JC - OM A - Rev00 - Annotated

OPERATIONS MANUAL PART A
Revision 00, 10 January 2017

OM Part A
© Copyright 2017 by JC Cambodia International Airlines. All rights reserved.
Information within the document shall not be reproduced and/or distributed without prior
written permission from the airline.
Any questions with respect to the use of this manual or information contained herein
should be addressed to:
Flight Operations Department

JC Cambodia International Airlines
8th&9th floor, Suntown Plaza, Cnr Russian Blvd & Northbridge Rd, Sangkat Teuk Thla,
Khan SenSok, Phnom Penh, Kingdom of Cambodia
Tel: +855 XXXXXX
Fax: +855 XXXXXX
Email: ops@jcairlines.com
PRELIMINARY PAGES P: AA-1
AUTHORITY APPROVAL Rev. 00, 10 JAN 2017
AUTHORITY APPROVAL
OM Part A Revision 00 was:
Authorized by:
Capt. Li Yan
Flight Operations Manager
Signature / Date __________________________________________________________
Checked for adequacy by:
Mr. Achmad Nurdin

Quality Assurance Director
Signature / Date __________________________________________________________
Approved by:
State Secretariat of Civil Aviation

Signature / Date __________________________________________________________
OPERATIONS MANUAL PART A JC CAMBODIA INTERNATIONAL AIRLINES

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AUTHORITY APPROVAL Rev. 00, 10 JAN 2017
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DISTRIBUTION CONTROL LIST Rev. 00, 10 JAN 2017
DISTRIBUTION CONTROL LIST

The following title holders or office shall receive a hard copy of the Operations Manual Part
A (OM Part A) and the subsequent revisions:
No. Document Control No. Holder
1. JC/OM-A/001 JC Master
2. JC/OM-A/002 SSCA – Phnom Penh
3. JC/OM-A/003 Flight Operations Department
4. JC/OM-A/004 Head Office – Phnom Penh
5. JC/OM-A/005 Quality Assurance Director
6. JC/OM-A/006 Company Library
7. JC/OM-A/007 Station – Phnom Penh (PNH)
8. JC/OM-A/008 Aircraft – XU-XXX
9. JC/OM-A/009 Aircraft – XU-XXX
Hard copies shall be printed in A4 or A5 size for manuals used in the offices, and in A5
size with a ring binder for use in the flight environment, for ease of use and update.

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RECORD OF REVISIONS Rev. 00, 10 JAN 2017
RECORD OF REVISIONS
JC Cambodia International Airlines’ (JC Airlines’) Operations Manual is divided into
different parts. Each part of the Operations Manual has its own:
• Record of Revisions;
• List of Effective Pages;
• Record of Temporary Revisions.
According to that, each part of Operations Manual has its own, separate, revisions system
and it is considered, for revisions (amendments), as independent volume. This means that
each part has its own revision numbering.
Operations Manual Part A and its revisions (amendments) are published and issued by the
JC Airlines’ Flight Operations Department. Flight Operations Manager (FOM) is
responsible for its content (accuracy and adequacy of the information provided in the
manual), keeping the instructions and information up-to-date, notifying the Authority of
proposed changes and working with the Authority on changes requiring approval.
Operations Manual and subsequent revisions (amendments) have to be approved by the

Authority (State Secretariat of Civil Aviation - SSCA) in advance of the issue date. The
purpose of this process is to verify the adequacy of JC Airlines’ systems and procedures,
for keeping instructions and information under review and for issuing timely revisions as
necessary.
Operations Manual shall be acceptable to the SSCA and shall be amended or revised as
is necessary to ensure that the information contained therein is kept up to date. All such
amendments or revisions shall be issued to all personnel that are required to use this
manual. Operations Manual must be updated by implementing changes made mandatory
or approved by the Authority.
Information taken from an approved documents (e.g. Airplane Flight Manual, etc.), and any
amendment of such approved documentation, must be implemented and reflected
correctly in the Operations Manual, and the Operations Manual must not contain
information that is contrary to any approved documentation. However, this requirement
does not prevent JC Airlines from using more conservative data and procedures.
Hard copy and the subsequent revisions (amendments) will be issued to authorized
holders (refer to Distribution Control List) who shall acknowledge the receipt of revisions
and sign the record of revision sheet. A copy of OM Part A will be available to all
operations personnel in electronic format. Revisions will be issued to operations personnel
and relevant sub-contractors in the form of a new disk or file containing the complete
manual.

Revisions will be numbered consecutively and shall be entered in the revision record sheet
below to ensure that the manual is up-to-date; the compliance is confirmed when signed
under “Signature”. Revisions shall be inserted by all authorized users without delay. A
break in the numbers may indicate that a particular revision has not been received, and
the holder of the manual shall immediately request the missing revision through Flight
Operations Department.
Each revision will include detailed instructions sheet, which shall be used to check the
completeness of the respective revision. If any page is found to be missing, Flight
Operations Department shall be notified immediately.
Hand written revisions (amendments) are not permitted except in situations requiring
immediate amendment in the interest of safety. In such cases hand written revisions shall
be followed by standard formal process as soon as possible.
As part of additional operational instructions and information, Flight Operations Notices

(FON), Directives and Bulletins may be published by the relevant departments and
included in Chapter 14, if they contain information relevant to OM Part A. Those of a
temporary nature will be cancelled as soon as they are no longer relevant. Those of long-
term relevance, if applicable, will be incorporated into the OM Part A, with the next
revision. Operations personnel shall get their copies of additional operational instructions
and information via their emails in electronic form and authorized holders of the manual as
hard copies.

Entered by
Revision No Effective Date Revision Date Insertion Date
(Signature)
00 10 FEB 2017 10 JAN 2017
RETAIN THIS SHEET UNTIL REPLACED WITH NEW ISSUE
Revision No Content Summary
00 • New document

Intentionally Blank

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RECORD OF AUTHORITY REVISION APPROVALS Rev. 00, 10 JAN 2017
RECORD OF AUTHORITY REVISION APPROVALS
Revision No Revision Date Authority Approval Signature Date
00 10 JAN 2017

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PRELIMINARY PAGES P: RoTR-1
RECORD OF TEMPORARY REVISIONS Rev. 00, 10 JAN 2017
RECORD OF TEMPORARY REVISIONS

Temporary Revisions to this manual will be issued at irregular intervals. Temporary
Revisions will be issued on yellow pages and are to be inserted facing the appropriate
revisions on white pages. Do not remove white pages unless specified to do so.
List of Temporary Revisions

Inserted/Deleted
TR No Page Chapter Rev Date Status
Date By

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REVISION HIGHLIGHTS
Revision 00, 10 January 2017.
Reason for issue: New document.

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PRELIMINARY PAGES P: LEP-1
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PRELIMINARY PAGES P: MI-1
MASTER INDEX Rev. 00, 10 JAN 2017
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PRELIMINARY PAGES P: ToC-1
TABLE OF CONTENTS Rev. 00, 10 JAN 2017
TABLE OF CONTENTS
AUTHORITY APPROVAL
DISTRIBUTION CONTROL LIST
RECORD OF REVISIONS
RECORD OF AUTHORITY REVISION APPROVALS
RECORD OF TEMPORARY REVISIONS
RECORD OF AUTHORITY TEMPORARY REVISION APPROVALS
REVISION HIGHLIGHTS
LIST OF EFFECTIVE PAGES
MASTER INDEX
TABLE OF CONTENTS
0 GENERAL INFORMATION .................................................................................................................. 0-1
0.1 Introduction ..................................................................................................................................... 0-1
0.2 Contents.......................................................................................................................................... 0-5
0.3 Organization and Identification ....................................................................................................... 0-6
0.3.1 Organization ....................................................................................................................... 0-6
0.3.2 Identification ....................................................................................................................... 0-6
0.4 Terminology .................................................................................................................................... 0-7
0.4.1 Terms ................................................................................................................................. 0-7
0.4.2 Synonyms ........................................................................................................................... 0-8
0.5 Abbreviations .................................................................................................................................. 0-9
0.6 Definitions ..................................................................................................................................... 0-23
1 ORGANISATION AND RESPONSIBILITIES ....................................................................................... 1-1
1.1 Organisational Structure ................................................................................................................. 1-1
1.2 Operations Management ................................................................................................................ 1-2
1.2.1 General ............................................................................................................................... 1-2
1.2.2 Nominated Postholders ...................................................................................................... 1-2
1.2.3 Deputies to Postholders ..................................................................................................... 1-4
1.2.4 Combination of Postholders Responsibilities ..................................................................... 1-5
1.3 Duties and Responsibilities of Operations Management Personnel .............................................. 1-6
1.3.1 Accountable Manager ........................................................................................................ 1-6
1.3.2 Quality Assurance Director ................................................................................................. 1-7
1.3.3 Flight Operations Manager ................................................................................................. 1-8
1.3.4 Safety and Security Manager ............................................................................................. 1-9
1.3.5 Engineering & Maintenance Manager .............................................................................. 1-10
1.3.6 Ground Operations Manager ............................................................................................ 1-11
1.3.7 Training Manager ............................................................................................................. 1-12
1.3.8 Chief Cabin Crew ............................................................................................................. 1-14
1.3.9 Chief Pilot ......................................................................................................................... 1-15
1.3.10 Flight Standard Officer ..................................................................................................... 1-17
1.3.11 Head of Flight Dispatch / Operations Control Centre ....................................................... 1-17
1.3.12 Assistant Flight Operations Manager (Assistant FOM) .................................................... 1-18
1.3.13 Technical Pilot .................................................................................................................. 1-19
1.3.14 Head of Crew Planning .................................................................................................... 1-20
1.3.15 Flight Safety Officer .......................................................................................................... 1-20

1.3.16 Chief Flight Instructor ....................................................................................................... 1-21

1.3.17 Chief Cabin Crew Instructor ............................................................................................. 1-22
1.3.18 EFB Administrator ............................................................................................................ 1-22
1.3.19 Emergency Director .......................................................................................................... 1-22
1.4 General Responsibilities of all Operations Personnel .................................................................. 1-23
1.4.1 Wilful and Deliberate Violation ......................................................................................... 1-23
1.5 Authority, Duties and Responsibilities of the Commander (Pilot-In-Command)........................... 1-24
1.5.1 General ............................................................................................................................. 1-24
1.5.2 Leadership ........................................................................................................................ 1-25
1.5.3 Customer Service / Public Relations ................................................................................ 1-26
1.5.4 Main Duties and Responsibilities Prior to the Flight ......................................................... 1-26
1.5.5 Main Duties and Responsibilities Prior to Taxiing and Take-off ....................................... 1-28
1.5.6 Main Duties and Responsibilities during the Flight .......................................................... 1-28
1.5.7 Main Duties and Responsibilities after the Flight ............................................................. 1-29
1.6 Duties and Responsibilities of crew members other than Commander ....................................... 1-31
1.6.1 General ............................................................................................................................. 1-31
1.6.2 Duties and Responsibilities of the First Officer (Co-Pilot) ................................................ 1-33
1.6.3 Duties and Responsibilities of the Safety Pilot ................................................................. 1-35
1.6.4 Duties and Responsibilities of Cruise Relief Pilot-in-Command ...................................... 1-35
1.6.5 Duties and Responsibilities of the System Panel Operator ............................................. 1-37
1.6.6 Duties and Responsibilities of Cabin Crew ...................................................................... 1-37
1.7 Crew Regulations ......................................................................................................................... 1-39
1.7.1 Behaviour in Public ........................................................................................................... 1-39
1.7.2 Personal Documents ........................................................................................................ 1-39
1.7.3 Uniform ............................................................................................................................. 1-40
1.7.4 Customs and Currency Regulations................................................................................. 1-40
1.7.5 Handling of Company Material ......................................................................................... 1-40
1.7.6 Accident / Illness............................................................................................................... 1-41
1.7.7 Night Stops/Stop Over Away from Home Base ................................................................ 1-41
1.7.8 Smoking Regulations for Crew Members ......................................................................... 1-42
1.7.9 Photographing/Filming and Publishing on Web Social Networks and Internet ................ 1-42
1.7.10 Restrictions on Duty Performance.................................................................................... 1-42
2 OPERATIONAL CONTROL AND SUPERVISION ................................................................................ 2-1
2.1 Supervision of the Operations by the Company ............................................................................. 2-1
2.1.1 General ............................................................................................................................... 2-1
2.1.2 Licence and Qualification Validity....................................................................................... 2-3
2.1.3 Competence of Operations Personnel ............................................................................... 2-3
2.1.4 Operations Management Supervision ................................................................................ 2-4
2.1.5 Control and Storage of Records, Flight Documents and Data ........................................... 2-4
2.2 System for Promulgation of Additional Operational Instructions and Information .......................... 2-9
2.2.1 General ............................................................................................................................... 2-9
2.2.2 Aircraft Manufacturer Advices .......................................................................................... 2-11
2.2.3 Operator's Internal Information ......................................................................................... 2-13
2.3 Accident Prevention and Flight Safety Program ........................................................................... 2-15
2.3.1 General ............................................................................................................................. 2-15
2.3.2 ASRS (Air Safety Reporting System) ............................................................................... 2-16
2.3.3 FDM (Flight Data Monitoring) ........................................................................................... 2-16
2.4 Operational Control ....................................................................................................................... 2-19
2.4.1 General ............................................................................................................................. 2-19
2.4.2 Operational Control Exercised by the Commander (PIC) ................................................ 2-23
2.4.3 Flight Dispatch Operational Control Assistance ............................................................... 2-23
2.4.4 Flight Operations Manager Operational Control Assistance ............................................ 2-28

2.4.5 Summary of Operational Control ...................................................................................... 2-29

2.4.6 Operational Irregularities .................................................................................................. 2-30
2.4.7 Cancelation of the Flight ................................................................................................... 2-34
2.5 Powers of the Authority................................................................................................................. 2-36
3 MANAGEMENT SYSTEM .................................................................................................................... 3-1
3.1 General ........................................................................................................................................... 3-1
3.2 Quality Assurance Program ............................................................................................................ 3-4
3.2.1 General ............................................................................................................................... 3-4
3.2.2 Quality Assurance Responsibility for Sub-Contractors ...................................................... 3-5
3.2.3 Quality System Training ..................................................................................................... 3-6
3.3 Monitoring and Corrective Action ................................................................................................... 3-7
3.3.1 General ............................................................................................................................... 3-7
3.3.2 Audit Scope ........................................................................................................................ 3-9
3.3.3 Reporting of Results ........................................................................................................... 3-9
3.3.4 Recording ......................................................................................................................... 3-10
3.3.5 Management Evaluation ................................................................................................... 3-10
3.4 Flight Safety Documents System ................................................................................................. 3-12
3.5 Flight Operational Quality Assurance – FOQA ............................................................................. 3-15
4 CREW COMPOSITION ......................................................................................................................... 4-1
4.1 Flight Crew Composition................................................................................................................. 4-1
4.1.1 Minimum Flight Crew .......................................................................................................... 4-1
4.1.2 Designation of the Commander .......................................................................................... 4-1
4.1.3 In-Flight Relief .................................................................................................................... 4-2
4.1.4 Crewing of Inexperienced Flight Crew Members ............................................................... 4-3
4.2 Cabin Crew Composition ................................................................................................................ 4-4
4.2.1 Minimum Cabin Crew ......................................................................................................... 4-4
4.2.2 Cabin Crew in Charge (CIC) .............................................................................................. 4-4
4.3 Succession of Command ................................................................................................................ 4-6
4.3.1 Chain of Command............................................................................................................. 4-6
4.4 Crew Composition .......................................................................................................................... 4-7
4.4.1 General ............................................................................................................................... 4-7
4.4.2 Reduced Minimum Cabin Crew.......................................................................................... 4-7
4.4.3 Flights without Cabin Crew ................................................................................................. 4-8
4.5 Operation on more than One Type or Variant ................................................................................ 4-9
5 QUALIFICATION REQUIREMENTS .................................................................................................... 5-1
5.1 General ........................................................................................................................................... 5-1
5.2 Flight Crew Qualification Requirements ......................................................................................... 5-2
5.2.1 General ............................................................................................................................... 5-2
5.2.2 Flight Crew Licence ............................................................................................................ 5-3
5.2.3 Medical Certificate .............................................................................................................. 5-3
5.2.4 Type Rating and Instrument Rating.................................................................................... 5-3
5.2.5 Operator Proficiency Check ............................................................................................... 5-3
5.2.6 Pilot Qualification to Operate in Either Seat ....................................................................... 5-3
5.2.7 Line Check .......................................................................................................................... 5-4
5.2.8 Recency of Experience ...................................................................................................... 5-4
5.2.9 Low Visibility Operations Certificate ................................................................................... 5-5
5.2.10 Route and Aerodrome Competence Qualification .............................................................. 5-6
5.2.11 Additional Qualification ....................................................................................................... 5-7
5.2.12 Operation on more than One Type..................................................................................... 5-7
5.2.13 Flight Crew Instructors/Examiners ..................................................................................... 5-7
5.3 Cabin Crew Qualification Requirements ......................................................................................... 5-8

5.3.1 General ............................................................................................................................... 5-8

5.3.2 Recency of Experience ...................................................................................................... 5-9
5.3.3 Cabin Crew Instructors/Examiners ..................................................................................... 5-9
5.4 Flight Dispatcher (Flight Operations Officer) Qualification Requirements .................................... 5-10
5.4.1 General ............................................................................................................................. 5-10
5.4.2 Required Training and Checking ...................................................................................... 5-10
5.4.3 Recency of Experience .................................................................................................... 5-10
5.4.4 Flight Operations Officer Instructors/Examiners .............................................................. 5-11
5.5 Other Operations Personnel ......................................................................................................... 5-12
6 CREW HEALTH PRECAUTIONS......................................................................................................... 6-1
6.1 General Health Requirements ........................................................................................................ 6-1
6.1.1 Illness or Incapacitation while on Duty ............................................................................... 6-2
6.1.2 International Regulations .................................................................................................... 6-2
6.1.3 Quarantine Regulations ...................................................................................................... 6-2
6.1.4 Medical Examinations for Crew Members .......................................................................... 6-3
6.1.5 Alcohol and Other Intoxicating Liquor ................................................................................ 6-3
6.1.6 Narcotics, Drugs, Pharmaceutical Products & Preparations .............................................. 6-4
6.1.7 Immunisation ...................................................................................................................... 6-6
6.1.8 Scuba Diving, Underwater and Dangerous Sports ............................................................ 6-7
6.1.9 Blood Donation ................................................................................................................... 6-7
6.1.10 Meal Precautions ................................................................................................................ 6-7
6.1.11 Sleep, Rest and Fatigue ..................................................................................................... 6-9
6.1.12 Surgical Operations .......................................................................................................... 6-10
6.1.13 Eye Protection .................................................................................................................. 6-10
6.1.14 Humidity ............................................................................................................................ 6-11
6.1.15 Diurnal Rhythm ................................................................................................................. 6-11
6.1.16 Pregnancy ........................................................................................................................ 6-11
6.1.17 Ageing Policy .................................................................................................................... 6-11
6.1.18 Unfit to Fly Procedure ....................................................................................................... 6-12
6.1.19 Ear Protection ................................................................................................................... 6-12
6.1.20 Sterilised Cleaning Wipes ................................................................................................ 6-12
6.2 Cosmic Radiation .......................................................................................................................... 6-13
6.2.1 Assessment of Cosmic Radiation..................................................................................... 6-14
6.2.2 Impact of Radiations on Health ........................................................................................ 6-15
6.3 Tropical Medicine .......................................................................................................................... 6-16
6.3.1 Tropical Climate................................................................................................................ 6-16
6.3.2 Hygiene ............................................................................................................................ 6-16
6.3.3 Tropical Diseases ............................................................................................................. 6-17
6.3.4 Main Tropical Diseases .................................................................................................... 6-17
6.3.5 Disinsection of Aeroplane ................................................................................................. 6-22
6.4 In-Flight Medical Emergencies and Illness ................................................................................... 6-23
6.4.1 General ............................................................................................................................. 6-23
6.4.2 Medical Conditions that may require an Unscheduled Landing ....................................... 6-23
6.4.3 Cabin Crew Actions .......................................................................................................... 6-24
6.4.4 Flight Crew Actions........................................................................................................... 6-24
6.4.5 Infectious Disease ............................................................................................................ 6-25
6.5 Laser Beam Illumination ............................................................................................................... 6-27
6.5.1 General ............................................................................................................................. 6-27
6.5.2 Pre-flight Preventive Measures ........................................................................................ 6-27
6.5.3 In-flight Procedures prior to Entering Airspace with Observed Laser Targeting Activity . 6-27
6.5.4 In-flight Procedures during and after Laser Beam Illumination of the Cockpit ................. 6-27
6.5.5 Medical Examination following Suspected Laser Beam Illumination ............................... 6-28

6.6 Fatigue Risk Management System ............................................................................................... 6-29

7 FLIGHT TIME LIMITATIONS ................................................................................................................. 7-1
7.1 General ........................................................................................................................................... 7-1
7.2 Responsibilities ............................................................................................................................... 7-3
7.2.1 Responsibility of the Company ........................................................................................... 7-3
7.2.2 Responsibility of the Crew Members .................................................................................. 7-4
7.3 Definitions ....................................................................................................................................... 7-5
7.4 Flight and Duty Time Limitations .................................................................................................... 7-9
7.4.1 Cumulative Duty Hours ...................................................................................................... 7-9
7.4.2 Limit on Total Block Times ................................................................................................. 7-9
7.4.3 Maximum Rostered Flight Duty Period (FDP) .................................................................... 7-9
7.4.4 Operational Robustness ................................................................................................... 7-10
7.4.5 Combinations of Flying and other Duty ............................................................................ 7-11
7.4.6 Split Duty .......................................................................................................................... 7-11
7.4.7 Base (Flight) Training ....................................................................................................... 7-11
7.4.8 Extension of Flight Duty Period by Augmented Crew ...................................................... 7-12
7.4.9 Reporting Time ................................................................................................................. 7-12
7.4.10 Delayed Reporting Time ................................................................................................... 7-12
7.5 Rest Requirements ....................................................................................................................... 7-14
7.5.1 Minimum Rest................................................................................................................... 7-14
7.5.2 Days Off ............................................................................................................................ 7-14
7.5.3 Discretion to reduce a Rest Period................................................................................... 7-15
7.6 Standby ......................................................................................................................................... 7-16
7.6.1 General ............................................................................................................................. 7-16
7.6.2 Airport Standby ................................................................................................................. 7-16
7.7 Exceedances of Flight and Duty Time Limitations........................................................................ 7-17
7.7.1 Commander's Discretion .................................................................................................. 7-17
7.8 Rules Relating To Cabin Crew ..................................................................................................... 7-18
7.9 Nutrition......................................................................................................................................... 7-19
7.10 Flight Duty, Duty and Rest Period Records .................................................................................. 7-20
7.11 Compassionate Leave of Absence ............................................................................................... 7-21
8 OPERATING PROCEDURES............................................................................................................... 8-1
8.1 Flight Preparation Instructions ........................................................................................................ 8-3
8.1.1 General ............................................................................................................................... 8-3
8.1.2 Minimum Flight Altitudes .................................................................................................... 8-5
8.1.3 Criteria for Determining the Usability of Aerodromes ....................................................... 8-13
8.1.4 Methods for Establishing Aerodrome Operating Minima.................................................. 8-25
8.1.5 En-Route Operating Minima for VFR Flights or VFR portions of an IFR Flight ............... 8-39
8.1.6 Presentation & Application of Aerodrome & En-Route Operating Minima ....................... 8-39
8.1.7 Interpretation of Meteorological Information ..................................................................... 8-42
8.1.8 Determination of the Quantities of Fuel and Oil Carried .................................................. 8-46
8.1.9 Weight and Centre of Gravity ........................................................................................... 8-51
8.1.10 ATC Flight Plan ................................................................................................................ 8-58
8.1.11 Operational Flight Plan (OFP) .......................................................................................... 8-73
8.1.12 Aircraft Technical Log ....................................................................................................... 8-78
8.1.13 Journey Log ...................................................................................................................... 8-85
8.1.14 List of Documents, Forms and Additional Information to be carried ................................ 8-95
8.1.15 Use of Electronic Flight Bag (EFB) ................................................................................... 8-98
8.2 Ground Handling ........................................................................................................................... 8-99
8.2.1 Fuelling or Defuelling ........................................................................................................ 8-99
8.2.2 Passenger Handling ....................................................................................................... 8-108

8.2.3 Ramp Handling ............................................................................................................... 8-129

