1 PRE- FLIGHT

3.0.2 CHECKS REQUIRED FOR TAKE-OFF

Operations Manual Part B 1 March 2019

3.0.3 CHECKS REQUIRED FOR LANDING

3.0.4 CHECKING/SETTING Vref

3.0.5 CHECK SAFE ALTITUDE BEFORE DESCENT

3.0.6 EMERGENCY DRILL – ITEMS TO BE COVERED.

3.0.7 CHECKLISTS FOR TWO PILOT CREWS.

3.0.8 SINGLE ENGINE AIRPLANE OPERATIONS (ECARAS 8.8.1.31)

3.0.10 CHECKLISTS FOR FLIGHT ENGINEERS.

Operations Manual Part B 1 March 2019

3.0.11 CHECKLIST FOR SINGLE PILOT CREW.

3.0.12 SINGLE PILOT OPERATIONS ( ECARAS 8.8.1.30)

3.0.13 INSTRUCTION FOR CHECKLIST MUST BE USED

3.0.14 NORMAL CHECKLISTS

3.1 SPECIFIC FLIGHT DECK/ COCKPIT CHECK PROCEDURES (ECARAS 9.3.1.11)

Operations Manual Part B 1 March 2019

4.1 ABNORMAL AND EMERGENCY PROCEDURES AND DUTIES

Operations Manual Part B 1 March 2019

4.1.1 DUTIES DURING CRITICAL PHASES OF FLIGHT (ECARAS 8.5.1.15)

4.1.2 MANIPULATION OF THE CONTROLS (ECARAS 8.5.1.16)

4.1.3 SIMULATED ABNORMAL SITUATIONS IN FLIGHT (ECARAS 8.5.1.17)

4.1.4 COMPLETION OF THE TECHNICAL LOG (ECARAS 8.5.1.18)

4.1.5 REPORTING MECHANICAL IRREGULARITIES (ECARAS 8.5.1.19)

4.1.6 SAFETY AND EMERGENCY PROCEDURES FOR OCEAN CROSSING FLIGHTS

Operations Manual Part B 1 March 2019

4.1.7 EMERGENCY PROCEDURES FOR DE-PRESSURIZATION

4.1.8 EMERGENCY PROCEDURE FOR FIRE IN CABIN

4.1.9 REPORTING OF FACILITY AND NAVIGATION AID INADEQUACIES(ECARAS 8.5.1.20)

Operations Manual Part B 1 March 2019

4.1.10 REPORTING OF HAZARDOUS CONDITIONS (ECARAS 8.5.1.21)

4.1.11 WEATHER / ENVIRONMENTAL

5.0.1.0 ALL EAST AFRICAN AVIATION AIRCRAFT (ECARAS 8.7.1)

5.0.1.1.1 APPLICABILITY (ECARAS 8.7.1.1)

5.0.1.2 GENERAL(ECARAS 8.7.1.2)

Operations Manual Part B 1 March 2019

5.0.1.3 AIRCRAFT PERFORMANCE CALCULATIONS (ECARAS 8.7.2.3)

5.0.1.4 GENERAL MASS AND OBSTRUCTION CLEARANCE LIMITATIONS (ECARAS

5.0.1.5 AIRCRAFT USED IN COMMERCIAL AIR TRANSPORT(ECARAS 8.7.2)

5.0.1.6 GENERAL(ECARAS 8.7.2.2)

Operations Manual Part B 1 March 2019

5.0.1.7 AIRCRAFT PERFORMANCE CALCULATIONS (ECARAS 8.7.2.3)

Operations Manual Part B 1 March 2019

(5) Crew training programs; and

5.0.1.8 TAKEOFF LIMITATIONS(ECARAS 8.7.2.4)

Operations Manual Part B 1 March 2019

5.0.1.9 EN ROUTE LIMITATIONS- AIR PLANE—ALL ENGINESOPERATING

5.0.1.9.1 EN ROUTE LIMITATIONS—ONE ENGINE INOPERATIVE (ECARAS 8.7.2.6)

5.0.1.10 EN ROUTE LIMITATIONS—TWO ENGINES INOPERATIVE (ECARAS 8.7.2.7)