8.2.4 De-Icing / Anti-Icing ........................................................................................................ 8-147
8.3 Flight Procedures ........................................................................................................................ 8-171
8.3.1 VFR / IFR Policy ............................................................................................................. 8-171
8.3.2 Navigation Procedures ................................................................................................... 8-173
8.3.3 Altimeter Setting Procedures .......................................................................................... 8-184
8.3.4 Altitude Alerting System Procedures .............................................................................. 8-186
8.3.5 Ground Proximity Warning System Procedures ............................................................. 8-187
8.3.6 Policy and Procedures for the use of ACAS (TCAS) ..................................................... 8-187
8.3.7 In-Flight Fuel Management ............................................................................................ 8-190
8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions ........................................ 8-195
8.3.9 Wake Turbulence ........................................................................................................... 8-224
8.3.10 Crew Members at their Stations ..................................................................................... 8-227
8.3.11 Use of Safety Belts for Crew and Passengers ............................................................... 8-231
8.3.12 Admission to the Flight Deck .......................................................................................... 8-232
8.3.13 Use of Crew Seats.......................................................................................................... 8-235
8.3.14 Incapacitation of Crew Members .................................................................................... 8-236
8.3.15 Cabin Safety Management ............................................................................................. 8-238
8.3.16 Passengers Briefing Procedures .................................................................................... 8-249
8.3.17 Cosmic or Solar Radiation Detection Procedures .......................................................... 8-255
8.3.18 Task Sharing .................................................................................................................. 8-255
8.3.19 Policy on the use of Autopilot and Autothrottle .............................................................. 8-258
8.3.20 Standard Operating Procedures (SOPs) ........................................................................ 8-260
8.3.21 Abnormal (Non-normal) & Emergency Procedures and Checklists ............................... 8-281
8.4 All Weather Operations ............................................................................................................... 8-285
8.4.1 General requirements ..................................................................................................... 8-285
8.4.2 Low Visibility Take-off (LVTO) ........................................................................................ 8-286
8.4.3 Precision Category II Approach (CAT II / CAT 2) ........................................................... 8-287
8.4.4 Precision Category III Approach (CAT III / CAT 3) ......................................................... 8-288
8.4.5 Definitions ....................................................................................................................... 8-288
8.4.6 Runway Visual Range (RVR) ......................................................................................... 8-290
8.4.7 Flight Crew Procedures .................................................................................................. 8-291
8.4.8 Continuous Monitoring Program..................................................................................... 8-294
8.4.9 Flight Parameters Deviation Calls during LVO Approach .............................................. 8-294
8.4.10 Loss of Required Visual References .............................................................................. 8-295
8.4.11 Failures and Associated Actions .................................................................................... 8-295
8.4.12 ATC Procedures ............................................................................................................. 8-296
8.4.13 Flight Crew and Aircraft Recency Requirements ........................................................... 8-296
8.5 EDTO .......................................................................................................................................... 8-297
8.6 Use of Minimum Equipment List (MEL) and Configuration Deviation List (CDL) ....................... 8-298
8.6.1 Minimum Equipment List (MEL) ..................................................................................... 8-298
8.6.2 Configuration Deviation List (CDL) ................................................................................. 8-299
8.7 Non-Revenue Flights – Procedures and Limitations .................................................................. 8-300
8.7.1 Training Flights ............................................................................................................... 8-300
8.7.2 Test Flights ..................................................................................................................... 8-301
8.7.3 Delivery Flights ............................................................................................................... 8-303
8.7.4 Ferry Flights .................................................................................................................... 8-303
8.7.5 Demonstration and Sightseeing Flights.......................................................................... 8-303
8.7.6 Positioning Flights .......................................................................................................... 8-303
8.7.7 Demonstration Proving Flights ....................................................................................... 8-304
8.8 Oxygen Requirements ................................................................................................................ 8-307
8.8.1 Definitions ....................................................................................................................... 8-307

8.8.2 First Aid Oxygen ............................................................................................................. 8-307

8.8.3 Supplemental Oxygen – Pressurised Aeroplanes .......................................................... 8-307
8.8.4 Supplemental Oxygen – Non-pressurized Aeroplanes .................................................. 8-311
8.8.5 Crew Protective Breathing .............................................................................................. 8-312
8.8.6 Detailed Description of the Different Systems and the PBE .......................................... 8-312
8.8.7 Operational Procedure Following Cabin Depressurisation ............................................ 8-312
9 DANGEROUS GOODS AND WEAPONS ............................................................................................ 9-1
9.1 Information, Instructions and General Guidance on the Transport of Dangerous Goods .............. 9-1
9.1.1 Policy on the Transport of Dangerous Goods .................................................................... 9-1
9.1.2 Acceptance, Labelling, Handling, Stowage and Segregation of Dangerous Goods .......... 9-6
9.1.3 Procedures for Responding to Emergency Situations or Incidents Involving Dangerous
Goods ............................................................................................................................... 9-19
9.1.4 Instructions on the Carriage of Employees of the Operator ............................................. 9-27
9.1.5 Information/Notification to the Commander ...................................................................... 9-27
9.1.6 Dangerous Goods Training .............................................................................................. 9-30
9.1.7 Responsibilities ................................................................................................................. 9-31
9.2 Carriage of Weapons, Munitions of War and Sporting Weapons ................................................. 9-33
9.2.1 Weapons of War or Munitions of War .............................................................................. 9-33
9.2.2 Sporting Weapons ............................................................................................................ 9-34
10 SECURITY .......................................................................................................................................... 10-1
10.1 Security Instructions and Guidance .............................................................................................. 10-1
10.1.1 General ............................................................................................................................. 10-1
10.1.2 Security Policy .................................................................................................................. 10-2
10.1.3 Customs and Immigration Regulations ............................................................................ 10-2
10.1.4 Company Security Matters ............................................................................................... 10-3
10.1.5 Airport Security ............................................................................................................... 10-11
10.1.6 Baggage Reconciliation .................................................................................................. 10-12
10.2 International Conventions on the Suppression of Violence ........................................................ 10-13
10.2.1 General ........................................................................................................................... 10-13
10.2.2 Tokyo Convention........................................................................................................... 10-13
10.3 Hijacking ..................................................................................................................................... 10-20
10.3.1 General Policy ................................................................................................................ 10-20
10.3.2 Types of Hijackers .......................................................................................................... 10-20
10.3.3 Commander’s Authority .................................................................................................. 10-21
10.3.4 Procedures in Case of Threat of Hijacking ..................................................................... 10-21
10.4 Bomb Threat ............................................................................................................................... 10-23
10.4.1 General ........................................................................................................................... 10-23
10.4.2 Threat to Aeroplane on the Ground................................................................................ 10-24
10.4.3 Threat to Aeroplane in Flight .......................................................................................... 10-25
10.4.4 Aircraft Search ................................................................................................................ 10-27
10.4.5 In Conclusion .................................................................................................................. 10-32
11 HANDLING OF ACCIDENTS AND OCCURRENCES ....................................................................... 11-1
11.1 General ......................................................................................................................................... 11-1
11.2 Definitions ..................................................................................................................................... 11-2
11.2.1 Accident ............................................................................................................................ 11-2
11.2.2 Serious Incident ................................................................................................................ 11-2
11.2.3 Incident ............................................................................................................................. 11-3
11.2.4 Occurrence ....................................................................................................................... 11-3
11.3 Emergency Phases ....................................................................................................................... 11-4
11.4 Procedures and Responsibilities Following an Accident or Serious Incident ............................... 11-5
11.4.1 General ............................................................................................................................. 11-5

11.4.2 Responsibility of the Commander / JC Airlines following an Accident or Serious

Incident ............................................................................................................................. 11-5
11.4.3 Reporting Procedures and Responsibilities ..................................................................... 11-6
11.4.4 Securing Documentation .................................................................................................. 11-8
11.4.5 Non Reprisal Policy .......................................................................................................... 11-9
11.4.6 Just Culture Concept vs. Negligent Behaviour and Deliberate Violations ....................... 11-9
11.4.7 Confidential Safety Reports .............................................................................................. 11-9
11.4.8 Procedures for Verbal Notification to ATS Units of Incidents ......................................... 11-10
11.5 Investigation of Accidents, Serious Incidents and Incidents ....................................................... 11-12
11.5.1 Risk Assessment Methodology ...................................................................................... 11-13
11.6 Occurrences Combined with the Carriage of Dangerous Goods ............................................... 11-16
11.7 List of Mandatory Reportable Events ......................................................................................... 11-17
11.7.1 Flight Operations ............................................................................................................ 11-18
11.7.2 Aeroplane Technical ....................................................................................................... 11-21
11.7.3 Air Navigation Services, Facilities and Ground Services ............................................... 11-22
11.8 Forms .......................................................................................................................................... 11-25
11.8.1 General ........................................................................................................................... 11-25
11.8.2 Air Safety Report (ASR) ................................................................................................. 11-26
11.8.3 Birth on Board Report ..................................................................................................... 11-28
11.8.4 Death on Board Report .................................................................................................. 11-29
11.8.5 Flight Disturbance Incident Report ................................................................................. 11-30
11.8.6 Injury or Illness Report ................................................................................................... 11-31
11.8.7 Dangerous Goods Occurrence Report ........................................................................... 11-32
11.8.8 Volcanic Activity Report .................................................................................................. 11-34
11.8.9 Ground (Incident/Accident) Damage Report .................................................................. 11-35
11.8.10 Occurrence Report ......................................................................................................... 11-37
12 RULES OF THE AIR ........................................................................................................................... 12-1
12.1 General ......................................................................................................................................... 12-1
12.1.1 Introduction ....................................................................................................................... 12-1
12.1.2 Time System used in Operation ....................................................................................... 12-1
12.2 Applicability of the Rules of the Air ............................................................................................... 12-2
12.2.1 Compliance with Rules of the Air ..................................................................................... 12-2
12.2.2 Territorial Application of the Rules of the Air .................................................................... 12-3
12.3 Protection of Persons and Property .............................................................................................. 12-4
12.3.1 Right of Way and Avoidance of Collision ......................................................................... 12-4
12.3.2 Lights to be displayed by the Aircraft ............................................................................... 12-5
12.3.3 Unlawful Interference........................................................................................................ 12-6
12.3.4 Interception ....................................................................................................................... 12-7
12.3.5 Distress and Urgency Signals/Communication ................................................................ 12-9
12.4 Signals ........................................................................................................................................ 12-15
12.4.1 Marshalling Signals ........................................................................................................ 12-15
12.4.2 The Ground/Air Visual Codes for use by Survivors ........................................................ 12-20
12.5 ATC Clearances, Adherence to Flight Plan and position reports ............................................... 12-22
12.5.1 General ........................................................................................................................... 12-22
12.5.2 Deviations ....................................................................................................................... 12-23
12.5.3 Intended Changes .......................................................................................................... 12-23
12.5.4 Position Reports ............................................................................................................. 12-24
12.6 Communications ......................................................................................................................... 12-25
12.6.1 Communication Failures ................................................................................................. 12-25
12.6.2 The Circumstances in which a Radio Listening Watch is to be maintained ................... 12-25

13 LEASING ............................................................................................................................................. 13-1

13.1 INTRODUCTION .......................................................................................................................... 13-1
13.2 Terminology .................................................................................................................................. 13-2
13.3 Leasing of Aircraft between JC AIRLINES and any Entity ........................................................... 13-3
13.3.1 General ............................................................................................................................. 13-3
13.3.2 Dry Lease-in ..................................................................................................................... 13-3
13.3.3 Wet Lease-in .................................................................................................................... 13-4
13.3.4 Dry Lease-out ................................................................................................................... 13-4
13.3.5 Wet Lease-out .................................................................................................................. 13-5
13.3.6 Damp Lease ..................................................................................................................... 13-5
13.4 Leasing of Aircraft at Short Notice ................................................................................................ 13-6

Intentionally Blank

CHAPTER 0 P: 0-1
GENERAL INFORMATION Rev. 00, 10 JAN 2017
0 GENERAL INFORMATION
0.1 INTRODUCTION
JC Cambodia International Airlines (JC Airlines) , under the terms and conditions of a valid
Air Operator Certificate (AOC) and Operations Specifications, issued by the State
Secretariat for Civil Aviation (SSCA), is approved to operate scheduled and non-scheduled
flights and to carry persons, luggage, cargo or a combination of these.
The Operations Manual (OM) is the basic document governing JC Airlines flight
operations. All information, guidance and operating instructions, which are required to be
complied with by all operating personnel, are published or referenced in the Operations
Manual. Operating personnel means the servants and agents employed by the JC Airlines,
whether or not as members of the crew of the aircraft, to ensure that the flights of the
aircraft are conducted in a safe manner, and includes an operator who himself performs
these functions.
The Operations Manual complies with the terms and conditions of JC Airlines’ Air Operator
Certificate (AOC) and corresponding Operations Specifications. It contains, in addition to
national rules and regulations, valid Company policies, regulations and procedures as well
as relevant ICAO Standards and Procedures for Air Navigation Services. Operations
Manual is structured in accordance with Cambodian Civil Aviation Regulations and is
regarded as a primary indication of the standards to be achieved by the Company.
The Authority (State Secretariat of Civil Aviation - SSCA) must be provided with a copy of
the Operations Manual, and shall receive all its amendments, revisions and temporary
instructions.
All employees shall be familiar and comply with the laws, regulations, standards and
procedures of the states in which operations are conducted and with the contents of
Operations Manual relevant to the performance of their duties.
The rules outlined in the Operations Manual and the above mentioned regulations shall be
adhered to at all times. In the event of wilful or negligent infringement of the rules
contained in this manual personnel concerned may become subject to disciplinary action,
legal or penal action. Furthermore, if such infringement constitutes an offence against
national legal provisions, it may also result in legal action by the appropriate Civil Aviation
Authority.
However, nothing contained in the Operations Manual shall prevent personnel from
exercising their own best judgment during any situation for which the Operations Manual
makes no provisions or in an emergency.
The Commander or the pilot to whom command of flight has been delegated (Pilot-in-
Command) shall, in an emergency situation, take any action he considers necessary under

CHAPTER 0 P: 0-2
the circumstances. In such cases he may deviate from rules, operational procedures and
methods in the interest of safety.
Operations Manual comprises a number of separate parts (volumes), listed below, and in
addition includes instructions and information to particular groups of operating staff – e.g.
Cabin Crew Manual, SMS Manual, aircraft crew rostering instructions, information on
weight and balance supplied to handling agents, individual forms (such as prepared
navigational flight plans supplied by the Company to its crew), etc.
Separate basic parts of the Operations Manual (OM) are:
Part A – General / Basic

This part comprises all non-aircraft type related operational policies, instructions and
procedures needed for a safe operation. It includes:
• Standard operating procedures for each phase of flight, policies, checklists,
descriptions, guidelines, emergency procedures and other relevant information.
• Description of authorities, duties and responsibilities associated with the operational
control of flights;
• Guidance that identifies and defines the common flight documents used by the flight
crew, flight dispatchers and/or other personnel responsible for operational control.
Part B – Aeroplane Operating Matters
This part comprises all type-related instructions and procedures needed for a safe
operation. It takes into account of difference between types, variants and individual
aeroplanes used by JC Airlines. It includes:
• Normal, abnormal/non-normal and emergency procedures, instructions and
checklists;
• Aircraft systems descriptions, limitations and performance data;
• Minimum Equipment List (MEL) and Configuration Deviation List (CDL);
• Aircraft specific weight/mass and balance instructions/data (including loadsheet);
• Instructions for the computation of the quantities of fuel and oil (if required) to be
carried.
Part C – Routes and Aerodromes
This part comprises all instructions needed for the area of operations. It includes:
• Airway manuals and charts, including information regarding communication facilities
and navigation aids;
• Airport charts, including the method for determining airport operating minima;
• FMS databases;
• Airport and runway analysis manual or documents;
• The essential information concerning the search and rescue services in the area
over which the aircraft will be flown;
• Information regarding RFF capability available at aerodromes of intended use.

CHAPTER 0 P: 0-3
Part D – Training
This part comprises all training instructions for personnel requirements for a safe
operation. It includes:
• Details of all relevant training programs, policies, directives and requirements,
including curricula and syllabi, as applicable, for basic operator familiarization, initial
qualification, continuing qualification (including recency of experience),
requalification, upgrade and other specialized training requirements, as applicable;
• Curricula to include ground training, simulator training, aircraft training, evaluation
and certification, line flying under supervision, and any specialized training;
• Comprehensive syllabi to include lesson plans, procedures for training and the
conduct of evaluations;
• The training program for the development of knowledge and skills related to human
performance (Crew Resource Management - CRM).
Procedures and instructions, which are deemed necessary for cabin crew, will be
distributed under separate unit in the Cabin Crew Manual (CCM) and cross-referenced to
relevant basic parts of the Operations Manual, where necessary.
The intent of this provision is to ensure the flight crew will find all information necessary to
perform their functions within the Operations Manual, or within another document
referenced in the Operations Manual, which is identified as a source of operational
information approved or accepted for the purpose by the Company or the Authority.
Company publications, except Operations Manual extracts, that are distributed in the form
of handbooks, info sheets and copies shall be considered to serve for information,
explanation or interpretation purposes only.
Note: In the text of all manuals mentioned in this paragraph, the meaning of AOM refers to
OM Part B and AFM refers for Aircraft Flight Manual issued by the manufacturer. Some
parts from AOM can be substituted with relevant parts of the AFM or FCOM as applicable.
In that case AFM and/or FCOM must be on board the aircraft.
The Authority (State Secretariat of Civil Aviation) approves and/or accepts as applicable all
above mentioned manuals and their amendments (revisions) in accordance with
provisions below:
1. For amendments required to be notified in accordance with CCAR, the operator
shall supply the competent Authority with intended amendments in advance of the
effective date; and
2. For amendments to procedures associated with prior approval items in accordance
with CCAR, approval shall be obtained before the amendment becomes effective.
3. Notwithstanding (1 & 2), when immediate amendments or revisions are required in
the interest of safety, they may be published and applied immediately, provided that
any approval required has been applied for.

CHAPTER 0 P: 0-4
4. The operator shall incorporate all amendments and revisions required by the
competent Authority.
5. The operator shall ensure that information taken from approved documents, and
any amendment thereof, is correctly reflected in the Operations Manual. This does
not prevent the operator from publishing more conservative data and procedures in
the Operations Manual.
6. The operator shall ensure that all personnel are able to understand the language in
which those parts of the Operations Manual, which pertain to their duties and
responsibilities, are written. The content of the Operations Manual shall be
presented in a form that can be used without difficulty and observes human factors
principles.
Any suggestion for improving the contents of this part of Operations Manual and advice of
obsolescence is always appreciated. Should any individual consider that all or any part of
a procedure or instruction requires amendment, he should notify the Flight Operations
Manager.
Errors and/or discrepancies within the Operations Manual Part A (OM Part A) or between
the OM Part A and other regulations shall be reported immediately to Flight Operations
Manager.
Responsibility for the contents of the OM Part A and their proper implementation rests with
the Flight Operations Manager. The distribution of content of the OM Part A to
unauthorized persons is strictly prohibited.
The OM Part A is written in English language, and printed in legible fonts.

CHAPTER 0 P: 0-5
0.2 CONTENTS
Operations Manual Part A, referred to as OM Part A, comprises the “General / Basic” part
of Operations Manual. It contains all non-type related operational policies, instructions and
procedures required to assure safe, economic and effective conduct of operation. It details
the duties and responsibilities of all ground and flight operations personnel and their
interrelationship to the operation as a whole.
Detailed references regarding the contents of this manual may be found in Table of
Contents.
The OM Part A may cross-reference information to other parts of Operations Manual (Part
B, C, D, Cabin Crew Manual (CCM)). Additionally, it impacts upon the following manuals or
relevant parts of them, which supplement OM Part A:
• Ground Operations Manual (GOM);
• Flight Dispatch Manual (FDM);
• Quality System Manual (QSM);
• Safety Management System Manual (SMSM);
• Security Manual (SM).

CHAPTER 0 P: 0-6
0.3 ORGANIZATION AND IDENTIFICATION

0.3.1 Organization
The standard of printing, duplicating, binding, section dividers, indexing of sections, etc
shall be sufficient to enable the Operations Manual to be read without difficulty and to
ensure that it remains intact and legible during normal use. The design of the manual has
observed human factors principles.
The manual is divided into chapters. Each chapter is divided into sections. Sections may
be subdivided into one or more subsections and paragraphs, categorized by the subject or
type of information presented. Within each chapter the pages are numbered.
Example: OM part A, 1.10.2.1 Company Identity Card (ID Card)
Operations Manual Part Chapter Section Subsection Paragraph Title
Additions, changes or deletions are identified by a vertical line on the left hand side of the
revised page, marking the horizontal where changes or deletions occurred. Purely
redactional changes will not be marked.
0.3.2 Identification
Identification of OM Part A document is done via page headers and footers.
Header:
JC Airlines logo Number of the chapter Page [chapter-page number]
Name of the chapter Number and date of revision
Footer:
Name of the manual Airline company

CHAPTER 0 P: 0-7
0.4 TERMINOLOGY
0.4.1 Terms
When used in the OM Part A, the following terms shall have the following meaning:
• “Shall”, “will”, “must” or an action verb in the imperative sense means that the
application of a rule or procedure or provision is mandatory.
• “Should” means that the application of a procedure or provision is strongly
recommended.
• “May” means that the application of a procedure or provision is optional.
• “No person may...” or “a person may not...” mean that no person is required,
authorised, or permitted to do the act concerned.
• “Approved” means the Authority has reviewed the method, procedure or policy in
question and issued an approval.
• “Acceptable” means the Authority or the Company has reviewed the method,
procedure or policy and has neither objected to nor approved its proposed use or
implementation.
• “Prescribed” means the Authority or the Company has issued a written policy or
methodology which imposes either a mandatory requirement, if it states “shall”,
“will”, “must” or an action verb in the imperative sense, a recommended requirement
if it states “should” or a discretionary requirement if it states “may”.
• “Note” is used when an operating procedure, technique, etc., is considered
essential to be emphasised.
• “Caution” is used when an operating procedure, technique, etc., may result in
damage to equipment if not carefully followed.
• “Warning” is used when an operating procedure, technique, etc., may result in
personnel injury or loss of life if not carefully followed.
• “He/him” is used as a generic term throughout the manual, but applies equally to
persons of either gender.

CHAPTER 0 P: 0-8
0.4.2 Synonyms
The following list of synonyms may be used to cross-reference the

abbreviations/words/terms used in the OM Part A with the abbreviations/words/terms that
may be encountered in other operational and aviation documents:
• A320 - Airbus 320 - 320
• Aerodrome - Airport – Airfield
• Air Bridge - Jet Bridge - Jetway
• Aircraft - Airplane - Aeroplane
• Baggage - Luggage
• Before - Prior
• Cabin Crew - Cabin Crew Members - Flight Attendants - Cabin Attendants
• Cabin Crew in Charge - Cabin Service Manager - Senior Cabin Crew Member
• Cat I,II,III - Category 1, 2, 3 - Category I, II, III
• Cockpit - Flight Deck
• Commander - Captain - (Pilot-in-Command)
• Country - State
• Datalink - ACARS
• First Officer - Co-pilot
• Hand Baggage - Hand Luggage - Carry-On Baggage
• Life Vest - Life Jacket
• Previous - Preceding
• Quantity - Amount
• Seat Belts - Safety Belts
• Sector - Leg
• Stair - Jet-way - Steps
• Sufficient - Adequate
• To Allow - To Permit
• To Board - To Embark
• To Load - To Stow
• To Off-Load - To Un-Load
• To Stay - To Remain
• Transport - Carriage
• Weight - Mass

CHAPTER 0 P: 0-9
0.5 ABBREVIATIONS
The following abbreviations are used in this manual:
A
A320 A318/A319/A320/A321
AAL Above Aerodrome Level
ABP Able Bodied Passengers
A/C Aircraft
ACARS Aircraft Communications Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACC Area Control Centre
ACM Additional Crew Member
AED Automatic External Defibrillator
AFCS Automatic Flight Control System
AFIS Aerodrome Flight Information Service
AFM Aeroplane Flight Manual
AFOM Assistant Flight Operations Manager
AGL Above Ground Level
AGNIS Azimuth Guidance for Nose-in Stands
AH Alert Height
AIC Aeronautical Information Circular
AIM Aeronautical Information Manual
AIP Aeronautical Information Publication
AIS Aeronautical Information Service
ALS Approach Lighting System
ALTN Alternate
AM Amplitude Modulation
AMC Acceptable Means of Compliance
AME Authorized Medical Examiner
AMO Approved Maintenance Organisation
AMSL Above Mean Sea Level
AOC Air Operator's Certificate
AOCR Air Operators Certificates Requirements
AOM Aerodrome Operating Minima
AOM Aircraft Operating Manual
AP Auto Pilot
APL Approach Lights
APN Apron
APP Approach Control Office
APR Automatic Power Reserve
APU Auxiliary Power Unit
ARO Air Traffic Services Reporting Office
ASAP As Soon As Possible
ASD Accelerate Stop Distance

CHAPTER 0 P: 0-10
ASDA Accelerate Stop Distance Available

ASR Air Safety Report
ATA Actual Time of Arrival
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATL Aircraft Technical Log
ATD Actual Time of Departure
ATO Approved Training Organisation
ATPL(A) Airline Transport Pilot Licence (Aeroplane)
ATS Air Traffic Service
AVGAS Aviation Gasoline
AVI Live Animals
AVIH Live Animals in Hold
AWO All Weather Operations
B
BAL Ballast
BECMG Becoming
BIKE Bicycle
BKN Broken
BLND Blind Passenger
BULK Bulky Baggage
C
C Celsius
C Business Class
CAA Civil Aviation Authority
CAO Dangerous Goods “Cargo Aircraft Only”
CAPT Captain
CAS Calibrated Air Speed
CAT Clear Air Turbulence
CAT I Category I Approach
CAT II Category II Approach
CAT III Category III Approach
CAVOK Ceiling and Visibility OK
C/B Circuit Breaker
CB Cumulonimbus
CBBG Cabin Baggage
CBT Computer Based Training
CCM Cabin Crew Manual
CDFA Continuous Descent Final Approach
CDL Configuration Deviation List
CFIT Controlled Flight into Terrain
CFL Cleared Flight Level
CFP Computerized Flight Plan

CHAPTER 0 P: 0-11
CHD Child
CIC Cabin Crew in Charge
CG Centre of Gravity
CL Centerline Lights
C/L Checklist
CPL(A) Commercial Pilot Licence (Aeroplanes)
CRS Certificate of Release to Service
CM1 Left Seat Pilot
CM2 Right Seat Pilot
CMDR Commander
CMV Converted Meteorological Visibility
CO2 Carbon Dioxide
COM Communications
CRM Crew Resource Management
CRZ Cruise
CSI Critical Surface Inspection
CTOT Calculated Take-off Time
CVR Cockpit Voice Recorder
D
DA Decision Altitude
DBV Diagonal Braked Vehicle
DEAF Deaf Passenger
DEPA Deportee(s) with Escort
DGR Dangerous Goods Regulations
DH Decision Height
DHC Deadheading Crew
DIP Diplomatic Mail
DIST Distance
DME Distance Measuring Equipment
DMI Deferred Maintenance Items
DOC Document
DOI Dry Operating Index
DOW Dry Operating Weight
DP Duty Period
E
ECAC European Civil Aviation Conference
EDP Electronic Data Processing
EFB Electronic Flight Bag
EGPWS Enhanced Ground Proximity Warning System
EIC Equipment in Compartment
ELT Emergency Locator Transmitter
ENG Engine
EOSID Engine Out SID

CHAPTER 0 P: 0-12
ETA Estimated Time of Arrival

ETD Estimated Time of Departure
ETOPS Extended Range Operations with Two-Engined Aeroplanes
EU OPS See OPS 1
F
F Fahrenheit
FAA Federal Aviation Authority in U.S.A.
FBS Fixed Based Simulator
FC Friction Coefficient
FCL Flight Crew Licensing
FCOM Flight Crew Operating Manual
FCTM Flight Crew Training Manual
FD Flight Director
FDAS Flight Data Analyses System
FDM Flight Dispatch Manual
FDM Flight Data Monitoring
FDP Flight Duty Period
FDR Flight Data Recorder
FFS Full Flight Simulator
FG Fog
FIC Flight Information Centre
FIR Flight Information Region
FIS Flight Information Service
FL Flight Level
FM Frequency Modulation
FM Flight Manual
FMGC Flight Management and Guidance Computer
FMS Flight Management System
FNPT Flight & Navigation Procedures Trainer
FO First Officer
FOB Fuel On Board
FOD Foreign Object Damage
FOM Flight Operations Manager
FON Flight Operations Notice
FOO Flight Operations Officer
FPM Feet per Minute
FRAG Fragile
FQI Fuel Quantity Indicator
FTL Flight Time Limitation
FWD Forward
FZDZ Freezing Drizzle

CHAPTER 0 P: 0-13
G
G Gusts
GAT General Air Traffic
GENDEC General Declaration
GMT Greenwich Mean Time
GOM Ground Operations Manual
GND Ground
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPWS Ground Proximity Warning System
GR Hail
G/S Glide Slope
GS Ground Speed
H
H Heavy
HAT Height Above Threshold
HEA Heavy Cargo Item
HF High Frequency
HI High Intensity Light
HIL Holding Item List
HOT Hold Over Time
hPa HectoPascal
Hrs Hours
HUM Human Remains
I
IAS Indicated Air Speed
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
ICE Dry Ice
ID Identity (Number)
i.e. Id Est
IEC International Electrotechnical Commission
IFR Instrument Flight Rules
IFV In-flight Visibility
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
IMP Interchange Message Procedures
In Inch(es)
INAD Inadmissible Passenger(s)
INF Infant
INFO Information
INOP Inoperative
IOE Initial Operating Experience
CHAPTER 0 P: 0-14
IR Instrument Rating
IRS Inertial Reference System
ISA International Standard Atmosphere
ISO International Standard Organisation
J
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
JAR-OPS 1 Joint Aviation Requirements – Commercial Air Transportation
(Aeroplanes)
JAR-FCL 1 Joint Aviation Requirements – Flight Crew Licensing (Aeroplane)
JBD James Brake Decelerometer
JUMP Passenger on Jump Seat
K
KCAS Knots Calibrated Airspeed
KIAS Knots Indicated Airspeed
kg Kilogram(s)
km Kilometres
km/h Kilometres per Hour
kt Knots - Nautical Miles per Hour
L
L Light
L (LTR) Litre
LANG Language
Lb(s) Pound
LD Landing Distance
LDA Landing Distance Available
LH Left Hand
LHO Live Human Organs
LEP List of Effective Pages
LLZ Localizer
LMC Last Minute Changes
LOFT Line Orientated Flight Training
LOUT Lowest Operational Use Temperature
LPC Less Paper Cockpit
LRC Long Range Cruise
LVC Low Visibility Conditions
LVP Low Visibility Procedures
LVTO Low Visibility Take-Off
LW Landing Weight
M
m Meter
CHAPTER 0 P: 0-15
M Mach Number
M Medium
MAC Mean Aerodynamic Chord
MALS Medium Intensity Approach Light System
MAP Missed Approach Point
MAPSC Maximum Approved Passenger Seating Configuration
MAAS Meet and Assist Passengers
MAX Maximum
mb millibar
MBOH Minimum Break-Off Height
MCT Maximum Continuous Thrust
MDA Minimum Decision Altitude
MDH Minimum Descent Height
MEA Minimum En-route Altitude
MEDA Medical Assistance
MEL Minimum Equipment List
MET Meteorological (Office)
METAR Aviation Routine Weather Report
MHA Minimum Holding Altitude
MHz Megahertz
MI Medium Intensity Lights
MIALS Medium Intensity Approach Light System
MIL Military
MIN Minimum
MIRL Medium Intensity Runway Lights
MLS Microwave Landing System
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MMO Maximum Operating Limit Mach
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstacle Clearance Altitude
MORA Minimum Off-Route Altitude
MOR Mandatory Occurrence Report
MRE Meals Ready to Eat
MRVA Minimum Radar Vectoring Altitude
MSA Minimum Safe Altitude
MSL Mean Sea Level
MSN Manufacturer's Serial Number
MTOW Maximum Take-off Weight
MUM Mu-Meter
MZFW Maximum Zero Fuel Weight
N
N/A Not Applicable
NA Not Available

CHAPTER 0 P: 0-16
NADP Noise Abatement Departure Procedure

NAT North Atlantic Tracks
NAV Navigation (Equipment)
NAVAID Navigational Aid
NC Non Compliance
NDB Non Directional Beacon
NFP Net Flight Path
NIL No Items Listed (Nothing)
NM Nautical Miles
NOTAM Notice to Airmen
NOTOC Notification to Commander
NSC No Significant Clouds
NSW No Significant Weather
O
OAT Outside Air Temperature
OBS Observer
OCA Obstacle Clearance Altitude
OCH Obstacle Clearance Height
OCC Operations Control Centre
OCL Obstacle Clearance Limit
OFP Operational Flight Plan
OM Operations Manual
OM Outer Marker
OM Part A Operations Manual Part A
OM Part B Operations Manual Part B
OM Part C Operations Manual Part C
OM Part D Operations Manual Part D
OPC Operator Proficiency Check
OPS Operations
OPS 1 Appendix 3 to COMMISSION REGULATION (EC) No 859/2008 and/or any
subsequent revisions
OVC Overcast
P
P-RNAV Precision Area Navigation
Pa Pascal
PA Public Address
PAD Passenger Available for Disembarkation
PANS/RAC Procedures for Air Navigation Services
PANS/OPS Procedures for Air Navigation Services - Aircraft Operations
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAS Public Address System
PAX Passenger(s)

CHAPTER 0 P: 0-17
PBE Protective Breathing Equipment

PBN Performance Based Navigation
PDA Personal Digital Assistant
PE Ice Pellets
PEF Flowers
PED Personal Electronic Device
PEM Meat
PEP Fruits and Vegetables
PER Perishable Cargo
PES Fish/Seafood
PETC Pets in Cabin
PF Pilot Flying
PFD Primary Flight Display
PIC Pilot-in-Command
PICUS Pilot-in-Command under Supervision
PM Pilot Monitoring (= Pilot Non-Flying)
PNF Pilot Non-Flying
PRM Person/Passenger with Reduced Mobility
PROB Probably
Q
QA Quality Assurance
QFE Actual Atmospheric Pressure at Airport Elevation
QFU Magnetic Orientation of Runway
QDM Magnetic Track to a Station
QDR Magnetic Track from a Station (Radial)
QAM Quality Assurance Manager
QNH Actual Atmospheric Pressure at Sea Level
QRH Quick Reference Handbook
QSM Quality System Manual
R
RA Radio Altimeter
RA Radio Altitude
RA Resolution Advisory
RAIM Receiver Autonomous Integrity Monitoring
RCL Cryogenic Liquid
RCLL Runway Center Line Lights
RCM Corrosive Material
RDS Biological Substance, Category B (UN 3373)
REDL Runway Edge Lights
REG Registration
RENL Runway End Lights
REP Reported
RF Radio Frequency

CHAPTER 0 P: 0-18
RFF Rescue and Fire Fighting

RFG Flammable Gases
RFL Flammable Liquids
RFS Flammable Solids
RFW Substances which in contact with water emit Flammable Gases
RH Right Hand
RIS Infectious Substances
RNAV Area Navigation
RNG Non-Flammable Non-Toxic Gas
RNP Required Navigational Performance
ROP Organic Peroxides
RoR Record of Revisions
ROX Oxidizing Substances
RPB Poisonous (Toxic) Substances
RPG Toxic Gas
RPL Repetitive Flight Plan
RRW Radioactive Material
RRY Radioactive Material
RSB Polystyrene (Polymeric) Beads or Granules
RSC Substances liable to Spontaneous Combustion
R/T Radiotelephony
RTOW Regulated Take-off Weight
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
RWY Runway
RXB Explosives 1.4B
RXC Explosives 1.4C
RXD Explosives 1.4D
RXE Explosives 1.4E
RXG Explosives 1.4G
RXS Explosives 1.4S
S
SAR Search and Rescue
SAT Static Air Temperature
SCT Scattered
SECU Secured Item
SELCAL Selective Calling
SFE Synthetic Flight Examiner
SFI Synthetic Flight Instructor
SFT Surface Friction Tester
SG Snow Grains
SID Standard Instrument Departure
SIGMET Significant Meteorological Report
SITA Société Internationale de Télécommunications Aéronautiques

CHAPTER 0 P: 0-19
SKC Sky Clear

SKH Skiddometer High Pressure Tire
SKL Skiddometer Low Pressure Tire
SLOP Strategic Lateral Offset Procedure
SM Security Manual
SN Snow
SNOWTAM Special NOTAM with info about RWY, TWY and APN contamination
SOP(s) Standard Operating Procedure(s)
SPECI Special Report Amending a METAR
SPEQ Sports Equipment
SRA Surveillance Radar Approach
SSA Sector Safety Altitude
SSR Secondary Surveillance Radar
SSCA State Secretariat of Civil Aviation
STA Scheduled Time of Arrival
STAR Standard Terminal Arrival Route
STD Standard
STD Synthetic Training Device
STD Scheduled Time of Departure
SWY Stopway
T
TA Traffic Advisory
TACAN Tactical Air Navigation
TAF Terminal Aerodrome Forecast
TAP Tapley Meter
TAS True Air Speed
TAT Total Air Temperature
TBC To Be Confirmed
TBD To Be Determined
TCAS Traffic Alert and Collision Avoidance System
TCU Towering Cumulus
TDZ Touchdown Zone
TDZL Touchdown Zone Lights
TEL Telephone
TEMPO Temporary
TERPS United States Standard for Terminal Instrument Procedure
TGL Temporary Guidance Leaflet (published by JAA)
TL Transition Level
TMA Terminal Control Area
TOC Top of Climb
TOD Top of Descent
TOD Take-off Distance
TODA Take-off Distance Available
TOGA Take-off – Go-around

CHAPTER 0 P: 0-20
TOR Take-off Run

TORA Take-off Run Available
TOW Take-Off Weight
TR Type Rating
TRE Type Rating Examiner
TRI Type Rating Instructor
TWR Tower
TWY Taxiway
U
UACC Upper Area Control Center
UFN Until Further Notice
UHF Ultra High Frequency
UIR Upper Flight Information Region
ULD Unit Load Device
ULTD Unlimited
UM Unaccompanied Minor
UN United Nations
U/S Unserviceable
UTC Universal Time Coordinated
V
V1 Critical Engine Failure Speed
V2 Take-off Safety Speed
VAAC Volcanic Ash Advisory Centre
VAL Valuable Cargo
VAPP Final Approach Speed
VAR Volcanic Activity Report
VASI Visual Approach Slope Indicator
VDF VHF Direction Finder
VFE Maximum Speed Flaps/Slats Extended
VFR Visual Flight Rules
VHF Very High Frequency
VIP Very Important Person
VIS Visibility
VMC Visual Meteorological Conditions
VOLMET Meteorological Information for Aircraft in Flight
VOR VHF Omni-directional Range
VRB Variable
VREF Landing Reference Speed
V/S Vertical Speed
VSI Vertical Speed Indicator
VUN Vulnerable Cargo

CHAPTER 0 P: 0-21
W
W Weight
WC Wind Component
WCHC Wheelchair Passenger - Cabin
WCHR Wheelchair Passenger - Ramp
WCHS Wheelchair Passenger - Steps
WCLB Wheelchair Lithium-ion Batteries
WEAP Weapons
WHO World Health Organisation
WIP Work in Progress
WOCL Window of Circadian Low
WPT Waypoint
WX Weather
WXR Weather Radar
Y
Y Economy Class
X
XBAG Excess Baggage
Z
Z Zulu (UTC)
ZFW Zero Fuel Weight

CHAPTER 0 P: 0-22
Intentionally Blank

CHAPTER 0 P: 0-23
0.6 DEFINITIONS
Accountable Manager: The person acceptable to the Authority who has corporate
authority for ensuring that all operations and maintenance activities can be financed and
carried out to the standard required by the Authority and any additional requirements
defined by the Operator.
Accelerate Stop Distance Available (ASDA): The length of the take-off run available
plus the length of stopway, if such stopway is declared available by the appropriate
Authority and is capable of bearing the mass of the aeroplane under the prevailing
operating conditions.
Accepted or Acceptable: Not objected to by the Authority as suitable for the purpose
intended.
Aerodrome: A defined area on land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and
surface movement of aircraft.
Aerodrome Competency: Competency with ATS procedures and utilization of navigation

facilities at a certain aerodrome.
Aerodrome Elevation: The elevation of the highest point of the landing area.
Aerodrome Operating Minima: The limits of usability of an aerodrome for either take-off
or landing, usually expressed in terms of runway visual range or visibility, Decision
Altitude/Height (DA/H), Minimum Descent Altitude/Height (MDA/H) and cloud conditions.
Aeroplane: A power driven, heavier-than-air aircraft, deriving its lift in flight chiefly from
aerodynamic reactions on surfaces which remain fixed under given conditions of flight.
Approved (by the Authority): Suitable for the purpose intended.
Air Traffic Control Unit: A generic term meaning variously, area control centre, and
approach control office or aerodrome control tower.
Aircraft: Any machine that can derive support in the atmosphere from the reactions of the
air other than the reactions of the air against the earth’s surface, it includes aeroplanes
and helicopters.
Aircraft Equipment: Articles, other than stores and spare parts of a removable nature, for
use on board an aircraft during flight, including first-aid and survival equipment.
Aircraft Technical Log (ATL): A document carried on an aircraft that contains technical
information to meet ICAO requirements.

CHAPTER 0 P: 0-24
Aircraft Variant: as used with respect to the licensing and operation of flight crew, means
an aircraft of the same basic certificated type which contain modifications not resulting in
significant changes of handling and/or flight characteristic, or flight crew complement, but
causing significant changes to equipment and/or procedures.
Air Operator’s Certificate (AOC): A certificate authorising an operator to carry out

specified commercial air transport operations.
Airplane: Aeroplane, Aircraft.
Airplane Flight Manual: A manual associated with the certificate of airworthiness that
contains information (limits, procedures, data, etc.) required to operate the airplane at the
level of safety established by the aeroplane’s certification basis.
Air Traffic Incident: Air traffic incident is used to mean a serious occurrence involving air
traffic such as near collision or serious difficulty caused either by faulty procedures or lack
of compliance with applicable procedures, or failure of ground facilities.
Airway: A control area or portion thereof established in the form of a corridor equipped
with radio navigation aids.
Alternate Aerodrome: An aerodrome designated by an Operator for a particular flight,

other than the destination aerodrome, and to which an aircraft may proceed when it
becomes impossible or inadvisable to proceed to or land at the aerodrome of intended
landing. Alternate aerodromes include the following:
Take-off Alternate: An alternate aerodrome at which an aircraft can land should this
become necessary shortly after take-off and it is not possible to use the aerodrome of
departure.
En-route Alternate: An aerodrome at which an aircraft would be able to land after

experiencing an abnormal or emergency condition whilst en-route.
Destination Alternate: An alternate aerodrome to which an aircraft may proceed should it

become impossible or inadvisable to land at the aerodrome of intended landing.
Note: The Aerodrome from which a flight departs may also be an en-route or a
destination alternate aerodrome for that flight.
Altitude: The vertical distance of a level, a point or an object considered as a point,

measured from mean sea level.
Aquaplaning (or Hydroplaning): Situation where the tyres of the aircraft are, to a large
extent, separated from the runway surface by a thin fluid film.

CHAPTER 0 P: 0-25
Authority: The competent body responsible for the safety of civil aviation in the state of
the applicant or operator. In Kingdom of Cambodia this authority is State Secretariat of
Civil Aviation (SSCA).
Braking Action: A report on the conditions of the airport movement areas, providing pilots
the quality or degree of braking that may be expected. Braking action is reported in terms
of: good, medium to good, medium, medium to poor, poor, nil or unreliable.
Bulletin: Company publication which contains information approved by responsible

postholder however does not remain controlled after the first issue.
Business Aviation: An aircraft transport operation, other than commercial air

transportation or corporate aviation, for the purpose of transportation in connection with
the business of the pilot, or of his employer, for which the pilot and/or other crew members
do not receive direct compensation which is of more than a nominal nature, for their
services.
Cabin Crew: A crew member, other than a Flight Crew Member, who performs in the
interests of safety of passengers, duties assigned by the operator or the Commander in
the cabin of the aeroplane.
Captain: See Commander.
Cargo: In relation to Commercial Air Transportation, any property, including animals and
mail, carried by an aircraft other than stores and accompanied baggage.
Cargo Aircraft: Any aircraft which, in addition to crew members is solely carrying cargo,
stores and crew baggage.
CAT I: A precision instrument approach and landing with a decision height not lower than
200 ft and with either visibility not less than 800 m or a runway visual range not less than
550 m.
CAT II: A precision instrument approach and landing with a decision height lower than 200
ft, but not lower than 100 ft, with a runway visual range not less than 300 m (ICAO
definition).
CAT IIIA: A precision instrument approach and landing with a decision height lower than
100 ft, or no decision height, and with a runway visual range not less than 175 m.
CAT IIIB: A precision instrument approach and landing with a decision height lower than
50 ft or no decision height, and with a runway visual range less than 175 m but not less
than 50 m.

CHAPTER 0 P: 0-26
Ceiling: The height above the ground or water of the base of the lowest layer of cloud
below 6000m (20.000 ft) covering more than half the sky.
Circling: The visual phase of an instrument approach to bring an aircraft into position for
landing on a runway, which is not suitably located for a straight-in approach.
Clearway: An area beyond the runway, not less than 152 m (500 ft) wide, centrally located
about the extended centerline of the runway, and under the control of the airport
authorities. The clearway is expressed in terms of a clearway plane, extending from the
end of the runway with an upward slope not exceeding 1.25%, above which no object or
terrain protrudes. However, threshold lights may protrude above the plane if their height
above the end of the runway is 0.66 m (26 inches) or less and if they are located to each
side of the runway.
Commander: The pilot designated by JC Airlines to be in command of the aircraft.
Commercial Aerial Work: An aerial work operation for remuneration or hire and/or for
which the crew members receive direct compensation, which is of more than a nominal
nature, for their services as crew members.
Commercial Air Transport Aircraft: An aircraft flying, or intended by the operator of the
aircraft to fly, for the purpose of commercial air transportation.
Commercial Air Transportation: The transportation by air of passengers, cargo or mail

for remuneration or hire.
Company: JC Airlines.
Computerised Flight Plan: Refer to Operational Flight Plan
Contaminated Runway: A runway is considered contaminated when more than 25% of

the runway area within the required length and width being used is covered by the
following:
a) Surface water more than 3mm (0.125 in) deep, or by slush or loose snow,
equivalent to more than 3mm (0.125 in) water;
b) Snow which has been compressed into a solid mass which resists further
compression and will hold together or break into lumps if picked up (compacted
snow); or
c) Ice, including wet ice.

CHAPTER 0 P: 0-27
Corporate Aviation: An aircraft transport operation on behalf of a company, other than

commercial air transportation, in connection with the transport of passenger(s) or cargo for
a company, or another member of the same group of companies, where the crew
members receive direct compensation, which is of more than a nominal nature, for their
services as crew members.
Conversion (of a licence): The issue of a Cambodian licence on the basis of a licence
issued by an ICAO contracting State.
Crew Member: A person assigned by an operator to perform duty on an aircraft during

flight time.
Crew Resource Management (CRM): A program designed to improve the safety of flight
operations by optimising the safe, efficient, and effective use of human resources,
hardware, and information through improved crew communication and co-ordination.
Damp Runway: A runway is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance.
Dangerous goods: Articles or substances which are capable of posing significant risk to
health, safety or property when transported by air and which are classified according to
ICAO Technical Instructions.
Decision Height: With respect to the operation of aircraft, means the wheel height above
the runway elevation by which a go-around must be initiated unless required visual
reference has been established and the aircraft position and approach path have been
visually assessed as satisfactory to continue the approach and landing in safety.
Dry Operating Weight: The total weight of the aircraft ready for a specific type of
operation excluding all usable fuel and traffic load.
Dry Runway: A dry runway is one which is neither wet nor contaminated, and includes
those paved runways which have been specially prepared with grooves or porous
pavement and maintained to retain ‘effectively dry’ braking action even when moisture is
present.
Estimated off-block time: The estimated time at which the aircraft will commence
movement associated with departure.
Exemption: A formal authorisation issued by the Authority providing relief from part or all
of the provisions of OPS or other JARs. The authorisation may or may not be conditional.
Flight Crew Member: A pilot, flight engineer, or flight navigator assigned to duty in an
aircraft during flight time.

CHAPTER 0 P: 0-28
Flight Engineer: New terminology is System Panel Operator.
Flight Plan (Operational Flight Plan): The Operator's plan for the safe conduct of the
flight based on considerations of aircraft performance, other operating limitations and
relevant expected conditions on the route to be followed and at the aerodromes
concerned.
Flight Plan (Repetitive ATS Flight Plan): A Flight Plan related to a series of frequently
recurring, regularly operated individual flights with identical basic features, submitted by an
operator for retention and repetitive use by ATS units.
First Officer: A member of the flight crew acting in any piloting capacity, other than as
Pilot-In-Command or Commander.
Flight Recorder: Any type of recorder installed in the aircraft for the purpose of
complementing accident/incident investigation.
Friction Coefficient: Relationship between the friction force acting on the wheel and the
normal force on the wheel. The normal force depends on the weight of the aircraft and the
lift of the wings.
Glide Path: A descent profile determined for vertical guidance during a final approach.
Ground Visibility: The visibility at an aerodrome, as reported by an accredited observer.
Handicapped Passenger: A person who is unable to move by himself to the nearest

emergency exit at floor level, in the event of an emergency evacuation.
Heading: The direction, in which the longitudinal axis of an aircraft is pointed, usually
expressed in degrees from North (true, magnetic, compass or grid).
Height: The vertical distance of a level, a point or an object, measured from a specified
datum.
Holding Procedure: A predetermined manoeuvre that keeps an aircraft within specified

airspace while awaiting further clearance.
Hydroplaning: Refer to Aquaplaning.
Infant: A person who has not yet reached his second birthday.
Inspection: The examination of an aircraft or aeronautical product to establish conformity

with a standard approved by the Authority.

CHAPTER 0 P: 0-29
Instrument Approach Procedure: A series of predetermined manoeuvres by reference to

flight instruments with specified protection from obstacles from the initial approach fix or,
where applicable, from the beginning of defined arrival route, to a point from which a
landing can be completed and thereafter, if a landing is not completed, to a position at
which holding or en-route obstacle clearance criteria apply.
Instrument Meteorological Conditions: Meteorological conditions expressed in terms of

visibility, distance from cloud, and ceiling, less than the minima specified for visual
meteorological conditions.
Intentionally Transmitting PED: Any PED that intentionally transmits electromagnetic

signals.
Isolated Aerodrome: An aerodrome for which no destination alternate exists.
Landing Distance Available (LDA): The length of the runway which is declared available
by the appropriate Authority and suitable for the ground run of an aircraft landing.
Low Visibility Procedures (LVP): Ground procedures applied at the aerodrome for the
purpose of ensuring safe operation during CAT II/III approaches and Low Visibility Take-
offs. These procedures are designed to prevent the entry of ground vehicles and taxiing
aircraft into areas protected for take-off and landing. In addition they protect the sensitive
areas of the aerodrome's Instrument Landing System or MLS transmissions and regulate
the flow of air traffic on the approach. Implementation of LVP is announced on ATIS or by
ATC.
Low Visibility Take-off (LVTO): A take-off where the Runway Visual Range (RVR) is less
than 400 m.
Mach Number: The ratio of true air speed to the speed of sound.
Maintenance: Tasks required to ensure the continued airworthiness of an aircraft or

aeronautical product including any one or combination of overhaul, repair, inspection,
replacement, modification, and defect rectification.
Maintenance Release: A document containing a certification that inspection and

maintenance work has been performed satisfactorily in accordance with the methods
prescribed by the Authority.
Manual: Document edited by the responsible postholder within Company, which contains
set of controlled pages concerning the same subject (e.g. Security Manual).
Master Minimum Equipment List (MMEL): A master list (including a preamble)

appropriate to an aircraft type which determines those instruments, items of equipment or
functions that, while maintaining the level of safety intended in the applicable airworthiness

CHAPTER 0 P: 0-30
certification specifications, may temporarily be inoperative either due to the inherent

redundancy of the design, and/or due to specified operational and maintenance
procedures, conditions and limitations, and in accordance with the applicable procedures
for Continued Airworthiness.
Maximum Approved Passenger Seating Configuration: The maximum passenger

seating capacity of an individual aeroplane, excluding pilot seats or flight deck seats and
cabin crew seats as applicable, used by the operator, approved by the Authority and
specified in the Operations Manual.
Note: The maximum approved passenger seating configuration shall not be mistaken
with the maximum certified number of occupants as approved for the type
certification. The latter figure may be higher than the maximum approved
passenger seating configuration.
Maximum Certificated Take-off Weight: The maximum total weight of the aircraft and its
contents at which the aircraft may take off anywhere in the world, in the most favourable
circumstances in accordance with the certificate of airworthiness in force in respect of the
aircraft.
Minimum Equipment List (MEL): A list (including a preamble) which provides for the
operation of aircraft, under specified conditions, with particular instruments, items of
equipment or functions inoperative at the commencement of flight. This list is prepared by
the operator for his own particular aircraft taking account of their aircraft definitions and the
relevant operational and maintenance conditions in accordance with a procedure approved
by the Authority.
Missed Approach Point (MAP): That point in an instrument approach procedure at or

before which the prescribed missed approach procedure must be initiated in order to
ensure that the minimum obstacle clearance is not infringed.
Net Flight Path: Flight path determined for engine(s) failure case. It is established in such
a manner that it represents the actual climb performance diminished by a gradient of climb
of:
• Take-off (one engine failure): 0.8% for two-engine aircraft.
• En-route (one engine failure): 1.1% for two-engine aircraft.
Night: The hours between the end of evening civil twilight and the beginning of morning
civil twilight or such other period between sunset and sunrise, as may be specified by the
State Authority.
Non-precision Approach: An instrument approach using any of the following facilities:

Localizer with or without DME, SRA, RNAV/LNAV, VOR, VOR/DME, NDB, NDB/DME,
VDF with a MDH or DH not lower than 250 ft and an RVR/CMV of not less than 750 m,
unless accepted by the Authority.

CHAPTER 0 P: 0-31
NOTAM: A notice containing information concerning the establishment, condition or

change in any aeronautical facility, service, procedure or hazard, the timely knowledge of
which is essential to personnel concerned with flight operations.
Operational Control: The exercise of authority over the initiation, continuation, diversion
or termination of a flight in the interest of the safety of the flight.
Operator: A person, organisation or enterprise engaged or intending to engage in an

aircraft operation. In this manual it refers to JC Airlines.
Passenger: A person other than a crew member travelling or about to travel on an aircraft.
Pilot Flying (PF): A pilot who is in charge of the controls of an aircraft.
Pilot Monitoring (PM): A pilot who is assisting the Pilot Flying in accordance with the
multi-crew cooperation concept, when the required flight crew is more than one.
Pilot-in-Command (PIC): A pilot responsible for the operation and safety of an aircraft
during flight time.
Pilot-in-Command under Supervision (PICUS): First Officer occupying the left pilot seat
performing Commander’s duties supervised by the Type Rating Instructor performing first
officer’s duties. In such crew composition the supervising TRI shall be the designated
Commander.
Pilot Non-Flying (PNF): See Pilot Monitoring.
Precision Approach: An instrument approach with lateral and vertical guidance from final
approach point (FAF) to the runway touchdown zone, with system accuracy, integrity and
obstacle clearance (including go-around) guaranteed until the descent limit (decision
altitude or decision height) is reached. For the purpose of this document, instrument
landing system (ILS), microwave landing system (MLS) and precision approach radar
(PAR) are considered precision approaches.
Pressure Altitude: An atmospheric pressure expressed in terms of altitude which

corresponds to that pressure in the Standard Atmosphere.
Proficiency Checks: Demonstration of skill to revalidate or renew ratings, and including

such oral examination as the examiner may require.
Quality System: The organisational structure, responsibilities, procedures and resources

for implementing quality management.

CHAPTER 0 P: 0-32
Repetitive Flight Plan (RPL): A flight plan related to a series of frequently recurring,
regularly operated individual flights with identical basic features, submitted by an operator
for retention and repetitive use by ATS.
Reporting Point: A specified geographical location in relation to which the position of an

aircraft can be reported.
Required Navigation Performance (RNP): A statement of the navigation performance

accuracy necessary for operation within a defined airspace.
Required Visual Reference: Descent must not be continued below DA/DH/MDA unless
the required visual reference has been achieved. The required visual reference means that
section of the visual aids on the approach or of the approach area which should be in view
for sufficient time for the pilot to make an assessment of the aircraft position and rate of
change of position in relation to the required flight path.
Runway: A defined rectangular area on a land aerodrome prepared for the landing and
take-off of aircraft.
Runway Visual Range: The range over which the pilot of an aircraft on the centreline of a
runway can see the runway surface markings or the lights delineating the runway or
identifying its centreline.
Separate Runways: Runways at the same aerodrome that are separate landing surfaces.
These runways may overlay or cross in such a way that if one of the runways is blocked, it
will not prevent the planned type of operations on the other runway. Each runway shall
have a separate approach procedure based on a separate navigation aid.
Stabilised Approach: An approach which is flown in a controlled and appropriate manner

in terms of configuration, energy and control of the flight path from a pre-determined point
or altitude/height down to a point 50 feet above the threshold or the point where the flare
manoeuvre is initiated if higher.
State of Registry: The State on whose register the aircraft is entered.
State of the Operator: The State in which the Operator has his principal place of business
or, if he has no such place of business, his permanent residence.
Stopway: An area beyond the takeoff runway, no less wide than the runway and centered
upon the extended centerline of the runway, able to support the aircraft during an abortive
take-off, without causing structural damage to the aircraft, and designated by the airport
authorities for use in decelerating the aircraft during an abortive take-off.

CHAPTER 0 P: 0-33
Supplemental Oxygen: The additional oxygen required to protect each occupant against
the adverse effects of excessive cabin altitude and to maintain acceptable physiological
conditions.
Take-off Distance Available (TODA): The length of the take-off run available plus the
length of the clearway available.
Take-off Weight: The take-off weight of the aeroplane shall be taken to be its weight,
including everything and everyone carried at the commencement of the take-off run.
Take-off Run Available (TORA): The length of runway which is declared available by the
appropriate Authority and suitable for the ground run of an aeroplane taking off.
Taxiing: Movement of an aircraft on the surface of an aerodrome under its own power,
excluding take-off and landing.
Taxiway: A defined path on a land aerodrome established for the taxiing of aircraft and
intended to provide a link between one part of the aerodrome and another.
Traffic Load: The total weight of passengers, baggage and cargo, including any non-
revenue load.
Transition Altitude: The altitude at or below which the vertical position of an aircraft is
controlled by reference to altitudes.
Transition Level: The lowest flight level available for use above the transition altitude.
Type (of Aircraft): All aircraft of the same basic design, including all modifications except
those modifications which result in a change of handling, flight characteristics or flight crew
complement.
Unintentionally Transmitting PED: Any PED that emits electromagnetic signals as a by-
product of its operation.
UN Number: The four-digit number assigned by the United Nations Committee of experts
on the transport of dangerous goods to identify a substance or a particular group of
substances.
Visibility: The ability, as determined by atmospheric conditions and expressed in units of

distance, to see and identify prominent unlighted objects by day and prominent lighted
objects by night.
Visual Approach: An approach when either part or all of an instrument approach

procedure is not completed and the approach is executed with visual reference to the
terrain.

CHAPTER 0 P: 0-34
Visual Meteorological Conditions: Meteorological conditions expressed in terms of

visibility, distance from cloud, and ceiling, equal to or better than specified minima.
Wet Runway: A runway is considered wet when the runway surface is covered with water
or equivalent, less than specified under “Contaminated Runway” above or when there is
sufficient moisture on the runway surface to cause it to appear reflective, but without
significant areas of standing water.

CHAPTER 0 P: 1-1
1 ORGANISATION AND RESPONSIBILITIES

1.1 ORGANISATIONAL STRUCTURE
The organisation structure of JC Cambodia International Airlines (JC Airlines) represents a

management system for the operational control of all flights in accordance with specific
operating regulations applicable to aircraft operations.
This chapter clearly defines the duties and responsibilities of managers and all designated
personnel in charge of operational control, together with the chains of responsibility.
The structure and composition of JC Airlines management is adequate and properly

matched to the Company’s operating network and commitments.
Organisational Structure of JC Airlines

CHAPTER 0 P: 1-2
1.2 OPERATIONS MANAGEMENT

1.2.1 General
Main functions of the operations management are:

• Determination of the JC Airlines’ quality policy;
• Allocation of responsibilities and duties and issuing instructions to subordinate
personnel sufficient for implementation of JC Airlines’ quality policy and the
maintenance of adopted safety standards;
• Monitoring of flight safety standards;
• Recording and analysis of any deviations from company quality policy and ensuring
adequate corrective actions;
• Evaluating the safety record of the company in order to avoid the development of
undesirable trends;
• Liaison with the SSCA.
1.2.2 Nominated Postholders
The nominated postholders shall:

• Be acceptable to the SSCA (and approved by the SSCA) before being nominated
for the applicable duty and will be listed in the AOC;
• Be capable and responsible persons who have managerial competency,
appropriate technical, operational qualifications and experience for the duties
concerned;
• Have expertise in the application of safety standards and safe operating practices;
• Have comprehensive knowledge of Cambodian Aeronautical regulations and of
current national regulations covering commercial operations and any associated
requirements and procedures;
• Have comprehensive knowledge of the AOC holder's Operations Specifications and
are conversant with AOC requirements;
• Have comprehensive knowledge of international aviation regulations and
requirements, including relevant Annexes to the Convention on International Civil
Aviation;
• Have comprehensive knowledge of the relevant parts of the Operations Manual.

CHAPTER 0 P: 1-3
Postholder Nominated Postholder Person

Accountable Manager Chief Executive Officer Ms. Huang Dong Yan
Flight Operations Flight Operations Manager Capt. Li Yan
Training Training Manager Capt. Wang Chunxin
Ground Operations Ground Operations Manager Mr. Rafat Talep
Maintenance & Maintenance and Engineering
Mr. Li He
Engineering Manager
Safety & Security Safety & Security Manager Capt. Meas Rotha
Quality Quality Assurance Director Mr. Achmad Nurdin
Their contract of employment must allow for them to work sufficient hours, in order to be
able to satisfactorily perform the functions associated with the operation of JC Airlines,
apart from any flying duties (if applicable).
If JC Airlines employs foreign speaking postholders, the company is held responsible to

provide them with all relevant documentation and regulations in the language understood
by that person.
Specific requirement for postholder Flight Operations: The nominated postholder for Flight
Operations or his deputy should have experience working in an airline or equivalent
organization and hold an ATPL with 3 years as PIC in commercial air transportation.
Specific requirement for postholder Engineering & Maintenance: The nominated

postholder should possess the following:
• Aviation Maintenance Technician (AMT) licence with ratings applicable to the
aircraft operated by JC Airlines;
• Three years experiences in maintaining the same category and class of aircraft
operated by JC Airlines including one year in the capacity of returning to service;
• One year supervisory experience maintaining the same category and class of
aircraft operated by JC Airlines;
• Thorough familiarity with JC Airlines’ Maintenance Management Programme;
• Knowledge of the relevant type(s) of aircraft;
• Knowledge of maintenance methods.
An engineering degree in aeronautical, mechanical, electrical, electronic, avionic or other
studies relevant to the maintenance of aircraft/aircraft components is also desirable.
Specific requirement for postholder Training: The nominated postholder or his deputy
should hold an ATPL with 3 years as PIC in commercial air transportation and appropriate
ratings for at least one of the aircraft used by JC Airlines. The nominated postholder
should have a thorough knowledge of the AOC holder’s crew training concept for flight
crew, cabin crew and other operations personnel, as relevant.
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Specific requirement for postholder Ground Operations: The nominated postholder should
have a thorough knowledge of the AOC holder’s ground operations concept.
Specific requirement for postholder Safety & Security: The nominated postholder should
hold an ATPL and appropriate ratings for at least one of the aircraft used by the Company,
or he should have an AMT licence with working experience in an airline or equivalent
organization.
Specific requirement for postholder Quality Assurance: The nominated postholder should
have:
• Or have held an Aviation Maintenance Technician (AMT) licence with ratings similar
to the aircraft operated by JC Airlines;
• Three years of experience in maintaining the same category and class of aircraft
operated by JC Airlines including two years of experience in the quality/inspection
department of an AMO or AOC holder.
If two Quality Assurance Managers, one for operations and one for maintenance, are
nominated, they should satisfy the applicable requirements for each area they cover.
1.2.3 Deputies to Postholders
Legal provisions prescribe that continuity of supervision in the absence of a nominated

postholder must be ensured. Therefore nominated postholders shall designate deputy
among management personnel as indicated in the table below.
Postholder Deputy Postholder Person

Flight Operations Manager /
Accountable Manager
Training Manager
Flight Operations Training Manager / Chief Pilot
Chief Pilot / Flight Operations Person appointed as the
Training acting deputy postholder
Manager
Deputy Ground Operations shall be identified in
Ground Operations written form by the
Manager
applicable nominated
Maintenance / Deputy Maintenance and postholder
Engineering Engineering Manager
Safety & Security Deputy Safety & Security Manager
Quality Deputy Quality Assurance Director
A full hand over briefing must be given to the deputy by the postholder for extended
periods of absence.

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1.2.4 Combination of Postholders Responsibilities
The responsibility of a nominated postholder shall rest with a single person unless
otherwise permitted by the Authority. If single person holds several posts, the two main
areas of concern are:
• Competence – candidate must fulfil all requirements for all posts that operator
applies for (no credits are allowed);
• An individual’s capacity to meet his responsibilities – operator must declare
minimum working hours for each post. Working hours shall be dependent upon the
scale of the operation. Suggested working hours shall be elaborated in written and
presented to the SSCA for acceptance (together with application). If minimum
working hours dedicated to each post allow single person to hold several posts that
might be acceptable to the SSCA. The complexity of the organization or of the
operation may prevent, or limit, combinations of posts that may be acceptable to the
SSCA.
SSCA may, depending on the type of operations, require JC Airlines to nominate

additional persons to ensure the safety of the operations or allow for a nominated person
to take on more than one role.

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1.3 DUTIES AND RESPONSIBILITIES OF OPERATIONS MANAGEMENT

PERSONNEL
1.3.1 Accountable Manager
The Accountable Manager (Chief Executive Officer – CEO of JC Airlines) is a senior

manager within JC Airlines who is accountable to the SSCA for maintaining the safety
standards required by regulation, and any additional standards specified by the Company.
The Accountable Manager has corporate authority for ensuring that all operations and
maintenance system activities can be financed and carried out to the standard required.
JC Airlines shall nominate the Accountable Manager who is acceptable to the SSCA. As
part of the acceptance process a nominee for Accountable Manager should be prepared to
demonstrate to the SSCA the appropriate level of knowledge of, understanding of, and
attitudes to regulation and safety management.
His main duties and responsibilities are to:

• Provide necessary resources to other postholders to perform their tasks for which
they are responsible;
• Compile and review the financial budget ensuring its effectiveness, monitoring
performance and achievement and provide adequate cost control throughout the
Company;
• Establish the Company formal written quality and safety policy statement defining
the intent of the quality system and his commitment to it;
• Nominate postholders;
• Guarantee direct access to him by Quality Assurance Director and Safety &
Security Manager;
• Continuously assess quality; ensuring adequacies in operating standards,
procedures and facilities are at all times consistent with current industry practice.
• Ensure effective communication and co-ordination with relevant government
agencies in the continuous assessment of the targeted standards and procedures
of flying operations;
• Ensure the implementation of effective Flight Safety programs which are
periodically evaluated in terms of its effectivity and adequacy;
• Ensure that up-to-date knowledge of rules, regulations, policies and procedures
governing aircraft operations known to key airline personnel satisfy all laid out
regulatory requirements;
• Ensure and review that the necessary finance, manpower and resources are
available to enable the Company to perform its scheduled and ad hoc
commitments;
• Ensure that the airlines infrastructure involving the number of personnel, suitable
facilities along with supporting hardware and software are appropriate in meeting
the requirements of the Air Operator Certificate;

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• Maintain reporting links to the Company's Quality Assurance Manager, and Safety
and Security Manager, ensuring prompt closure of quality audit non-conformances
and the adoption of safety management practices.
In the regulation of safety the Accountable Manager is a key figure given that his influence
on the standards of an AOC is significant. Therefore the working relationship between the
SSCA and the Accountable Manager plays an important part in the regulatory oversight of
an AOC. As part of the routine regulatory oversight programme, the SSCA’s Flight
Operations Inspectors will normally arrange an annual meeting with the Accountable
Manager in order to discuss any issues associated with the safety management of the
operation.
1.3.2 Quality Assurance Director
His function, main duties and responsibilities are to:

• Monitor compliance with, adequacy of procedures required to ensure safe
operational practices while ensure that the company meets all regulatory
requirements to the highest possible standards;
• Develop and maintain a Quality Assurance Program;
• Verify, by monitoring activity in the fields of flight operations, crew training and
ground operations, that the standards required by the SSCA, and any additional
requirements defined by JC Airlines, are being carried out under the supervision of
the relevant nominated post holder;
• Monitor the organization’s compliance with CCAR and request remedial action as
necessary by the competent responsible persons or CEO, as appropriate;
• Have access to all departments within JC Airlines, and as necessary, any sub-
contractor’s organization;
• Communicate and co-ordinate Quality Assurance Programme activities with the
SSCA on a regular basis;
• Install and maintain of a feedback system to the Accountable Manager to ensure
that corrective actions are both identified and promptly addressed;
• Verify that corrective action is taken by the responsible department in response to
any audit findings;
• Ensure corrective action is implemented in a timely manner and that it has been
effective in preventing re-occurrence of identified non-conformances;
• Analyse and to document audit results;
• Develop of improved procedures based on the results of audits, in close liaison with
the respective heads of departments (department managers);
• Ensure that all personnel involved in the quality system are adequately trained and
qualified to perform their duties and that they understand the quality policy;
• Monitor effectiveness of changes resulting from proposals for corrective action
identified by the Quality System;

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• Conduct any other duties as and when required by the Accountable Manager.
1.3.3 Flight Operations Manager
The Flight Operations Manager shall normally be an active line pilot with the status of
Commander, unless other qualifications constitute the “competency” required and render
him acceptable for both the Company and the SSCA. He is responsible to the CEO
(Accountable Manager), for the effective administration and overall management of JC
Airline’s Flight Operations Department. Apart from flying duties he should generally commit
at least 1 duty day per week to office duties. He shall prove comprehensive knowledge of
aviation regulations, requirements and operational procedures.

• Ensure smooth functioning of flight operations;
• Ensure compliance with the provisions of AOC;
• Plan, implement, revise and monitor policies, procedures, recommendations and
standards related to the flight operations and its structure in order to ensure safety,
security, quality, efficiency and compliance with local and international regulatory
requirements;
• Coordinate, supervise and monitor the functions and performance of his
management personnel, all pilots, and the Flight Operations Department.
• Cooperate and liaise with all other JC Airlines departments, bases and out-stations,
in aiming for the highest possible degree of effective communications, safety and
standards for obtaining a satisfactory degree of punctuality, passenger comfort and
economy;
• Hold authority over crew employment regarding professional issues (e.g. suitability,
expertise, etc.);
• Hold editorial responsibility for the OM Part A and OM Part C;
• Call and chair hearings in case of accidents and incidents or, whenever he deems it
necessary, in case of irregularities or of violations of legal provisions or internal
directives;
• Advise the CEO (Accountable Manager) on matters related to flight operations
activities;
• Liaise with the SSCA and other Civil Aviation Authorities on flight operations
matters;
• Determine usability of areas, airways and aerodromes to be utilised for JC Airlines’
flight operations;
• Keep himself up-to-date on equipment developments and on flight operational
procedures;
• Ensure that any contractor employed meets the required JC Airlines standards;
• Represent, as far as flight operations are concerned, JC Airlines’ interest in national
and international bodies and institutions;

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• Publish other necessary directives for the flight crew personnel;

• Process (Captain) reports addressed to the Flight Operations;
• Ensure the standard of discipline of all operating crew, and that crew members are
made familiar with JC Airlines policies, government requirements and operating
specifications;
• Ensure that no person is assigned as crew member on JC Airlines’ aircraft unless
such person meets JC Airlines and regulatory requirements;
• Ensure that all personnel concerned are kept aware of amendments and revision to
company policies and government requirements;
• Properly manage all expenditures associated with the area of responsibility.
The Flight Operations Manager has a right to:

• Select management members of subordinate functions, respecting the veto-right of
the CEO (Accountable Manager);
• Suspend subordinates from their duties, functions and rights where this seems
necessary due safety, productivity and/or disciplinary issues;
• Prohibit flights or series of flights or to entirely suspend flight operations for safety
reasons.
Other chapters of Operations Manual may additionally define role and discretionary power
of the Flight Operations Manager.
1.3.4 Safety and Security Manager
Safety and Security Manager promotes and organizes operational safety as representative
for all related responsibilities of the Chief Executive Officer (CEO). He is responsible for
development, implementation, maintenance of the Safety and Accident Prevention
Program, and ensuring the safe and legally compliant operations of JC Airlines’ aircraft
and all related matters, all conforming to laid out regulations, established safety standards
and standard operating procedures. In addition he is responsible for ensuring the legally
compliant and secure operations of Company’s aircraft and all related matters, conforming
to laid out regulations, established aviation security operating procedures.
The Safety and Security Manager shall regularly report to the Chief Executive Officer
(Accountable Manager) and liaise with other departments and SSCA to ensure
maintenance of operational safety. He shall have full and unrestricted access to the
Accountable Manager in such cases as he has not been able to reach an agreement on
remedial action on Safety & Security Issues with the relevant heads of department and
both parties must agree that the intervention of the Accountable Manager is required.

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His functions, main duties and responsibilities are to:

• Assess the various risk, both in a proactive and reactive manner, and formulate
action plans to mitigate or eliminate those risk;
• Evaluate safety related material within JC Airlines, from other airlines, institutions,
aircraft manufacturers and other relevant bodies, and determine and supervise the
distribution of such material to all operations personnel;
• Ensure that the highest level of safety training and checking is established and
maintained for crew members and all other operations personnel;
• Take all measures required for the safety of JC Airlines aeroplanes, passengers,
baggage and cargo, in cooperation with SSCA;
• Ensure that all legal requirements and the provisions of the AOC relating to all
operations are strictly observed;
• To follow international and national developments in aviation safety;
• Develop and implement overall aircraft accident prevention programme consistent
with technical crew training and aircraft operations;
• Maintain liaison with the SSCA, other aviation authorities, related government
agencies, flight safety organisations and other airlines as necessary to ensure JC
Airlines’ operations control are in compliance with legislative requirements and
established principles and standards governing flight safety;
• Ensure that aircraft safety equipment and associated procedures meet established
safety standards;
• Investigate aircraft safety and incidents/accidents and recommend corrective or
preventive measures to ensure compliance;
• Participate in technical and non-technical inquiries affecting flight safety;
• Study aircraft incident/accident reports for trends and corrective actions and
disseminate relevant information to all crew;
• Ensure proper and regular dissemination of flight safety materials to all crew;
• Ensure, together with the other managers, the development and maintenance of all
operating procedures in the aircraft operations manuals and other related manuals;
• Implement procedures or give recommendations that will help improve the safety
and security of JC Airlines’ operations which indirectly will help reduce cost;
• Provide the Accountable Manager with periodic reports on significant safety related
occurrences and to advice on status and progress of the investigations.
1.3.5 Engineering & Maintenance Manager
Engineering & Maintenance Manager institutes and maintains an effective and efficient
administrative system to meet the economic and operating targets, while complying with
the company policy and regulatory authority requirements and safety standard.

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• Ensure adequate resources: facilities, manpower, equipment, materials and finance
are available for work performance;
• Ensure the supervision of corrective actions in the review and overall continuous
improvement of quality matters;
• Direct the development, implementation of maintenance policies, procedures and
systems for the Engineering & Maintenance Department to achieve good
maintenance practices and standards;
• Provide feedback to the CEO (Accountable Manager) any deficiencies regarding
standards and finance, and issues affecting the function and performance of the
department;
• Maintain a continuous check and control to ensure that the company resources are
properly deployed and utilised;
• Ensure that the delegated responsibilities to each department are clearly defined
and their accountability for performance expressly understood;
• Evaluate, negotiate and recommend suppliers, maintenance and repair facilities for
the provision of maintenance, repair, overhaul and support services;
• Provide manpower training to meet the level of skills and competencies required by
the regulatory authority and job specifications;
• Ensure that all operations conform to statutory, legal and regulatory authority
requirements and any charges prescribed by them are promptly paid;
• Ensure working environment is appropriate to the task being undertaken.
1.3.6 Ground Operations Manager
The Ground Operations Manager is appointed by the Accountable Manager. Before being
appointed he shall prove comprehensive and thorough knowledge of JC Airlines ground
operations processes and applicable regulations.
He reports to the CEO (Accountable Manager) and shall maintain close cooperation links
with Flight Operations Manager.

• Ensure the safe, punctual and economically efficient ground operations of all JC
Airlines flights by establishing or contracting out for adequate ground handling;
• Take all required measures for the security of the aeroplanes, passengers, baggage
and cargo, in cooperation with the SSCA and the authorities responsible for the
security at foreign aerodromes;
• Establish, maintain and conduct training programmes which enable the ground
personnel to safely and professionally conduct the ground handling and to act in the
most appropriate manner to prevent acts of unlawful interference and, if such an act
has occurred, to minimise its consequences;

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• Ensure, by regular checks, that ground personnel are being kept updated and
properly instructed and that they are aware of their responsibilities and the
relationship of such duties to JC Airlines operation as a whole;
• Closely cooperate with the Flight Operations Manager when preparing ground
operations related Operations Manual information;
• Hold editorial responsibility for JC Airlines’ Ground Operations Manual (GOM);
• Ensure that all legal requirements and the provisions of the AOC relating to ground
• Act as JC Airlines representative to all authorities, as far as ground operations are
concerned;
• Ensure that all legal requirements and the provisions of the AOC relating to ground
• To conduct and maintain training programmes (when applicable) for ground
handling personnel;
• Coordinate, with the other postholders, the contents of the Operations Manual
pertinent to ground operations and the Ground Operations Manual;
• Have due regard for economy when concluding contracts with other companies
providing ground handling services (apart from the overriding aspect of safety);
• Monitor and supervise any contractor employed by JC Airlines and ensure that they
meet the required JC Airlines ground operations standards.
Ground Operations Manual may additionally define role and discretionary power of the
Ground Operations Manager.
1.3.7 Training Manager
The Training Manager (TM) shall be an active Commander and Type Rating Instructor
(TRI).
Before being appointed he shall prove:

• At least 3 years as PIC in commercial air transportation and appropriate ratings for
at least one of the aircraft used by JC Airlines;
• Thorough knowledge of crew training concepts and applicable regulations.

• Ensure compliance with the provisions of AOC;
• Plan, implement, revise and monitor policies, procedures, recommendations and
standards related to the crew training and its structure in order to ensure safety,
security, quality, efficiency and compliance with local and international regulatory
requirements;

CHAPTER 0 P: 1-13
• Organise and maintain the necessary training and checking for the crew members
to acquire and maintain their legal licenses and qualifications in order to adequately
perform their assigned duties;
• Achieve set goals and objectives needed to elevate productivity and enhance
performance in the area of crew training;
• Coordinate all questions and matters relating to crew training;
• Establish, maintain and update information base for all required crew training and
checking;
• Identify the training requirements within flight operations and ensure that it is
accomplished in a timely manner;
• Standardize and cost-optimise training for all company aeroplane types;
• Establish the professional prerequisites concerning employment, training and
upgrading of crew members in cooperation with the Flight Operations Manager and
Chief Pilot or Chief Cabin Crew;
• Monitor and supervise training provided by third parties, to make sure the facilities
used and the training provided is up to the required JC Airlines standard;
• Monitor and supervise training provided for third parties, to make sure the facilities
used and the training provided is up to the required standard - if applicable;
• Hold editorial responsibility for the OM Part D;
• Establish, maintain and update the list of JC Airlines checking and training
personnel;
• Advise the CEO (Accountable Manager) on matters related to training activities;
• Coordinate with the SSCA on all matters relating to crew training to make sure of
Company compliance with applicable regulations;
• Monitor the flight operation and identifies problems that may require the provision of
extra training or changes in operational procedures;
• Process pilot reports addressed to Training Department; and
• Properly manage all expenditures associated with his area of responsibility.
The Training Manager has the right to:
• Nominate or denominate required amount of checking and training personnel taking

into account predicted size of company flight operations;
• Select the management members of the subordinate functions;
• Prohibit training flights or series of training flights for safety reasons.
of the Training Manager.

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1.3.8 Chief Cabin Crew
Chief Cabin Crew shall be or had been an active Cabin Crew in Charge (CIC). Before
being appointed he shall prove thorough and comprehensive knowledge of airline cabin
crew regulations, requirements and procedures. He reports to the Flight Operations
Manager. Apart from flying duties he shall commit at least 1 duty day per week to office
duties.
His main duties and responsibilities are to:

• Establish cabin operational procedures which shall ensure the safety of cabin,
passengers and cabin crew and be passenger service oriented;
performance in the area of cabin crew management;
• Manage and supervise cabin crew roster;
• Pre-plan (by analysing present and future operations) the number of cabin crew
required and provide such data, in due time, to the Flight Operations Manager;
• Manage, coordinate and supervise all cabin safety and service related activities in
JC Airlines;
• Effectively conduct service training curriculums for cabin crew members, in
response to the specified service policies, procedures and requirements;
• Establish check and training syllabi and procedures for cabin crew;
• Hold editorial responsibility of Cabin Crew Manual (CCM);
• Ensure that all information provided in Cabin Crew Manual is in accordance with
OM Parts A, B and D;
• Conduct inspection flights in order to track the professional standard of cabin crew;
• Request additional training for cabin crew as necessary;
• Ensure that training and checking cycles of cabin crew are being conducted in due
time;
• Ensure the exchange of information and experience within Cabin Crew Department
and with interfacing departments;
• Enforce Flight and Duty Time Limitations and Rest Requirements, as defined in OM
Part A Chapter 7, while supervising cabin crew roster;
• Plan and manage a cabin crew leave roster;
• Process cabin related occurrence reports and other reports;
• Investigate cabin related irregularities and to recommend remedial action to the
Flight Operations Manager;
• Request the Flight Operations Manager to call a hearing, when such action seems
appropriate, and to cooperate in the resulting investigation;
• Participate in regular assessments of the safety of the aeroplane cabin installations
and to recommend improvements;
• To define, publish and enforce maintenance of standard cabin equipment layout;

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• Keep up-to-date on cabin service related developments;

• Cooperate in improving technical installations in the cabin, passenger safety and
comfort, and in improving the on-board service;
Other chapters of Operations Manual may additionally define duties and responsibilities of
the Chief Cabin Crew.
1.3.9 Chief Pilot
The Chief Pilot (CP) shall hold an ATPL and be a PIC holding appropriate rating on the
applicable aeroplane type.
Before being appointed he shall:

• Prove thorough knowledge of regulations, requirements and operational procedures
on the applicable aeroplane type and of JC Airlines;
• Be accepted for this position by the SSCA.
He reports to the Flight Operations Manager. Apart from flying duties he should generally
commit at least 1 duty day per week to office duties.

• Supervise the flight operations of his fleet;
• Manage, supervise and release flight crew roster for his fleet;
performance in the area of fleet management;
• Closely cooperate with the Flight Operations Manager, Training Manager, and all
relevant departments in standardising and optimising standards and procedures;
• Establish fleet-specific procedures and regulations; where necessary, in
cooperation with the Ground Operations Department;
• Establish fleet-specific requirements and standards flight crews have to meet;
• Cooperate with Training Manager in establishing check and training syllabi and
procedures;
• Conduct regular inspection flights, to check the professional standard and
development of his personnel;
• Request additional flight crew training if necessary;
• Ensure, in cooperation with Training Manager, that training and checking of his
personnel are being conducted in due time;
• Ensure the exchange of information and experience within his fleet and with
interfacing departments;

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• Discuss fleet-relevant maintenance subjects and problems with the Continuing

Airworthiness Manager and Fleet Technical Pilot in order to ensure the
airworthiness of his fleets aeroplanes;
• Ensure that the equipment of the aeroplanes in his fleet meets the requirements for
the planned type of operation;
• Process occurrence reports, addressed to him by Flight Safety Officer and other
reports;
• Investigate irregularities and to recommend remedial action;
• Enforce Flight and Duty Time Limitations and Rest Requirements, as defined in OM
Part A Chapter 7, while authorizing flight crew plan (roster);
• Hold final authority over flight crew planning issues within his fleet;
• Pass on to the Flight Operations Manager all important information;
• Request the Flight Operations Manager to call a hearing, when such action seems
appropriate, and to cooperate in the resulting investigation;
• Participate in regular assessments of the safety of the aeroplanes interior
installations (flight deck and cabin);
• Hold editorial responsibility for the OM Part B;
• Periodically control the on-board flight documents;
• Process pilot reports addressed to his fleet;
• Instruct Flight Crew Planning and Operational Centre regarding flight crew pairing;
• Select the personnel in cooperation with the Flight Operations Manager to perform
special duties;
• Plan and manage a leave roster for pilots within his fleet;
• Ensure as much as possible equal distribution of flight parameters that influence
quality of life or remuneration (e.g. night flying, number of sectors, etc.) among
pilots within his fleet;
• Pre-plan (by analysing present and future operations) the numbers of flight crew
required on his fleet and provide such data to the Flight Operations Manager and
Accountable Manager in due time;
Chief Pilot has a right to:

• Select Technical Pilot, respecting the veto-right of the Flight Operations Manager;
• Prohibit flights or series of flights for safety reasons.
of Chief Pilot.

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1.3.10 Flight Standard Officer
Refer to Assistant Flight Operations Manager.
1.3.11 Head of Flight Dispatch / Operations Control Centre
Head of Flight Dispatch / Operations Control Centre shall be committed to his area of
responsibility in maximum possible extent.
Before being appointed he shall prove thorough and comprehensive knowledge of flight
operational and dispatch processes, aviation regulations, requirements and procedures,
ATC procedures, meteorology, performance and planning, computerized flight plan,
navigation and radio communication. He should have flight dispatch license/certificate and
have preferably minimum of 2 years' experience as flight dispatcher (flight operations
officer).
He reports to the Flight Operations Manager.

• Manage and supervise Flight Dispatch / Operations Control Centre on daily, tactical
and strategic basis;
• Ensure the functioning of the Quality System within the Flight Dispatch / Operations
Control Centre;
• Maintain job descriptions, qualifications required, availability of suitable qualified
Flight Dispatch personnel and material to cover present and future needs;
• Develop and maintain statistical data for his area of responsibility;
• Acquire the necessary third party documentation to support Flight Dispatch and
ensure proper functioning of the system;
• Liaise with other departments in the areas of his responsibility;
• In times of sever disruption, and after consulting with concerned departments and
assembling all possible information relating to the situation, formulating and carrying
out plans of action to restore the operations to normal as quickly as possible, taking
into account the level of inconvenience to the passengers, the financial cost to the
company, crewing utilization and time limitation, engineering requirement and effect
on the overall operations of JC Airlines;
• Analyse return flight documentation to ensure that the flight(s) have been conducted
as planned;
• Ensure that the flights are generally planned on the least cost routes;
• Out of normal working hours for the normal performance of the Flight Dispatch and
initiating action as required, preventing problems which could affect JC Airlines
operations;

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• Ensure that the necessary records are maintained as per the Operations Manual.
All the records shall be accurate and within the flight time limitation, and any
abnormality is to be reported;
• Advise Training Manager about the needs and arrange recurrent training for the
flight dispatchers (flight operations officers);
• Advise Flight Operations Manager about the need for new manpower planning
(recruitment of flight dispatchers);
• Ensure that the Flight Dispatch Manual (FDM) is issued and updated whenever
required;
• Keep current on all national and international legal provisions, relating to flight
operations and to advise all concerned of important changes;
performance in the area of flight operations support management;
• Manage, control, analyse and store records, flight documents and data, and - by
direction of the Flight Operations Manager - to give access to, and produce such
records, documents and data to any person authorised by the SSCA, within a
reasonable time period after being requested to do so;
• Use all legal and compliant means to optimise flight operational costs without
infringing safety;
• Manage electronic data processing for all flight operations related processes within
Flight Dispatch / Operations Control Centre and to supervise related contracts for
such;
• Manage and supervise performance and flight planning aspects of flight operations;
• Properly manage all expenditures associated with his area of responsibility.
Flight Dispatch Manual and other chapters of Operations Manual may additionally define
duties and responsibilities of the Head of Flight Dispatch.
1.3.12 Assistant Flight Operations Manager (Assistant FOM)
The Assistant Flight Operations Manager shall be an active airline pilot holding an ATPL
with current type rating on the applicable aeroplane type. Before being appointed he shall
prove thorough and comprehensive knowledge of aircraft and civil aviation regulations,
requirements and procedures.
The Assistant Flight Operations Manager is responsible to the Flight Operations Manager
and is in charge of flight standardization.

• Keep himself current on all legal national and international provisions, relating to
flight operations;

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• Advise Flight Operations Manager of important changes on all legal national and
international provisions, relating to flight operations;
• Prepare and follow-up as well as participate at audits of Flight Operations;
• Establish, in cooperation with the Flight Operations Manager and the Chief Pilot,
standard noise abatement procedures and to coordinate noise related questions for
the company in national or international relations;
• Initiate and manage aerodrome classification procedure as defined in OM Part A,
Chapter 8;
• Support and consult Flight Operations Manager on performance and flight planning
issues;
• Assist, support and consult Flight Operations Manager at determining the usability
of areas and airways to be utilised for JC Airlines’ flight operations;
• Assist, support and consult Flight Operations Manager in determining the usability
of new aerodromes;
• Assist and support Flight Operations Manager in ensuring that the equipment of the
aeroplane to be used meets the requirements for the planned operation;
• Conduct special case studies as requested by the Flight Operations Manager;
• Conduct briefing for newly intake pilots;
• Manage the Operations Manual as well as all other documentations, manuals and
publications regarding Flight Operations;
• Check daily administrations and monitoring of monthly roster - as applicable;
• Do other duties assigned by Flight Operations Manager.
Duties and responsibilities of the Assistant Flight Operations Manager may be performed
by several people. Other chapters of Operations Manual may additionally define duties
and responsibilities of the Flight Standard Officer.
1.3.13 Technical Pilot
The Technical Pilot shall be an active airline pilot holding an ATPL with current type rating
on the applicable aeroplane type. Before being appointed he shall prove thorough
knowledge of technical systems, regulations, requirements and operational procedures on
the applicable aeroplane type. He reports to the Chief Pilot.
His function, main duties, responsibilities and functions are:

• Coordination and communication between the respective fleet and Engineering &
Maintenance Manager regarding all fleet technical matters;
• Participation in updating of OM Part B in coordination with the Engineering &
Maintenance Manager;
• To support the Chief Pilot regarding investigations of technical problems, incidents
and accidents;

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• To act as liaison with original equipment manufacturers applicable to respective

aeroplane type;
• Operational acceptance of newly acquired aeroplanes and conducting of delivery
flights;
• Operational acceptance of aeroplanes after major maintenance actions;
• To assist the Engineering & Maintenance Manager in establishing the MEL;
• To participate in technical recurrent training;
• To supervise distribution and revision service of Aeroplane Flight Manuals;
• To request, organise and/or conduct functional test flights;
• To define, publish and enforce maintenance of standard onboard library and extra
equipment layout;
• To maintain and update Emergency and Survival Equipment list by aeroplane
registration;
• To process pilot reports based on technical issues addressed to his fleet;
• To publish directives for his fleet, with aeroplane type specific technical contents;
the Technical Pilot.
1.3.14 Head of Crew Planning
Refer to Chapter 7.2.1 Responsibility of the Company.
1.3.15 Flight Safety Officer
With the approval of JC Airlines Accountable Manager, a Deputy Safety Manager may be
nominated to assume the duties and responsibilities of Safety Manager while he is absent
from work place to ensure the continuity of work. The Flight Safety Officer, or one of the
Flight Safety Officers, if more are designated, replaces the Safety Manager in all duties
when necessary as Deputy Safety Manager.
The Flight Safety Officer designated as Deputy Safety Manager must have sufficient
experience gathered with JC Airlines flight operations as active Commander. The Flight
Safety Officer not designated as Deputy Safety Manager must have sufficient experience
gathered within JC Airlines flight operations as flight crew member.
The Flight Safety Officer should have:

• Ability to think analytically and to professionally represent JC Airlines on meetings
and conferences;
• Good inter professional skills;
• Ability to work independently but with respect for hierarchy;
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• Respect for total confidentiality of data;

• Good knowledge of MS office tools;
• Good mastering of English (in writing and speaking).
The Flight Safety Officer participates and supervises implementation of safety standards
and is responsible to the Safety Manager for:
• Maintaining the air safety occurrence reporting database;
• Monitoring and evaluating the Flight Data Monitoring reports and proposing
corrective actions to the Safety Manager;
• Monitoring corrective actions and flight safety trends;
• Publishing, together with Safety Manager, the results of safety reviews,
investigations, surveys, audits, etc.;
• Participating in JC Airlines Safety Review Board;
• Assisting with the investigation of accidents and conducting and coordinating
investigations into incidents;
• Participating in management strategic planning, as appropriate;
• Carrying out safety audits and inspections when instructed;
• Proposing to the Safety Manager adoption of actions in relation to improvement of
the SMS;
• Maintaining good relationship with the aircraft manufacturer’s safety department,
with the aviation authorities and with other flight safety organisations;
• Conducting other duties as anticipated by the SMS.
1.3.16 Chief Flight Instructor
The Chief Flight Instructor on aircraft type shall be an active PIC holding an ATPL with
current type rating and instructor rating on the applicable aeroplane type. He is appointed
by the Training Manager.
Chief Flight Instructor’s functions, duties and responsibilities are to:

• Establish, maintain and update as necessary training syllabi for all required training
within his area of responsibility;
• Assist the Training Manager in development of flight crew training and checking
documentation;
• Control, supervise and coordinate flight crew training activities within his aircraft
type fleet;
• Act as liaison between flight instructors on his aircraft type and Training Manager;
• Perform functions, duties and responsibilities of the instructor on aircraft type;
• Promote and implement within his aircraft type fleet the training policy set up by the
Training Manager;
• Support the Training Manager in routine administrative tasks.
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Chief Flight Instructor should normally arrange a meeting of respective flight instructors on
aircraft type for all important matters regarding training checking and standardisation.
1.3.17 Chief Cabin Crew Instructor
The Chief Cabin Crew Instructor shall be an active Cabin Crew Instructor (CCI). He is
appointed by Crew Training Manager. His main duties and responsibilities are to:
• Control, supervise and coordinate cabin crew training activities;
• Establish, maintain and update as necessary training syllabi for all required training
within his area of responsibility;
• Assist the Training Manager in development of cabin crew training and checking
documentation;
• Act as liaison between Training Manager and Cabin Crew Instructors;
• Promote and implement the cabin crew training policy set up by the Training
Manager;
• Support the Training Manager in routine administrative tasks;
• To perform functions, duties and responsibilities of Cabin Crew Instructor.
1.3.18 EFB Administrator
Reserved.
1.3.19 Emergency Director
Function, main duties and responsibilities of Emergency Director are defined in

Emergency Response Manual (ERM).

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1.4 GENERAL RESPONSIBILITIES OF ALL OPERATIONS PERSONNEL

1.4.1 Wilful and Deliberate Violation
Wilful and deliberate violation of flight operations organizational policies and/or any of
official regulations and procedures by flight operations personnel shall not be tolerated.
Appropriate policy regarding procedure violations includes Company’s committee for case
review and/or equivalent types of action. The specification of this provision is applicable to
flight operations personnel and is not restricted only to flight crew.
All flight operations personnel are required to abide by all policies and procedures as set
forth in the Operations Manual, all relevant regulations, manuals, instructions,
departmental policies and procedures and other documents associated with the
performance of their duties.
Wilful violation of flight operations organization policies and/or procedures by flight

operations personnel will be dealt with through the disciplinary evaluation and personnel
policies as set forth by JC Airlines’ Human Resources (HR).

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1.5 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE

COMMANDER (PILOT-IN-COMMAND)
1.5.1 General
• The Commander (Pilot-In-Command) exercises the final authority in relation to the

operation of the aeroplane.
• The Commander shall be responsible for safety of all crew members, passengers
and cargo on board when the doors are closed. The Commander shall also be
responsible for the operation and safety of the aeroplane from the moment the
aeroplane is ready to move for the purpose of taking-off until the moment it finally
comes to rest at the end of the flight and the engine(s) used as primary propulsion
units are shut down. Therefore, he must take all measures required for safety,
whether on the ground, in flight, during take-off, landing or taxiing.
• All persons on board the aeroplane must obey all lawful directions given by the
Commander to ensure its and their safety. The Commander has the authority to
impose any measures he deems appropriate, including restraint, upon persons
who, in his opinion, have committed or are about to commit an offence against
penal law. This authority extends also to acts committed by any person which the
Commander feels will jeopardize the safety of the aeroplane, its occupants or
cargo. Furthermore, any such action may be undertaken in order to enable the
Commander to deliver such a person to the Authority.
• The Commander has the authority to disembark any person or any part of the cargo
which, in his opinion, may represent a potential hazard to the safety of the
aeroplane or its occupants. He must not allow any person who appears to be under
the influence of alcohol or drugs to be carried on the aeroplane. Inadmissible
passengers, deportees or persons in custody whose carriage may pose a risk to the
safety of the aeroplane or its occupants may be refused transportation by the
Commander.
• The Commander must ensure that all operational procedures are conducted in
accordance with the Operational Manual.
• In an emergency situation requiring immediate and decisive action, the Commander
(or pilot to whom conduct of the flight has been delegated – Pilot-in-Command
(PIC)) may take any measures he considers necessary under the circumstances. In
such cases, and only in order to ensure the safety of the aeroplane and its
occupants and cargo, he may deviate from rules, operational procedures and
methods.
• The Commander sets priorities. His decisions must give absolute priority of safety,
and have due regard for economy, passenger comfort and adherence to schedule.
Notwithstanding his overall responsibility, he is authorised to delegate tasks to his
crew and to other suitable personnel. It is his duty to coordinate, supervise and
check the tasks of his crew. He shall encourage teamwork and ensure that his crew
members receive all information essential for the performance of their tasks. He
shall not allow any crew member to perform any activity during take-off, initial climb,

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final approach and landing except those duties required for the safe operation of the
aeroplane.
• The Commander shall ensure that, during a particular flight, the entire crew adheres
to duty and rest time limitations as outlined in OM Part A Chapter 7.
• The Commander shall ensure that in the interest of safety, admission of any person
other than the flight crew to the flight deck does not cause distraction and/or
interfere with the flights operation. All persons carried on the flight deck are made
familiar with the relevant safety procedures.
• The Commander shall ensure that all crew members are able to communicate in
common language.
• The Commander shall ensure that the checklists are complied with in detail.
• The final decision regarding refusal of an admission to the flight deck shall be the
responsibility of the Commander.
• The Commander shall ensure that smoking ban is strictly adhered to during his
responsibility over aeroplane.
• The Commander shall be responsible for notifying the nearest appropriate Authority
by the quickest available means of any accident involving the aeroplane, resulting in
serious injury or death of any person or substantial damage to the aeroplane or
property or any situations which endangers the safety of the aeroplane or persons
necessitates the taking of action which involves a violation of local regulations.
• The Commander shall report all known or suspected defects in the aircraft to the
Company at the termination of the flight.
• The Commander shall coordinate the flight deck task sharing and decide on who
acts as Pilot Flying. In order to promote the aeronautical experience and knowledge
of his First Officer, the Commander shall give him the opportunity to plan and
conduct the flight, or portions thereof, under his supervision. First Officer shall carry
out part of the flying and part of the total number of landings. As a guideline, First
Officer shall be given the opportunity to fly at the controls up to 50%, but at least
25% of the total flight time and carry out such take-offs, climb-outs, approaches and
landings which fall within his flying time.
• The Commander shall perform, as pilot flying, those take-offs, approaches, landings
and other phases of flight he considers in any way critical, unless otherwise
specified in OM Part B.
• The Commander shall be responsible for completing the journey log or the general
declaration containing all the information as required by the SSCA.
1.5.2 Leadership
The Commander should:

• Lead by example;
• Motivate the crew;
• Develop the skills of the flight crew;

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• Demonstrate and support team working;

• Encourage a good working atmosphere;
• Monitor flight crew performance and give constructive advice to the crew members;
• Involve crew members in the operation and decision making process;
• Ensure appropriate decisions are made and implemented;
• Create a climate for open communication and listen effectively;
• Co-ordinate inter-related activities concerning the flight;
• Establish good working relationships with all staff related to the flight;
• Demonstrate an understanding for the work of other staff involved in the flight;
• Encourage cabin crew and ground staff optimum performance and feedback
observations;
• Clearly communicate intentions and required standards.
1.5.3 Customer Service / Public Relations
The Commander should:

• Project the image of JC Airlines by personal example;
• Instil confidence in JC Airlines reliability and security by his leadership;
• Communicate with passengers as appropriate;
• Endeavour to ensure aeroplane departure/arrival are punctual;
• Retain a sense of responsibility for passengers when he is off the aeroplane;
• Establish good working relationships with ground staff and cabin crew to produce
consistent service of high quality.
1.5.4 Main Duties and Responsibilities Prior to the Flight
Prior to the flight Commander shall:

• Observe and meet the requirements concerning route and aerodrome competence
qualification;
• Obtain and check required aeronautical and meteorological information pertinent to
his next flight;
• Select destination alternate(s) and take-off alternate aerodromes, as required, with
due regard to the prescribed planning minima;
• Calculate/check the operational flight plan, the planned amount of fuel and oil being
based on the expected operating conditions and sufficing for a safe completion of
flight (whenever the OFP is being calculated by third parties, it is his responsibility
to ensure that these requirements are met);
• Submit to the appropriate ATS unit a flight plan or sufficient information for the
initiation of SAR action should the flight become overdue (if not already performed
by ground personnel);

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• Check that the prescribed manuals, maps, charts, documents and forms are on
board and cover the aeroplanes intended operation including possible crew
changes until return to a home base;
• Ensure that the prescribed pre-flight maintenance checks and inspections have
been or are being carried out, and decide whether to accept the aeroplane with
unserviceable items allowed by the CDL or MEL;
• Not accept the aeroplane, if dissatisfied with any aspect of airworthiness and/or
maintenance;
• Conduct a cabin crew briefing, relating information and particulars pertinent to the
individual flight;
• Examine the required aeroplane documents and maintenance releases of
authorised personnel;
• As appropriate, check the use of the correct fuel type, supervise the fuelling of the
aeroplane and ensure the proper distribution of fuel;
• Ascertain that fuel on board and fuel assumed for take-off data calculation are
identical, and equal to or higher than the minimum fuel specified by the OFP and to
check, fill and sign the fuelling order;
• Certify by his signature in Aircraft Technical Log and Loadsheet that:
- The aeroplane is airworthy;
- The aeroplane configuration is in accordance with the CDL;
- Instruments and equipment, required for the flight to be conducted, are
available;
- Instruments and equipment are in operable condition except as provided in
the MEL;
- Those parts of the OM which are required for the conduct of the flight are
available;
- Aeroplane documents, required additional information and forms are on
board;
- Current maps, charts and associated documents or equivalent data are
available to cover the intended operation of the aeroplane including any
diversion which may reasonably be expected;
- Ground facilities and services required for the planned flight are available
and adequate;
- Provisions specified in the OM in respect of fuel, oil and oxygen
requirements, minimum safe altitudes, aerodrome operating minima and
availability of alternate aerodromes, where required, are complied with for
the planned flight;
- Traffic load is properly distributed and safely secured;
- Only traffic load authorised by JC Airlines has been taken on board;
- The mass of the aeroplane, at the commencement of taxiing and take-off roll,
will be such that the flight can be conducted in compliance with the OM Part
B and any additional operational limitation.

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1.5.5 Main Duties and Responsibilities Prior to Taxiing and Take-off
Prior to taxiing, Commander must ensure that:

• Doors are closed and aeroplane is prepared for taxi;
• CIC reports »AIRCRAFT IS READY FOR TAXI«;
• The ramp is clear;
• Visual All Clear signal is obtained; and
• ATC clearance for taxi has been received.
Prior to take-off, Commander must ensure that:

• The aeroplane's external surfaces are clear of any deposit which might adversely
affect its performance and/or controllability;
• The passenger cabin and galley(s) are secured, all equipment and baggage is
properly stowed, that all exit and escape paths are unobstructed and that relevant
emergency equipment remains easily accessible for immediate use;
• Each assisting means for emergency evacuation that deploys automatically is
armed;
• Each passenger occupies a seat or berth with his safety belt/harness properly
secured and passengers have been appropriately briefed;
• All crew members occupy their stations as prescribed and the CIC report »CABIN
SECURED« is received.
the Commander prior to taxiing and take-off.
1.5.6 Main Duties and Responsibilities during the Flight
During the flight the Commander shall ensure:

• Coordination of the tasks and management of the workload of his crew so as to
obtain a good airmanship for the conduct of the flight;
• Observation of all noise abatement regulations as long as they are not detrimental
to safety;
• Precise navigation and observation of minimum altitudes;
• Use of all available Air Traffic Services;
• Observation of limitations, proper use and proper handling of the aeroplanes
systems, including strict use of checklists;
• That abnormal or emergency situations requiring the application of part or all of
abnormal or emergency procedures, are not simulated during revenue flights;
• That no artificial means to simulate IMC are used;

CHAPTER 0 P: 1-29
• Continuous observation and evaluation of the development of the meteorological

situation, specifically forecasts for the route to be flown, for enroute alternates and
for the destination aerodrome and its alternate(s);
• That in an emergency situation immediate action is taken to keep the passengers
and the aeroplane from personal damage or danger;
• That procedures and equipment limitations regarding flight in icing conditions are
strictly adhered to;
• That amount of usable fuel remaining suffices to proceed to an aerodrome where a
safe landing can be made, with final reserve fuel remaining;
• That the applicable provisions for in-flight replanning the flight are met;
• Timely corrective action(s), whenever system malfunctions or other variables impair
the aeroplanes operation;
• That, in case of such impairment, his crew and relevant ground personnel are kept
informed about the situation and his decisions;
• That a flight data recorder (FDR) and cockpit voice recorder (CVR) is not disabled
or switched OFF;
• That the FDR and CVR data are not manually erased in the event of an accident or
an incident;
• That, by keeping close contact with his cabin crew, a polite and efficient passenger
service is being provided;
• That all requirements concerning cabin safety are being observed;
• That, prior to landing, all crew members occupy their stations and that the CIC
reports »CABIN SECURED«.
the Commander during the flight.
1.5.7 Main Duties and Responsibilities after the Flight
After the flight the Commander shall ensure:

• That the OFP and Aircraft Technical Log are completed and signed. They shall be
completed in such manner that erasure is not possible and that all changes and
corrections are easily identifiable and errors remain legible;
• Protection of data recorded on FDR and CVR in the event of an accident or serious
incident having occurred by, but not limited to, pulling circuit breakers;
• That aeroplane is handed over the to the next crew or to the maintenance
personnel, or parked, locked, sealed and secured properly;
• That the cockpit is left in good order with all documentation and equipment stored in
standard manner as defined in OM Part B;
• On aerodromes without handling personnel under contract to the Company (e.g.,
after a diversionary landing) that all passengers, the aeroplanes load and the
aeroplane are well taken care of. He must also ensure the security of the aeroplane;
CHAPTER 0 P: 1-30
• Filing of written occurrence reports as prescribed in OM-A Chapter 11,

communicating also by telephone, e-mail or facsimile if necessitated by the urgency
of the matter;
• Notification of the appropriate local Authority without delay in the event of any
emergency situation that necessitated action in violation of local regulations and/or
procedures, and submits, if required by the state of occurrence, report to the
appropriate local Authority and also to the SSCA;
• Alerting the attention of appropriate personnel to technical and operational
particulars and problems encountered.
the Commander after the flight.

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1.6 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER

THAN COMMANDER
1.6.1 General
In order to make JC Airlines flights safe, efficient and economical, it is expected that all
crew members will closely comply with all procedures, instructions and orders issued for
the various crew duties.
Crew members observing any deviations from prescribed normal or emergency

procedures shall immediately bring such deviations to the attention of the Commander or
the respective superior.
All crew members shall:

• Be responsible for the proper execution of their duties that are related to the safety
of the aircraft and its occupants and specified in the instructions and procedures in
the Operations Manual.
• Report to the Commander any fault, failure, malfunction or defect which the crew
member believes may affect the airworthiness or safe operation of the aircraft
including emergency systems, if not already reported by another crew member;
• Report to the Commander any incident that endangered, or could have
endangered, the safety of the operation, if not already reported by another crew
member;
• Comply with the relevant requirements of JC Airlines’ occurrence reporting
schemes;
• Comply with all flight and duty time limitations and rest requirements applicable to
their activities;
• When undertaking duties for more than one operator, maintain their records
regarding flight and duty times and rest periods as referred to applicable flight and
duty time limitations requirements and shall provide JC Airlines with the data
needed to schedule activities in accordance with OM Part A, Chapter 7;
• Maintain familiarity with JC Airlines procedures and instructions and applicable
regulations which are issued in the various applicable manuals, handbooks,
bulletins etc.;
• Be familiar with the duties to be performed on the respective type of aeroplane;
• Be familiar with the handling of the aeroplane system for normal and emergency
operation, especially also with regard to the differences among the aeroplanes of
the same type;
• Be familiar with emergency equipment and procedures;
• Carry all material necessary for flight duty;
• Co-operate closely with other crew members at all times to ensure the highest
possible standard of safety and efficiency in the preparation and conduct of a flight;

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• Co-operate with all other personnel involved in the actual flight, such as the ground
staff, in order to comply with the applicable procedures and instructions;
• In the case of crew shift or relief, give full information to the next crew as to all
aspects of the progress of the flight; report any irregularity, in general or particular,
which are considered to be unsafe, impractical or inconsistent with JC Airlines
standards or which could be improved. Such reporting, including errors made by
crews or individuals, offers the double benefit of sharing experience within JC
Airlines and giving the possibility for adopting corrective measures.
All crew members shall not perform duties on the aircraft:

• If under the influence of psychoactive substances or alcohol or when unfit due to
injury, fatigue, medication, sickness or other similar causes;
• Until a reasonable time period has elapsed after deep water diving or following
blood donation;
• If applicable medical requirements are not fulfilled;
• If he is in any doubt of being able to accomplish his assigned duties;
• If he knows or suspects that he is suffering from fatigue or feels otherwise unfit, to
the extent that the flight may be endangered.
If a crew member becomes aware of anything significant with which he disagrees or that
causes him concern, he shall bring it to the attention of the Commander. This requirement
is to ensure that the Commander is aware of the factors and judgments that could affect
his decisions. Due attention shall be given to all facts, no matter how insignificant they may
appear, which potentially can jeopardize safety or security of the operation.
All crew members are encouraged to report any problematic use of alcohol or
psychoactive substances.
Each crew member shall take all reasonable steps to:

• Operate JC Airlines’ aeroplanes safely, economically and punctually in accordance
with the Operations Manual;
• Maintain familiarity with relevant air legislation, provisions of the Operations Manual
and agreed aviation practices and procedures necessary to fulfil his function;
• Support the Commander in the maintenance of a proper standard of professional
expertise, crew discipline, conduct and personal appearance.
Each crew member shall report any incident or occurrence that has endangered, or may
have endangered the safety of the flight.

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1.6.2 Duties and Responsibilities of the First Officer (Co-Pilot)

1.6.2.1 General
• The first officer (co-pilot) is the Commanders deputy. He shall assume the role of
pilot-in-command when so directed by the Commander. If the Commander
becomes incapacitated the first officer assumes the Commanders authority and the
responsibility for the aeroplane and its crew, its passengers and load. Therefore, it
is his duty to responsibly participate in the preparation of the flight and to attentively
monitor its progress in order to be able to assume this authority/responsibility at any
given moment.
• He cooperates, in a responsible manner, as a member of the aeroplanes crew, and
meticulously performs the work routinely assigned to him or delegated to him by the
Commander.
• The first officer shall report to the Commander any fault, failure, malfunction or
defect, which he believes may affect the airworthiness or safe operation of the
aeroplane or aeroplane systems.
• The first officer shall report to the Commander any incident that has endangered, or
may have endangered, safety.
• The first officer shall make use of the company’s incident reporting scheme in
accordance with OM-A Chapter 11. In such cases, a copy of the report should be
communicated to the Commander concerned.
1.6.2.2 Main Duties and Responsibilities Prior to the Flight
Prior to the flight the first officer shall:

• Participate in the Commander's crew briefing, and make himself aware of all
relevant aeronautical and meteorological information, aeroplanes technical status
and anticipated load.
• Acquire sufficient knowledge concerning the route (through OM Part C) and the
aerodromes to be used (through self-instruction);
• Obtain and check required aeronautical and meteorological information pertinent to
his next flight;
• Calculate/check the operational flight plan, the planned amount of fuel and oil being
based on the expected operating conditions and sufficing for a safe completion of
flight (whenever the OFP is being calculated by third parties, it is his responsibility
to ensure that these requirements are met);
• Submit to the appropriate ATS unit a flight plan or sufficient information for the
initiation of SAR action should the flight become overdue (if not already performed
by ground personnel);
• Check that the prescribed manuals, maps, charts, documents and forms are on
board and cover the aeroplanes intended operation including possible crew
changes until return to a home base;

CHAPTER 0 P: 1-34
• Check the radio and navigation equipment for proper functioning;

• As appropriate, check use of the correct fuel type, supervise the fuelling of the
aeroplane and ensure proper distribution of fuel;
• Ensure that the prescribed preflight maintenance checks and inspections have been
or are being carried out;
• Relate to the cabin crew operational information and particulars pertinent to the
individual flight.
the first officer (co-pilot) prior the flight.
1.6.2.3 Main Duties and Responsibilities during the Flight
During the flight and by delegation by the Commander the first officer shall:
• Execute (as directed by the Commander) the tasks and functions of either the Pilot
Flying (PF) or the Pilot Monitoring (PM);
• Assist the Commander in the management of the flight deck work by:
- Observing task distribution,
- Systematic cooperation and exchange of information,
- Monitoring the flight progress and the aeroplanes systems,
- Maintaining visual lookout, and
- Monitoring the performance of other cockpit crew members.
• Draw the attention of the Commander to facts, circumstances or unfavourable
variables which may impair the safety of the flight and which may not yet have been
noticed by the Commander; and
• Deal with all documents which have to be completed by him.
the first officer (co-pilot) during the flight.
1.6.2.4 Main Duties and Responsibilities after the Flight
After the flight and by delegation by the Commander the first officer shall assist the
Commander in/by:
• Closing the aeroplanes documentation;
• Putting into good order, for the use of the aeroplanes next flight crew, all manuals,
maps and charts which form part of the flight deck library;
• Handing over the aeroplane to its next crew or to appropriate maintenance
personnel or, where this is impossible, having the aeroplane secured;
• Handing over the completed documentation to authorised personnel or forwarding
such documents by other means.

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the first officer (co-pilot) after the flight.
1.6.3 Duties and Responsibilities of the Safety Pilot
A pilot may be nominated as the safety pilot for the flight. A safety pilot may be any person
qualified to operate from one or both of the pilot seats on the aeroplane type concerned.
The safety pilot shall act as an additional flight crew member, during aircraft training and
line training.
He is intended to fulfil the following functions:

• To take over the command of the aircraft in the event of incapacitation of the
Commander (Line Training Instructor), and to land as soon as possible;
• To monitor the safe operation of the aeroplane during periods of high training
workload (i.e. critical phases of flight, especially take-off, landing, in the traffic circuit
or during approach), and to alert the Commander/Instructor to any crew omissions
or external threats.
A safety pilot is not intended to fulfil any training role. However, he is expected to assist
the instructor and trainee in any manner considered appropriate to the circumstances
prevailing during flight or ground operations. The safety pilot must occupy a flight deck
jump seat during all critical phases of flight, and when specifically directed by the
Commander.
The safety pilot shall be briefed by the Commander, on all relevant requirements, prior to
each sector.
1.6.4 Duties and Responsibilities of Cruise Relief Pilot-in-Command

1.6.4.1 General
A suitably qualified pilot may be designated as the cruise relief Pilot-in-Command

(relieving pilot for the Commander during cruise) for flights with augmented crew in
accordance with the FTL requirements described in OM Part A Chapter 7. When the cruise
relief Pilot-in-Command takes charge of the flight deck, the Commander of the flight shall
brief the cruise relief Pilot-in-Command on the following (as applicable):
• Current ATC frequency,
• Secondary frequency,
• Current ATC clearance,
• Next reporting point,
• Any required or desired flight level change anticipated during the Commanders
absence,

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• Aeroplane technical status,

• Actual and forecasted enroute weather,
• Current fuel state and the fuel plan,
• WX radar serviceability and setting,
• Availability and weather situation on destination, enroute and potential enroute
alternates,
• MSA (both off-route and en-route),
• Transponder setting requirements,
• Any special weather deviation, traffic separation or contingency procedures
applicable to the airspace through which the flight is being conducted,
• Any other items that the Commander considers necessary for the safe operation of
the flight during his absence, and
• Procedures to be used to summon Commander back to the flight deck.
1.6.4.2 Duties in the Event of an Emergency
The actions associated with the following guidelines may be applied as the actual
emergency dictates, and must be considered in conjunction with the applicable procedures
and requirements specified in the OM Part A and OM Part B.
• Rapid Depressurization
In the event of a rapid depressurization, the cruise relief Pilot-in-Command must
ensure that the aeroplane is operated in accordance with the required procedures
as defined in OM Part B. The cruise relief Pilot-in-Command should not attempt to
summon the Commander to the flight deck, until a safe cabin altitude has been
established. The Commander should remain on oxygen at his rest station until such
time as the cruise relief Pilot-in-Command summons him to the flight deck.
• Engine Failure
In the event of an engine fire warning, the cruise relief Pilot-in-Command must
ensure that the aeroplane is operated correctly, and in accordance with the required
procedures as defined in OM Part B, until the return of the Commander to the flight
deck. A relight should not be attempted until the return of the Commander to the
cockpit.
• Other Emergencies
Other emergencies or non-normal shall be performed in accordance with the
required procedures as defined in OM Part B. Whenever possible, the aeroplane
shall continue to be flown in accordance with the current clearance (i.e. track and
flight level), pending the return of the Commander to the flight deck.

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1.6.4.3 Alerting the Commander
The cruise relief Pilot-in-Command, after successfully containing an emergency and

ensuring the continued safe operation of the aeroplane, shall alert the Commander as
soon as practicable and summon him to the cockpit by any of the following means:
• Summon a cabin crew member to the cockpit via the call push-button on the
overhead panel, and request the cabin crew to personally alert the Commander; or
• Make announce via PA: »CAPTAIN TO THE FLIGHT DECK« (this method should
be used with discretion, as it may be the cause of some concern to the
passengers).
1.6.5 Duties and Responsibilities of the System Panel Operator
Not applicable for JC Airlines flight operations.
1.6.6 Duties and Responsibilities of Cabin Crew
Cabin crew shall be responsible for the proper execution of their duties that are related to
the safety of the aircraft and its occupants.
Cabin crew on the aircraft shall fulfil the following functions:

• They ensure cabin safety under the overall authority and responsibility of the
Commander (i.e. the safety of the passengers and security of cabin load and
galleys);
• Maintain a thorough working knowledge of flight attendants emergency drills and
procedures, as laid down in the Cabin Crew Manual (CCM). In the event of an
emergency they are responsible to the Commander for putting into effect the
relevant procedures and emergency drills.
• Report to the Commander any incident that has endangered or could have
endangered the safety of the operations;
• Being thoroughly familiar with all JC Airlines aircraft galley equipment, catering
stowage's and passenger amenity equipment and their operation;
• Ensuring that they maintain a high standard of public conduct whilst in
circumstances in which they could reasonably be recognised as being JC Airlines
crew;
• Ensuring they present a good appearance when wearing JC Airlines uniform;
• Liaison between passengers and the flight crew; and provide optimum comfort and
service to JC Airlines customers.
• Refraining from making attempts to evade Cambodian or foreign customs,
immigration or health regulations and from causing any unauthorised package,
person or other item of load to be carried in any JC Airlines aeroplane.

CHAPTER 0 P: 1-38
Whenever more than one cabin crew member is assigned, scheduling department will
designate a Cabin Crew in Charge (CIC) to:
• Direct, co-ordinate and organize the functions and tasks of cabin crew;
• Be responsible for maintaining good discipline among all cabin crew whilst on duty;
• Be responsible to the Commander for the conduct and co-ordination of cabin safety
and emergency procedure(s) as specified in the Operations Manual;
• Provide feedback to the Chief Cabin Crew on all operational matters, product
standards, performance of suppliers and service providers (caterers, cleaning
companies, traffic, engineering, ground handling etc.) suggesting improvements;
• Verify legal and mandatory documents and safety/security knowledge and
standards;
• Delegate positions and working areas;
• Create a happy, warm, welcoming atmosphere, greeting passengers with smile and
cheerfulness during boarding and at any time interacting with passengers during the
flight;
• Be responsible for completing the necessary documentation in the event of any
injury to crew or passengers on board;
• Be responsible to report »Cabin Secured« before take-off and landing;
• Inform the flight crew of any irregularities and malfunctions in the cabin; report any
incidents which occur during flight by using the reporting system (i.e. Air Safety
Reports). In all such cases, a copy of the report shall be communicated to the
Commander concerned; and
• Ensure the orderly handover of the aircraft to the new cabin crew taking charge at
transit stations.
Cabin crew must meet the qualification and recency requirements given in Chapter 5.3.
Whenever due to unforeseen circumstances the Cabin Crew in Charge (CIC) is

incapacitated, the Commander will delegate duties and responsibilities of the CIC to the
crew member holding the highest seniority. In such a case, a full review of all relevant
safety/emergency provisions shall be held during the crew briefing.
Cabin crew are individually responsible for ensuring that passport, visas, aircraft type
approval are up to date.

CHAPTER 0 P: 1-39
1.7 CREW REGULATIONS

1.7.1 Behaviour in Public
Every crew member must be aware that he is a representative of JC Airlines and that
people will identify his appearance with it. The image of an airline depends largely on the
behaviour of every employee. Crew members are always at the centre of interest, also
when travelling as dead head crew (DHC)/positioning crew.
Therefore:
• Loud welcome ceremonies are prohibited as well as confidential talks about
Company subjects in public or with other crews or other crew members on duty.
• Never make negative statements about JC Airlines or discuss JC Airlines matters
when people other than those of JC Airlines are present.
• Politeness and kindness should be the outstanding characteristics of every crew
member.
• Locations shall not be visited if the possibility exists of creating a wrong impression
which may be detrimental to the reputation and image of JC Airlines. This rule even
applies to crew members not in uniform during night stops.
All crew members should ensure that they themselves and their colleagues always comply
with the above regulations.
1.7.2 Personal Documents
For flight duty crew members must carry the following documents:
• Valid licence (flight crew),
• Valid cabin crew licence (if applicable),
• Medical certificate,
• Valid passport,
• Visa - if required,
• Company identity (identification) card,
• Vaccination card - if required.
Each crew member is responsible for the validity of his documents and their timely issue,
renewal, and extension.
1.7.2.1 Company Identity Card (ID Card)
At the beginning of employment a Company Identity Card (ID card) will be issued to the
crew member. It shall be visible and always available while on duty. The loss of any
personal document must be reported immediately to JC Airlines.

CHAPTER 0 P: 1-40
1.7.3 Uniform
The uniform represents the image of Company and identifies the wearer as its
representative. It is imperative that the best image should be presented to the public at all
times adhering strictly with Company policies. Each crew member shall be in immaculate
appearance. It is the Commanders responsibility to ensure that his crew members are
appropriately attired for the flight.
All flight crew members shall wear epaulettes according to their rank as follows:
Rank Number of stripes to wear

Captain 4
Senior First Officer 3
First Officer 2
First officer becomes senior first officer after accumulating more than 1500 hours total
flight time and successfully completing the ATPL course and associated exams.
1.7.4 Customs and Currency Regulations
All crew members have to pass through local customs, immigration, currency control, etc.
as prescribed. Every person must comply with the local customs and other special
immigration regulations, which may often be more restrictive for crew members than for
passengers. Crew members must declare all goods liable for duty and are responsible for
duty charges. The same policy applies to restrictions on import or export of currencies.
Violations of Customs or Currency Regulations

It must be clearly understood that noncompliance with the customs regulations and other
official controls is a very serious offence against JC Airlines regulations and the laws and
regulations. Anybody caught smuggling or wilfully breaking currency or other regulations
can expect severe disciplinary action by the Company.
1.7.5 Handling of Company Material
All crew members are obliged to handle all company material with great care. JC Airlines
may claim compensation from a crew member for damage caused by him. Crew members
shall maintain the manuals, handbooks and other documents handed over to them in good
condition.
When the employment contract terminates everything belonging to JC Airlines must be

returned.

CHAPTER 0 P: 1-41
1.7.6 Accident / Illness
Accidents or illness must be reported immediately to:

• The Commander when on duty,
• Operations Control Centre and/or Flight Operations Administration for all other
cases.
The crew member shall notify about the expected duration of illness, and any change in
duration.
1.7.7 Night Stops/Stop Over Away from Home Base
All crew members shall comply with all instructions required for the specific country before
leaving the aeroplane. After the flight they shall meet the Commander for the debriefing
and in order to receive information for accommodation, transport to the hotel and
departure from the hotel to the aerodrome. Pick up time for crew transportation to the
aerodrome will be advised by the Commander. It should normally be arranged so that the
crew will arrive at the aerodrome for check-in one hour before scheduled time of
departure. Exemptions to this rule are at the Commanders discretion. Usually all crew
members should use accommodation provided by JC Airlines.
Should a crew member not require accommodation he must inform the Commander and
ask for permission prior to departure. He shall leave his contact details with the
Commander. At check-in for flight duty the crew members shall present themselves to the
Commander.
The Commander may, out of operational necessity or in fulfilling his obligation to provide
for the well-being of his subordinates, advise crew members to avoid certain areas (in the
vicinity of the accommodation or elsewhere).
Prior to leaving the accommodation for a longer period of time, the crew member(s) should
inform other colleagues to ensure personal safety.
Hotels for the crew will be provided by the Company. That means the Company will pay for
the room and breakfast. When breakfast cannot be provided in the hotel due operational
circumstances (e.g. early duty start) it will be provided on aeroplane. In case of unforeseen
night stops or when there is no reservation made by the Company the Commander may
decide which hotel is to be taken by the crew. Whenever possible the whole crew shall
stay in the same hotel.
All crew members shall:

• Behave in uniform as well as in civilian dress in such a way that the image of the
Company will not be adversely affected;

CHAPTER 0 P: 1-42
• Follow local procedures for accommodation and crew meals;

• Choose their private clothing so that local customs will not be offended. This also
applies during the time spent outside the hotel;
• Refrain from any action or behaviour that could lead to complaints from the hotel
management;
• Refrain from direct complaints to hotel personnel, but forward it to the Commander
who will address the problem and also relay info to the Company;
• Settle all personal bills before checking out.
1.7.7.1 Crew Transport to / from the Aerodrome
Crew transport will be arranged by JC Airlines or the handling agent. Normally the
Commander is responsible for timely crew transport. Complaints about the transportation
will be made by the Commander to JC Airlines and/or handling agent.
1.7.8 Smoking Regulations for Crew Members
Smoking onboard JC Airlines aeroplanes is not allowed.
1.7.9 Photographing/Filming and Publishing on Web Social Networks and Internet
Crew members are expected not to photograph or film passengers in the aircraft or in the
vicinity of it without their full permission.
Crew members shall not be photographed or filmed in the aircraft or in the near vicinity of it
by passengers or other crew members without their full permission.
Crew members are expected not to publish any information - be it text, photographs or film
– which could potentially be used by individuals in order to perform a criminal act against
crews or passengers or would give away confidential information in the Internet.
Despite the modern means of communication and the rising need of it, crews are expected
not to publish anything which could, as a result of unfavourable manipulation in web social
networks, harm the safety and operation of JC Airlines, its employees and passengers.
1.7.10 Restrictions on Duty Performance
A crew member shall not perform duties on an aeroplane:

• While under the influence of any drug that may affect his faculties in a manner
contrary to safety;
• Until a reasonable time period has elapsed after deep water diving;
• Following blood donation except when a reasonable time period has elapsed;

CHAPTER 0 P: 1-43
• If he is in any doubt of being able to accomplish his assigned duties;

• If he knows or suspects that he is suffering from fatigue, or feels unfit to the extent
that the flight may be endangered.
For more details on the above restrictions refer to Chapter 6, Crew Health Precautions.

CHAPTER 0 P: 1-44
Intentionally Blank

CHAPTER 2 P: 2-1
OPERATIONAL CONTROL AND SUPERVISION Rev. 00, 10 JAN 2017
2 OPERATIONAL CONTROL AND SUPERVISION

2.1 SUPERVISION OF THE OPERATIONS BY THE COMPANY
2.1.1 General
JC Cambodia International Airlines (JC Airlines) and the State Secretariat of Civil Aviation
(SSCA) should work in harmony towards a common aim of achieving safe conduct of air
operations. The functions of the two bodies are different, well defined, but complementary.
In essence, JC Airlines complies with the standards set through a sound and competent
management structure. The SSCA working within a framework of law sets and monitors
the standards they expect from JC Airlines.
JC Airlines’ AOC is granted by the SSCA on the basis of the rules and requirements
described in JC Airlines’ Operations Manual. JC Airlines operational management
organization, including the quality assurance system, is responsible for exercising control
and supervision over air operations conducted under the terms of the AOC.
The management structure is set out in OM Part A, Chapter 1.1. The Nominated Post
Holders are named in OM Part A, Chapter 1.2 with their duties and responsibilities defined
in OM Part A, Chapter 1.3.
In accordance with regulations, JC Airlines must exercise operational control to establish

and maintain a method of supervision of flight operations, and such method must be
approved by the SSCA.
Thus JC Airlines must:

• Ensure that operations are in conformance with the requirements of AOC and all
applicable regulations;
• Ensure that operations personnel are competent, proficient and qualified;
• Establish a management structure which satisfies the SSCA and match to the
operating network and scale of operations;
• Provide and maintain the physical infrastructure (i.e. building workspaces,
associated utilities, facilities for people in the organization, support equipment, etc.)
necessary to ensure safe and secure operations;
• Produce, provide and maintain the Operations Manual for the use and guidance of
operations personnel;
• Ensure that all operations personnel are properly instructed, have demonstrated
their abilities in their particular duties and are aware of their responsibilities and of
the relationship of such duties to the operation as a whole;
• Ensure that applicable operations personnel and flight crew have been provided
with the necessary information for the safe planning, control and conduct of all
flights, including pre-flight aeronautical information essential for the safety,

CHAPTER 2 P: 2-2
regularity and efficiency of air navigation (NOTAMs and information contained in the
AIP, AIC and AIRAC);
• Ensure that adequate emergency procedures and contingency plans have been
formulated.
Effective safety management oversight is essential for a safe and compliant operation. The
core process components of effective safety management oversight and regulatory
compliances include:
• Monitoring recruitment and induction;
• Training management and supervision of crew qualifications and expiry items;
• Crew control and supervision of flight duty regulations and expiry items;
• Quality control.
The Accountable Manager has overall responsibility for ensuring that this control and
supervision are fully maintained. The Nominated Postholders hold delegated responsibility
for the control and supervision of their respective section.
Scheduling of operation is based on known and ad-hoc demand. Known demand is

reviewed in order to recognize and resolve potential conflicts between demand and
projected output that may arise from different commercial, operational and maintenance
constraints.
Scheduling reviews are conducted at the end of each calendar month between commercial
department, flight operations department, ground operations department and engineering
& maintenance department. Result of review is monthly timetable of operations indicating
dates, times and aircraft capacity for scheduled flights. Timetable is then used for flight
and ground preparation, maintenance planning and crew scheduling.
Timetable of operations is reviewed at the end of each week between commercial

department, flight operations department, ground operations department and engineering
& maintenance department, taking in account restrictions and limitations and necessary re-
planning based on the actual demand, aircraft utilization and performance. Timetable is
also used to sequence maintenance activities on particular aircraft, to optimize crew roster
and for flight and ground operations planning and training. Possible ad-hoc demand may
be accommodated based on the commercial department approval, actual weather, route
and airport restrictions and availability, crew availability, composition, qualifications and
duty limitations, as well as actual technical restrictions and performance limitations for
particular aircraft.

CHAPTER 2 P: 2-3
2.1.2 Licence and Qualification Validity
Joint responsibility is delegated to the Training Manager, Chief Pilot, Chief Cabin Crew
and respective crew member to ensure that:
• No crew member shall perform a flying duty unless his licence, rating, medical
certificate, recency and any other qualification that he might require for the
particular flight are appropriate, current and valid for the duration of the flight; and
• The proficiency of crew members to perform their duties is periodically tested in
accordance with OM Part A, Chapter 5.
The final responsibility for maintaining a licence's validity rests with the holder. Whenever
he is aware that any licence, rating, certificate, recency or other requirement is about to
expire, he shall at once notify the applicable department manager and/or Training
Manager.
2.1.3 Competence of Operations Personnel
All JC Airlines employees must be competent for the operation that is promulgated by JC
Airlines’ AOC and their assigned position. They must comply with the laws, regulations
and procedures of those States in which operations are conducted. They must be familiar
with the laws and procedures described in the Operations Manual pertinent to the
performance of their duties.
The supervision of the competence of the operations personnel is achieved by:

• Ensuring that the personnel assigned to, or directly involved in, ground and flight
operations are properly instructed, have demonstrated their abilities in their
particular duties (qualification requirements are defined in OM Part A, Chapter 5)
and they are aware of their responsibilities and the relationship of such duties to the
operation as a whole;
• Ensuring that the personnel can communicate in a common language and that they
are able to understand those parts of the Operations Manual which pertain to their
duties and responsibilities.
Competence of operations personnel is monitored as follows:

• The competence of crew members is monitored by means of checking as described
in OM Part A, Chapter 5;
• The competence of other flight operations staff is monitored by performance
appraisal, regular and random competency checks by their immediate supervising
manager.
Training and checking records are kept in the Training Department and all other
documents are kept in a proper storage room/desk. All documentation is accessible to the
SSCA or other auditing organization.

CHAPTER 2 P: 2-4
2.1.4 Operations Management Supervision
Under the overall responsibility of the Accountable Manager, the supervision of operations
is achieved by ensuring that the operations comply with the content of Quality Policy,
granted AOC and its associated Operations Specifications.
Means of supervision are Quality Assurance Programme, Accident Prevention and Flight
Safety Programme, Operations Management Communication.
2.1.4.1 Flight Operations Management Supervision
Under the responsibility of the Flight Operations Manager, the supervision of flight
operations is achieved by:
• Ensuring that the flight operations comply with the content of the granted AOC and
its associated Operations Specifications;
• Ensuring that all JC Airlines’ aircraft are operated in compliance with the terms of its
Certificate of Airworthiness and within the approved limitations contained in its
Airplane Flight Manual and/or OM Part B;
• Setting up flight operational procedures and instructions which define duty for crew
members and flight operations staff;
• Setting up a checklist system to be used by crew members under normal, abnormal
and emergency conditions to ensure that the operating procedures of the
Operations Manual are adhered to;
• Checking, analysing and storing flight records and crew reports for the required
periods;
• Implementing in conjunction with the Safety and Security Manager, Operations
Quality Assurance Director and Training Manager, corrective action, training
programmes and information dissemination, as necessary, following the discovery
of any deviations from the procedures set in the Operations Manual.
2.1.5 Control and Storage of Records, Flight Documents and Data
Records, flight documents and data used for the conduct of the flight operations must be
stored in accordance with the storage period defined by the SSCA.
All documents required for the preparation and execution of flight, flight reports and crew
training records will be maintained, for the required period, on Company premises and are
immediately available for scrutiny by the SSCA, where required. Maintenance records are
stored by the maintenance service provider for the required period, and these records are
also available for scrutiny, as required. Appropriate data is extracted from the
documentation to ensure adequate tracking of flight time limitations for flight and cabin
crew and the maintenance of licence and qualification validity.

CHAPTER 2 P: 2-5
2.1.5.1 Documents Used for the Preparation and Execution of the Flight
The list of documents to be carried for each flight is mentioned in OM Part A, subsection
8.1.13.
The signatures of both the Commander and the flight dispatcher are required on the
Operational Flight Plan. The Commander’s is obliged to operate the flight according to the
operational flight plan, or to obtain an amended release.
The original documents on board shall be placed in the flight envelope and given to JC
Airlines’ ground staff on the final return to the base. The first officer is responsible for the
submission of the flight documents when the aircraft returns to base. When a crew change
occurs at outstations, the flight envelope should be left on board for the first officer
returning to base.
JC Airlines or its agent or, where no agent is named, the aerodrome authority or other
suitable party, shall retain on the ground, at the aerodrome of departure and for at least
the duration of the flight, a copy of each document relevant to the flight and appropriate for
the type of operation as listed below:
• Copy of the Operational Flight Plan (OFP);
• Copies of the relevant parts of the Aircraft Technical Log (ATL);
• Route specific NOTAM documentation;
• Weight and balance documentation;
• Notification(s) of special loads and/or special categories of passengers.
2.1.5.2 Reports
After each flight the Commander shall ensure completion of the Aircraft Technical Log and
Journey Log. Other reports which may be completed as required are specified in OM Part
A, Chapter 11.
All reports shall be completed in BLOCK letters and in legible manner.

CHAPTER 2 P: 2-6
2.1.5.3 Flight Recorders Data
All JC Airlines’ aeroplanes shall be equipped with Flight Data Recording (FDR) system.
Following an accident or serious incident that is subject to mandatory reporting or
whenever Authority so directs, Company shall preserve the relevant original recordings of
a FDR for a period of 60 days or longer if requested by the SSCA. JC Airlines shall, within
a reasonable time of being requested to do so by the SSCA, produce any recording made
by a flight recorder which is available or has been preserved.
2.1.5.4 Cockpit Voice Recorder Data
All JC Airlines aeroplanes shall be equipped with Cockpit Voice Recording (CVR) system.
CVR data may not be used for purposes other than for the investigation of an accident or
serious incident that is subject to mandatory reporting, except with the consent of all crew
members concerned. Following an accident or serious incident that is subject to
mandatory reporting or whenever SSCA so directs, JC Airlines shall preserve the relevant
original cockpit voice recordings for a period of 60 days or longer if requested by the
SSCA.
2.1.5.5 Document Retention
All documents are a valuable tool for quality control. Training Manager, Chief Pilot, Chief
Cabin Crew, Flight Operations Manager and Ground Operations Manager shall ensure
that documents are randomly checked for their accuracy and correct completion and that
the applicable process has been planned and conducted in accordance with all legal and
Company requirements.
Whenever documents are missing or discrepancies and/or irregularities are found, an

appropriate report shall be forwarded to the Flight Operations Manager and to the
employee concerned, to identify and prevent reoccurrences of similar errors and
irregularities. This analysis shall serve to eliminate errors in flight planning and improve
and modify operational procedures and policies to increase safety and economy in flight
operations. Statistics about that shall be maintained and updated.
In general, all original flight documents will be returned to their specific flight envelopes
after processing. Flight envelopes will be kept in the Flight Operations Department in a
safe and secure place under lock. The custody of the flight documents remain with the
flight operations administrators. Subject to the SSCA approval, JC Airlines may store some
or all flight documents (trip records) in an electronic format.

CHAPTER 2 P: 2-7
Document Retained by Minimum Storage Period

Flight Operations 3 months after the completion
Operational Flight Plan
Department of the flight
Engineering &
Aircraft Technical Log 24 months after the last entry
Maintenance Department
WX reports, route specific
NOTAM, AIS briefing
documentation
Weight and Balance Flight Operations 3 months after the completion
documentation Department of the flight
Flight (Dispatch) Release
Completed Load Manifest
Passenger Manifests
Engineering & 3 months after the completion
Maintenance Release
Maintenance Department of the flight
Notification of special loads Flight Operations 3 months after the completion
including dangerous goods Department of the flight
Flight Operations
Journey Log / Voyage Report 6 months
Department
Flight, duty and rest time Crew Planning 24 months
Flight Operations
Reports on the FTL exceedance 6 months
Department
Air Safety Report Safety Department 24 months
Flight Operations
PIC Flight Brief 3 months
Department
Accident Report Safety Department Indefinitely
Licence and medical (original) Licence Holder As long as employed
Licence and medical certificate Until 12 months after the
Training Department
(copy) termination of employment
Ground and flight training (all Until 12 months after the
Training Department
types) – flight crew termination of employment
Until 12 months after the
Dangerous goods training Training Department
termination of employment
Route and aerodrome Flight Operations Until 12 months after the
qualification training Department termination of employment
Security training Training Department
Proficiency and qualification Until 12 months after the
Training Department
checks (all types) – flight crew termination of employment
Ground and flight training (all Until 12 months after the
Training Department
types) – cabin crew termination of employment

CHAPTER 2 P: 2-8
Document Retained by Minimum Storage Period

Qualification checks – cabin crew Training Department
Competency checks – cabin crew Training Department
Training/qualification records of
other personnel for whom an Until 12 months after the
Training Department
approved training programme is termination of employment
required by the Authority

CHAPTER 2 P: 2-9
2.2 SYSTEM FOR PROMULGATION OF ADDITIONAL OPERATIONAL

INSTRUCTIONS AND INFORMATION
2.2.1 General
Basic information promulgation system is defined in Quality System Manual (QSM), and
RoR and LEP Chapters of applicable manuals.
Operational information which is of a temporary or transient nature, or which requires

immediate action pending its incorporation into the Operations Manuals, is promulgated
by:
• Aircraft manufacturer advices;
• Internal operator information.
JC Airlines utilizes the communication system which enables and ensures an effective
exchange of operationally relevant information (including safety and security) throughout
the management system for flight operations and among operational personnel. It consists
of utilization of telephone calls or SMS, mailing to a staff member’s email address, faxed
information, SITA teletype messages, ATS (to aircraft in-flight) and paperback, hardcopy
information exchange.
The following list of instructions/information will be promulgated by the most appropriate of

the above-mentioned means:
• Country and aerodrome regulations concerning immigration, health, visa, etc;
• Monthly crew and other operational personnel schedules;
• Technical aircraft type related information;
• Technical information pertaining to an individual aircraft;
• Change of an aircraft routing or schedule;
• Operationally significant meteorological information and NOTAMs;
• Runway analysis for specific airports.
Additional important operational instructions or changes to Operations Manuals will be

given as Flight Operations Notices (FON).
This communication system also includes a variety of channels structured to provide a free
flow of information within flight operations management, between flight operations
management and other departments within the organization, from flight operations
management to line personnel, and from line personnel to management. The system also
includes feedback from the flight crew, cabin crew, other operations personnel, company
representatives abroad, etc. Various forms are at the disposition of flight crew and
operational personnel.

CHAPTER 2 P: 2-10
Additional operational instructions and information of a temporary or informative nature

shall be published and are to be treated as part of the relevant document/manual, whereby
the responsibility for such publication finally rests with the responsible editor of that
manual.
Note: These publications are to be kept until they have become obsolete and
consequently have been cancelled by the department which issued them, or until
incorporated in the documents/manuals.
Safety critical information includes, but is not limited to the following:

• Airworthiness Directives - issued by Engineering & Maintenance Department;
• Manufacturer Bulletins - issued by Flight Operations Department;
• Flight Operations Bulletin (FOB) - issued by Flight Operations Department;
• Various reporting forms (Journey Log, Captain’s Reports, etc.);
• NOTAMs - issued by Flight Dispatch;
• Security Bulletins - issued by Security Department;
• Safety Bulletins - issued by Safety Department;
• Any other safety critical information deemed appropriate by JC Airlines or the
SSCA;
• Safety and Security reporting system.
Instruction/Information Responsibility of By means of

Country and aerodrome
regulations (immigration, health,
Flight Dispatch (OCC) Hardcopy / leaflet
visa, customs), GenDec,
passenger manifest, etc.
Ground Operations
List of ground handling agents Hardcopy / leaflet
Department
Ground Operations
Station contacts Hardcopy / leaflet
Department
Ground Operations OFP, hardcopy /
Information on fuel suppliers
Department leaflet
Information of routes with
Flight Dispatch (OCC) OFP
recommended tankering
Information of landing rights (if Notice, hardcopy /
Flight Dispatch (OCC)
applicable) leaflet
Information of overflight
Flight Dispatch (OCC) ATS flight plan
permissions
Crew roster and its amendments Crew Planning e-mail
Technical information, aeroplane Technical Pilot / Engineering
Bulletin
type related information & Maintenance Department

CHAPTER 2 P: 2-11
Instruction/Information Responsibility of By means of

Technical information pertaining Technical Pilot / Engineering
OFP, ATL, Directive
to an individual aeroplane & Maintenance Department
Short term information on traffic
Crew Planning / Flight
rights, immigration/visa/health e-mail
Dispatch (OCC)
requirements
Crew Planning / Flight e-mail, telephone,
Re-scheduling of crew
Dispatch (OCC) facsimile, SITA
e-mail, telephone,
Change of and aeroplane’s facsimile, SITA,
routing and revised timetable ACAS, flight watch
frequency
AIREP, VAR, VAA/VAG, e-mail, facsimile,
SIGMET, SITA, ACARS, relay
NOTAMs and company by ATS, flight watch
messages frequency
Changes of approach
procedures, aerodrome operating Head of Flight Dispatch
Bulletin, Notice
minima, departure or missed (OCC)
approach procedures
Runway length reductions, short
Flight Dispatch (OCC) NOTAM
term installation of obstacles
Other significant aeronautical
information (changes of NAVAID
Flight Dispatch (OCC) OFP, NOTAM
frequency, ad hoc airway closure
or realignment, etc.)
2.2.2 Aircraft Manufacturer Advices
The following additional operational instructions and information are received by the JC
Airlines Engineering/Maintenance Department and published or distributed to other
departments for publishing, as applicable:
• All Operator Telex (AOT):

Issued any time eventful information, or in-service findings which could have
airworthiness implication on the fleet, and urgent action is to be taken by the
operator.
• Operator Information Telex (OIT):

Issued to give information on significant in-service events, but does not contain any
requirement for direct action of the operator or, to give general information about
maintenance and/or operations which may or may not be related to an in-service
event and Airbus Industry considers that operators should be notified quickly.

CHAPTER 2 P: 2-12
• Technical Follow - Up (TFU):

Used to fix any technical matter linked to an in-service event dealing with safety
related items or repetitive malfunctions or maintenance difficulties.
TFU is an engineering oriented document describing the development of the
technical issue.
• Service Information Letter (SIL):

Provides information of a non-urgent character (information contained in technical
publication, or related to product improvement, maintenance or operational
practices, economics, general organization...).
• No Technical Objection (NTO):

Is a procedure of exception, generally used in case of AOG (Aircraft On Ground)
situation. It is based on the acceptability by Airbus Industry to dispatch an aircraft.
The operator must obtain prior approval by its airworthiness authority to apply the
provisions and limitations contained in the NTO. A NTO does not apply to stress or
structure repair issues.
• Repair Approval Sheet (RAS):

Issued by Airbus Industry to approve a repair of the structure when the aircraft
sustained a structural damage.
• Operations Engineering Bulletin (OEB):

Issued to advise operators of revised or new significant technical information, flight
crew procedures or limitations required to conduct safe flight operation.
There are two categories of OEBs, distinguished by a colour code:
- White paper OEBs issued as a standard communication tool;
- Orange paper (also called "red" OEBs) issued to highlight a significant impact
on safe aircraft operation. Associated with each red OEB is the issue of
temporary revisions of the Quick Reference Handbook (QRH) and to the
Aircraft Flight Manual (AFM).
The OEBs are not airworthiness approved. They are issued on a temporary basis
and cancelled by the application of a modification or a Service Bulletin (SB). OEBs
are sent by Airbus Industry to the airline to the attention of each FCOM holder for
incorporation into the relevant section of the FCOM.
The following additional operational instructions and information are received by the JC
Airlines Flight Operations Department and published accordingly:
• Flight Operations Transmission (FOT):

Issued to provide urgent information or temporary flight crew procedures, or
temporary limitations, which must be taken into account for the safe conducts of
flight.
The FOT is not airworthiness approved.

CHAPTER 2 P: 2-13
FOT may be associated with an OEB and/or a temporary revision to the FCOM
and/or a temporary revision to the AFM.
2.2.3 Operator's Internal Information
The system of internal information is made of the following data issued by the concerned
department responsible for its promulgation and the means of issuance. The person
responsible for the issuance of the information is also responsible for its control,
distribution – according to a distribution list –, follow-up and its cancellation if applicable.
In addition to the miscellaneous information listed in section 2.2.1, JC Airlines is using the
Flight Operations Notices system as an information communication tool between Flight
Operations Department (and, if applicable Safety Department and Security Department)
and flight crew as well as cabin crew.
When applicable, the information shall mention the issue date and shall state the
beginning and ending of its applicability. If unable to mention the applicability period, it
shall mention "valid until further notice". The information is dispatched by means of paper
publications and/or by electronic mail. This information will further be used to bring
significant changes in legislation to the attention of staff. They will also be used for the
dissemination of other operational information of general interest found in such
publications as aeronautical information circulars, flight safety reports and notes.
Flight Operations Notices are made up of the following main categories:

• General & Administrative Notices, containing information relevant to all pilots and/or
cabin crew;
• Fleet Technical Notices, containing information that is fleet specific;
• Security Notices, containing security related information relevant to all pilots and/or
cabin crew and/or operations personnel;
• Flight Safety Notices, containing safety related information relevant to all pilots
and/or cabin crew;
• Cabin Notices, containing procedural instructions to cabin crew.
Flight Operations Notices (FONs) include changes, notes and new applications related
with JC Airlines’ operational policies and regulations. They will always override any other
instructions in the Operations Manual. Compliance is mandatory.
Flight Operations Notices are issued by the responsible editor of corresponding basic
manual to promulgate operational information which is supplementary and/or overriding to
that contained in the basic manual and may be either of a permanent, semi-permanent or
of an urgent nature.

CHAPTER 2 P: 2-14
Flight Safety Notices are issued by the Safety Department with the purpose of providing
safety information based on airline experience or studies or following aircraft
manufacturers or authorities advise. It also informs the operations personnel about the
incidents and accidents which occur somewhere in the world to pay attention, learn
lessons, etc.
Regularly and at intervals of not more than 6 months, the responsible department will
review its Operator's Internal Information to ensure that, where necessary, action has been
taken to incorporate the contents as amendments to the appropriate manuals and to
remove those which are no longer valid or which in their opinion may be removed as
sufficiently promulgated.

CHAPTER 2 P: 2-15
2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAM

2.3.1 General
The Accident Prevention and Flight Safety programme are incorporated within JC Airlines
Safety Management System (SMS). Safety management is the process through which the
Company delivers safe, reliable, efficient and predictable operational performance.
The primary purpose of the JC Airlines accident prevention and flight safety programme is
to achieve the safest possible flight operations. In order to realise this goal, the program
aims to create and maintain risk awareness from all personnel involved in the operations.
This is achieved by the careful recording and monitoring of operational, engineering, and
human safety-related occurrences for adverse trends in order to prevent the recurrence of
similar incidents which could lead to an aircraft accident.
Second purpose of the accident prevention and flight safety programme is the evaluation
of information relating to incidents/accidents and the publication thereof.
The overview over the accident prevention and flight safety programme has the Safety
Department, which is managed by the Flight Safety Manager. He reports directly to the
Accountable Manager, but has no executive role and acts in an advisory function. His
experience and background shall permit him to be aware of the possible hazards that
Company aircraft and the personnel involved in their operation, can be exposed to.
Accident prevention will result from the identification of and the protection against
hazardous conditions, policies and procedures. A hazard / risk is any condition, policy or
procedure that has the potential to cause damage or injury. If feasible, these hazards must
be eliminated. If this cannot be realised, the potential risk must be reduced to the lowest
acceptable level.
Risk management is constituted by a constant identification and evaluation of risks and by

protective actions against these risks.
JC Airlines has committed itself to conduct the safest possible flight operations. Therefore
the Company supports uninhibited reporting of all incidents and occurrences that might
endanger the safety. It is the responsibility of each employee to provide the company with
any information that may affect the integrity of flight safety. The staff members provide the
essential safety link between the Company's aeroplanes, its equipment and its customers.
To promote a timely, unrestricted flow of information, the reporting system shall be free of
reprisal.
While the highest level of safety in all of its operations shall be the primary attribute of JC
Airlines services, the predominant factor in all operational decisions shall be that, which
provides the best means of achieving the required safety objective. Safety takes
precedence over any commercial, operational, environmental or working practice
considerations. Safety implications of any decision must be considered before that

CHAPTER 2 P: 2-16
decision is implemented. Safety is the primary consideration in the operation of air

services by JC Airlines. The aircraft and equipment used in the provision of these services
are selected and maintained to meet the highest standards of safety.
JC Airlines’ culture is that its staff accepts that responsibility and takes an active interest in
air safety. In sharing this responsibility, each staff member is encouraged to be vigilant for
any sign that they believe may impact on air safety and to report accordingly. The Safety
Department, as the central reporting point, is an important element of this culture.
2.3.2 ASRS (Air Safety Reporting System)
All employees are encouraged to report any safety relevant issues or incidents. All
possible risks will be assessed, and the necessary recommendations will be issued to
prevent further occurrence or development of the hazards.
2.3.3 FDM (Flight Data Monitoring)
Flight Data Monitoring (FDM) or Flight Operations Quality Assurance (FOQA) is the pro-
active use of digital flight data from routine operations with the primary purpose to improve
flight safety. The FDM programme is integrated in the JC Airlines Accident Prevention and
Flight Safety programme as described in the OM Part A. Its aim is to:
• Identify areas of operational risk and quantify current safety margins;
• Identify and quantify operational risks by highlighting when non-standard unusual or
unsafe circumstances occur;
• Use the FDM information on the frequency of occurrence, combined with an
estimation of the level of severity, to assess the safety risks and to determine which
may become unacceptable if the discovered trend continues;
• Put in place appropriate procedures for remedial action once an unacceptable risk,
either flight safety risk actually present or predicted by trending, has been identified;
• Confirm the effectiveness of any remedial action by continued monitoring.
2.3.3.1 Data Access and Security Policy
The Flight Safety Officer is responsible for the administration of the program, for ensuring
system security and for guaranteeing de-identification. Access to the flight data analysis
information is strictly limited to the following persons:
• The Flight Safety Officer, or the his deputy in case of his absence, who is the only
person allowed to obtain the identity of concerned (flight) crew member;
• The FDM Expert/Analyst, who performs the data analysis.

CHAPTER 2 P: 2-17
Processed data and analysis data have confidential status and must be treated
accordingly. The data shall be stowed in such way that no unauthorized persons can gain
access.
2.3.3.2 The Process
Digital flight data are retrieved from the aircraft's Data Management Unit (DMU). A card
with proper recording of raw data is removed from an aircraft, enclosed in a sealed
envelope and delivered to the Safety Department by maintenance personnel, from where
the data are transferred for analysis to the contracted third party qualified organisation. On
the basis of the event list and values as defined by the Safety Department, the software
program, used by contracted third party qualified organisation, searches for "events"
where pre-set threshold values of specific parameters have been exceeded.
For specific cases, where the Flight Safety Officer needs more information to understand a
significant event that has been recorded but that is not covered by any other report, he can
obtain information from the involved flight crew members through their interviews with the
Pilot Representative, who is a member of the FDM working group. The tone of the
interviews should be informative, never accusative.
Following such interview, the pilot representative and the Flight Safety Officer will never
pass names of the concerned flight crew members to other departments, managers or
employees. If applicable however, the concerned crew member(s) will be requested to
report the incident via Air Safety Report (ASR) according the Mandatory Occurrence
Reporting (MOR) scheme as laid down in the OM Part A Chapter 11.
2.3.3.3 Data Retention Policy
Fully identifiable data shall be retained until the action and review processes are complete
(minimum 60 days after the date of flight).
De-identified data, including the data relating to closed issues, shall be retained for a
period of minimum 6 months after the flight. After this period, the data will be destroyed.
2.3.3.4 The FDM Workgroup
FDM working group should meet once monthly. It consists of the following members:
• Safety Manager - chairman;
• Flight Safety Officer;
• Maintenance & Engineering Department Representative:
• Flight Operations Department Representative;
• Pilots Representative.

CHAPTER 2 P: 2-18
FDM working group will review analysis, identify hazards and suggest corrective actions.
The implementation of corrective actions, fully or partially, is the responsibility of the
Company’s Post Holders. FDM working group will close the loop by tracking the
effectiveness of the corrective actions.
2.3.3.5 Remedial Actions
The Pilots Representative will be the link between the Flight Operations and Training
Managers and flight crew involved in circumstances highlighted by the FDM. This role may
be carried out by the Flight Safety Officer or another trusted individual. If deficiencies in
pilot handling technique are evident, the information is de-identified in order to protect the
identity of the flight crew. The information on specific exceedances may be passed to the
pilot concerned for confidential discussion, in order to clarify the circumstances, obtain
feedback, and give advice and recommendations for appropriate action, such as re-
training for the pilot (carried out in a positive and non-punitive way), revisions to operating
and flight manuals, changes to operating procedures, etc.

CHAPTER 2 P: 2-19
2.4 OPERATIONAL CONTROL

2.4.1 General
Operational control is defined as the exercise of authority to initiate, continue, divert or

terminate a flight in the interest of the safety and security of the aircraft and its occupants.
Operational control shall be exercised so as to ensure the safety, efficiency, regularity and
economy or all flight operations with prime consideration being given to the safety above
all other aspects. Operational control personnel shall be adequately trained,
knowledgeable and competent in the performance of their duties. The operational control
system shall have an approved flight following system adequate for the proper monitoring
of each flight considering the operations to be conducted.
An operator may delegate the authority for operational control of a specific flight to
qualified individuals, but retains overall authority to operate and control the entire
operation. An operator may also assign the responsibility to carry out specific operational
control functions, duties, or tasks related to the conduct of each flight to identifiable,
qualified and knowledgeable individual(s), but would remain responsible (and accountable)
for the conduct of the entire operation. A qualified person shall be designated by the
operator to exercise the functions and responsibilities for operational control of each flight
in commercial air transport.
An operator will assign the responsibility to carry out functions, duties, or tasks related to
the operational control of each flight to identifiable, qualified and knowledgeable
individual(s), but always retains overall responsibility for operational control.
Any individuals delegated the authority to make specific decisions regarding operational
control would also be responsible (and accountable) for those decisions. Additionally,
individuals assigned the responsibility to carry out specific operational control functions,
duties, or tasks related to the conduct of each flight are also responsible (and accountable)
for the proper execution of those functions, duties, or tasks. In all cases, the authority and
responsibility attributes of operational control personnel are clearly defined and
documented by the operator, and communicated throughout the organization.
It is important to note that when an operator assigns the responsibility for functions, duties
or tasks related to the initiation, continuation, diversion and termination of a flight to
employees (or external service providers, if applicable), an operator retains full
responsibility (and accountability) for the proper execution of those functions, duties or
tasks by ensuring:
• The training and qualification of such personnel meets any regulatory and operator
requirements;
• Personnel are performing their duties diligently;
• The provisions of the Operations Manual are being complied with;

CHAPTER 2 P: 2-20
• An effective means of oversight is maintained to monitor the actions of such

personnel for the purposes of ensuring operator guidance and policy, as well
regulatory requirements, are complied with.
In order to practically exercise operational control of flight operations, an Operator

delegates the authority for the initiation, continuation, diversion or termination of each flight
to qualified individuals. Such delegation occurs in conjunction with an operator's overall
system of operational control as follows:
• Shared systems, wherein operational control authority is shared between the
Commander (pilot-in-command (PIC)) and a flight operations officer/flight dispatcher
or designated member of management, such as the Flight Operations Manager (or
other designated post holder);
• Non-shared systems, wherein operational control authority is delegated only to the
Commander (pilot-in-command (PIC)).
To explain the differences between the two systems, in shared system of operational
control, a flight operations officer/flight dispatcher (or designated member of management,
as applicable) has the authority to divert, delay or terminate a flight if in the judgment of the
flight operations officer/flight dispatcher, a designated member of management or the
Commander, the flight cannot operate or continue to operate safely as planned or
released. In non-shared system of operational control, only the Commander (PIC) has the
authority to terminate, delay, or divert a flight if in the judgment of the Commander (PIC)
the flight cannot operate or continue to operate safely as planned.
JC Airlines is using non-shared system of operational control, where the operational

control authority is delegated only to the Commander (Pilot-In-Command - PIC) who is
assisted by other support personnel.
The Commander (Pilot-In-Command - PIC) has sole authority over any and all decisions
regarding operational control. However, the Commander is assisted by others (e.g. flight
operations officer/flight dispatcher or a member of management) that lack operational
control authority, but are assigned the (Commander-assisted) responsibility to carry out
specific functions, duties or tasks, such as flight planning, flight support, briefing and in-
flight monitoring. Such system also employs flight monitoring as required by the SSCA.
As JC Airlines uses a non-shared system of operational control responsibility, the

company shall retain the overall responsibility for operational control of each flight and
assign the responsibility to carry out functions, duties or tasks related to the operational
control of each flight only to a combination of suitably qualified personnel, to include the
Commander (PIC) and one or more of the following:
• A flight operations officer/flight dispatcher who supports, briefs and/or assists the
Commander in the safe conduct of each flight; or

CHAPTER 2 P: 2-21
• A designated member of management or post holder who supports, briefs and/or

assists the Commander or flight operations officer/flight dispatcher in the safe
conduct of each flight; or
• Administrative personnel who do not support, brief and/or assist the Commander or
flight operations officer/flight dispatcher, but provide, collect or assemble
operational documents or data relevant to the conduct of each flight.
During the time that a flight is being planned or operating, the decision making process
should consider the operational input of any person or department who may have
commercial, financial, or other resource motivations, such as availability of ground and
passenger handling/transfer equipment at an alternate airport. While this entity has the
authority to make suggestions which may impact the operation of the aircraft, this
operational input shall not compromise good operational judgment in the decision making
process. Operation input or request will be presented to the flight dispatcher for
consideration, and the flight dispatcher shall, consistent with safety, attempt to facilitate
such request, by forwarding the information, with the preferred option, to the Commander
for final decision. At no time in this process may operational control be compromised.
During the pre-flight phase of the flight the responsibility for the flight preparation is
delegated to the flight dispatcher. The flight dispatcher’s tasks include preparation of most
items required in pre-planning a flight. The flight dispatcher must take into consideration
weight and balance, aircraft performance, MEL items, weather, NOTAMS and any other
consideration that may affect the safety of the flight. After the Commander accepts the
Operational Flight Plan (OFP), the flight dispatcher shall share with the Commander
pertinent and related flight information, including any proposed changes to the Operational
Flight Plan.
The Commander has the only and final operational control authority of the flight and final
decision on any changes to the Operational Flight Plan shall be taken by the Commander
based on considerations of safety, including deviation from a dispatch release without
obtaining a new release. A flight is deemed to be "commenced" after brake release for
take-off; the flight dispatcher becomes responsible to monitor the flight’s progress and to
forward any information related to the safety of the flight to the Commander, as applicable.
In accordance with the text in previous paragraphs, there are two key flight dispatcher
activities associated with the exercising of operational control support, they being pre-
departure preparation and flight watch. It is the Company's expectation that each flight
dispatcher will prioritize workload responsibilities in such a manner as to guarantee that
the performance of flight watch always takes priority over pre-departure preparation and
planning activities. In the event that operational activities should escalate to a point where
pre-departure preparation activities may begin to adversely affect the flight dispatchers’
ability to perform adequate flight watch, the individual shall initiate the following procedure:
• Reduction in pre-departure activity in order to maintain a safe flight watch;
• Reschedule normal pre-departure activities.

CHAPTER 2 P: 2-22
The person exercising responsibility for operational control for an operator shall:
• Authorize the specific flight operation;
• Ensure that only those operations authorized by the AOC operations specifications
are conducted;
• Ensure that an airworthy aircraft properly equipped for the flight is used;
• Ensure that the specified conditions under which a flight may be dispatched or
released (weather minimums, flight planning, aircraft loading, and fuel
requirements) are complied with;
• Ensure that qualified personnel and adequate facilities are available to support and
conduct the flight;
• Ensure that crew members are in compliance with the flight and duty time
requirements when departing on a flight;
• Be provided with access to the necessary information for the safe conduct of a flight
(such as weather, NOTAMS and aerodrome analysis);
• Ensure that proper flight planning and preparation was made;
• Ensure that flight locating and flight following procedures are followed;
• Ensure that each flight has complied with the conditions specified for release before
it is allowed to depart;
• Ensure that when the conditions specified for a release cannot be met, the flight is
either cancelled, delayed, re-routed, or diverted;
• For all flights, ensure the monitoring of the progress of the flight and the provision of
information that may be necessary to safety;
• Coordinate operational instructions involving a change in the ATS flight plan with
the appropriate ATS unit before transmission to the aircraft.
A qualified person performing the operational control duties shall avoid taking any action
that would conflict with the procedures established by:
• ATC;
• The meteorological service;
• The communications service;
• The Operator.
The “Disagreement Resolution Policy” refers to shared systems of operational control,

where the Commander (PIC) and the flight dispatcher shall make every effort to resolve all
disagreements pertaining to the exercise of shared operational control in a safe, efficient
and timely manner. In a non-shared system of operational control, as used in JC Airlines,
the Commander (PIC) has sole authority over any and all decisions regarding operational
control. However, any possible disagreements between the Commander and flight
dispatcher in regard to flight preparation or/execution shall be reported to Flight Operations
Manager in a written report, outlining the basis of the disagreement by both parties.

CHAPTER 2 P: 2-23
2.4.2 Operational Control Exercised by the Commander (PIC)
The Commander (PIC) has sole authority over any and all decisions regarding operational
control. The Commander exercises his operational control by maintaining responsibility for
the execution and the safety of the flight.
The flight phase starts when the crew reports for duty and ends 30 min after shutting down
engines on the last flight of the flight duty period. During the flight phase, the Commander
holds ultimate responsibility for:
• Flight preparation including alternate aerodromes, weather and NOTAMs;
• Fuel decision based on actual situation and tactical strategy;
• Crew briefing with relevant information;
• Monitoring weather situation, flight progress and aeroplane technical status and
take appropriate decision when required.
• Providing OCC with updated information regarding actual flight operation and
aircraft status.
After completing the flight, the Commander is responsible for:

• Completion of Aircraft Technical Log;
• Handover of the aircraft to another operating Commander or a qualified engineer or
securing the aircraft as required by operations procedures;
• Recollection of flight documents and storage (Flight Envelope);
• Debrief with the crew and report occurrence/information relevant to the flight.
Whenever the destination weather is forecasted to be at or below the planning minima,

contact shall be made with OCC prior to departure to discuss the commercial and
operational aspects of a possible diversion. In case the aeroplane technical status and/or
pilot qualification do not allow appropriate LVO operation, OCC must be informed as early
as possible whenever weather on destination is (or is expected to become) near or below
CAT I minima.
The Commander may overrule the delay procedure as set by the Flight Dispatch and/or
handling agent if he considers these directives are in direct conflict with operational and
safety standards.
2.4.3 Flight Dispatch Operational Control Assistance
Flight dispatch is required for the purpose of flight planning and aircraft dispatch, manned
by JC Airlines authorized and SSCA approved flight dispatchers/flight operations officers.
Flight dispatch procedures are the means by which the preparation and supervision of
flight operations will be achieved.

CHAPTER 2 P: 2-24
Responsibility for the execution of JC Airlines commercial flight schedule devolves on

Flight Dispatch (Operations Control Centre - OCC). All decisions made by the flight
dispatcher/flight operations officer on duty shall be governed by JC Airlines regulations
and safety standards.
Flight Dispatch/Operations Control Centre (OCC) has a system that ensures flight
dispatchers have access to information relevant to the safe conduct of each flight, to
include information associated with:
• Operational standards, guidance and procedures (normal, abnormal and
emergencies – ground, cargo and flight;
• The aeroplane (MEL, maintenance and operations procedures, aeroplane
maintenance programme)
• Meteorology (meteorological reports and forecast, weather analysis and prognosis,
SIGMET);
• NOTAMs;
• Volcanic activity reports (VAR/AIREP), volcanic ash advisory messages
(VAA/VAG);
• Safety (current accident and incident notification and reporting procedures,
emergency response plans);
• Aerodromes (navaids, runway, taxiway, ramp, PPR, curfews, field conditions,
lightning, RFF, minima);
• Routes, including over water and critical terrain (NOTAMs, facilities, outages);
• Air Traffic Services (ATS);
• Performance data;
• Flight schedule, movement and status of an aeroplane.
The list of emergency and survival equipment carried on board JC Airlines aeroplanes
which includes the number, colour and type of life-rafts, details of emergency medical
supplies, water supplies and the type and frequencies of emergency portable radio
equipment is included in OM Part B/Cabin Crew Manual and is available for immediate
communication to rescue coordination centres.
Flight preparation done by the flight dispatcher on duty consists of:

1. Preparing the documents for flight:
• Journey Log (flight order to crew) – assigning crew to flight;
• Traffic info and report – airport, handler and fuel data – notices to the crew;
• Permits (entry and overfly, as applicable);
• Money allowance, if applicable.
2. Providing, filtering, evaluating, applying and preparing:
• NOTAMs – actual NOTAMs;

CHAPTER 2 P: 2-25
• WX analysis – actual weather reports and forecasts, wind charts and SWC
chart;
• Operational Flight Plans – creating the actual flight plans;
• VAA, VAR/AIREP, SIGMET, NOTAM, ASHTAM and other relevant information,
and information from crews, concerning the volcanic ash cloud hazard;
• Performance charts and tables;
• Additional performance data, where applicable (drift-down, escape route, all-
engine climb rate, etc.);
• Airport charts.
3. Supporting, briefing and assisting the Commander.
4. Fulfilling and submitting flight plans to appropriate ATS.
Flight dispatcher on duty shall prepare a briefing package, contained in the “flight
envelope”, for every JC Airlines flight. He shall provide the Commander with an
Operational Flight Plan (OFP), NOTAMs, meteorological reports, known technical status of
the aircraft and all other documentation as required by the OM Part A, Chapter 8, and brief
him accordingly, to enable the Commander to perform briefing of the crew before dispatch.
The Flight Dispatch (Operations Control Centre) and flight dispatcher on duty support
operational control by ensuring, for the planned flight:
• That a Commander has been designated, and that a complete crew has been
scheduled, and that they meet all relevant competency and recency requirements;
• That, for each crew member of the planned flight, the requirements concerning flight
time limitation (FTL), as defined in OM Part A, Chapter 7, have been and are being
observed and applied.
In addition to the above, the Flight Dispatch/Operations Control Centre with the flight
dispatcher on duty is responsible for the following operational control support:
• Daily traffic change (cancelations, delays, postponing and introducing of new
flights);
• Aircraft leasing on operational basis;
• Creating and implementation of fuel policy taking in consideration fuel availability
and price difference;
• Coordination of delays with inputs by all participants in flight operations (commercial
department, flight operations department, ground operations department,
maintenance & engineering department, handlers, etc.);
• Keeping a constant check on en-route weather, field conditions, en-route navigation
system, air traffic management and security issues.
Flight Dispatch selects the most appropriate and economical flight routing and is
responsible for actively monitoring flight under its jurisdiction until the aircraft arrive at

CHAPTER 2 P: 2-26
destinations. This monitoring takes the form of an overview of weather and operational
issues across the area of JC Airlines’ operations.
During the flight phase, the OCC is responsible for the:

• Collection of aircraft movement messages;
• Collection of aerodromes message relevant to the flight;
• Observation of weather situation and ATC restrictions for the relevant flight;
• Adaptation of ATC flight plans and respective ATC restrictions for the relevant flight;
• Provision of revised OFP package following re-routing or diversion;
• Coordination of required maintenance activities with the Engineering & Maintenance
Department for technical problems with the aircraft or on request of the
Commander;
• Coordination with Flight Operations Manager/Chief Pilot in case of major
irregularities.
The flight watch function, assigned to the flight dispatcher on duty, takes in account also
supervision of risks posed by the clear air turbulence, thunderstorms, icing conditions and
volcanic ash, in order to obtain most accurate information regarding airspace forecasts
and temporary danger areas (TDA) for planning (re-planning) best routes and altitudes for
avoiding such occurrences.
In case of a potential risk posed by volcanic activity, additional procedures shall be

applied. For the purpose of flight planning, the horizontal and vertical limits of the
temporary danger area or airspace forecast should be treated to be contaminated by
volcanic ash as applicable, to be overflown as it would be mountainous terrain, and
modified in accordance with the safety risk assessment. The risk of cabin depressurisation
or engine failure resulting in the inability to maintain level flight above a volcanic cloud
should be taken in account. Additionally, minimum equipment list provisions should also be
considered. Flying below a volcanic ash contaminated airspace should be considered on a
case by case basis. It should only be planned to reach or leave an aerodrome close to the
boundary of this airspace or where the ash contamination is very high and stable. The
establishment of Minimum Sector Altitude (MSA) and the availability of aerodromes should
be considered. In such cases, during the planning phase, the following actions are usually
performed:
• Aerodromes and areas/routes adequacy checking: all aerodromes, routes/areas
must be jointly approved by the Flight Operations Manager, Safety Manager and
Chief Pilot;
• Volcanic activity watch: collecting, compiling, processing and up-dating detailed
information regarding the active and pre-eruptive volcanoes likely to affect the
Company’s area of operation or particular routes;
• Acquisition of approvals (airport slots, landing and overfly permissions);

CHAPTER 2 P: 2-27
• Checking of performance data for the flight profile and, if applicable, additional
performance data when required by special conditions and requirements (drift-
down, escape route, all-engine climb rate, etc.), including volcanic activity.
Flight dispatchers shall also be responsible for advising the Commander (PIC) of
company’s possible needs for cancellation, re-routing or re-planning, should it not be
possible to operate as originally planned, but responsibility for operational control rests
solely with the Commander (PIC).
Flight dispatchers (flight operations officers) shall:

• Assist the Commander in flight preparation and provide the relevant information
required;
• Assist the Commander in preparation and completion of the operational and ATS
flight plans, sign when applicable and file the ATS flight plan with the appropriate
ATS unit;
• Brief the Commander with at least the following information: planned routing, any
delays expected, planned load, relevant weather reports, relevant NOTAM and
Chart NOTAM information, minimum fuel required, preferable alternate aerodromes
in case of contingency, technical status of the aircraft, any other relevant
information regarding the flight;
• Disseminate information pertaining to clear air turbulence, thunderstorms, volcanic
ash, icing conditions and other significant weather phenomena;
• Furnish the Commander while in flight, by appropriate means, with information
which may be necessary for the safe conduct of the flight, with the Company's
method of control and supervision of flight operations.
In the event of an emergency or contingency, a flight dispatcher/flight operations officer

shall:
• Initiate such procedures as outlined in the Operations Manual while avoiding taking
any action that would conflict with ATC procedures;
• Convey safety-related information to the Commander that may be necessary for the
safe conduct of the flight, including information related to any amendments to the
flight plan that become necessary in the course of the flight;
• Where necessary, notify the appropriate Authorities without delay and request for
assistance if required, if the emergency endangers the safety of the aircraft or
persons and becomes known first to the flight operations officer.
Note: It is equally important that the Commander tries to convey similar information to the
flight operations officer during the course of the flight (e.g. via ATC, ACARS, if
equipped, etc.), particularly in the context of emergency situations.
The Flight Dispatch/Operations Control Centre is the primary contact for:

• Events which may cause a deviation from standard operation and/or flight schedule;
CHAPTER 2 P: 2-28
• Advice on any discrepancy in relation to the flight execution;

• Any passenger, crew or aeroplane incident which requires assistance or which may
cause attention from the news media.
Communications between Operations Control Centre and crew shall be accomplished

either via VHF R/T (if applicable), personal contact, via mobile phone (on ground only) or
via ATC (in flight only, as applicable).
2.4.4 Flight Operations Manager Operational Control Assistance
The Flight Operations Manager bears the overall responsibility and has the overall
directive authority over JC Airlines’ flight operations (for an actual flight, this responsibility
and authority devolve on the appointed Commander). The Flight Operations Manager is
legally responsible for establishing all operational policies, procedures, instructions and
guidance given in the Operations Manual.
The Flight Operations Manager exercises operational control assistance/support by:

• Coordinating and supervising the flight operational department and in appointing the
heads of divisions within the department;
• Establishing the requirements base with defined document hierarchy;
• Drawing appropriate conclusions from:
- Reports provided by routine operational meetings;
- Relevant occurrence and accident reports;
- Hearings;
- Check flights conducted by supervisory pilots and by addressing the noted
deficiencies;
- Evaluating trends identified by the FDM system;
- Cooperating in the audits of the Quality Assurance Director and by
addressing all non-conformances found, particularly with respect to the
standards of operations personnel (i.e. their qualification/requalification,
competence in the performance of prescribed duties, and their adherence to
Company procedures);
- Determining the usability of aerodromes;
- The establishment of the aerodrome operating and planning minima;
- The approval of routes to be served and of areas to be overflown, the
establishment of minimum flight altitudes and of en-route operating minima.

CHAPTER 2 P: 2-29
2.4.5 Summary of Operational Control
The Crew Planning is tasked with management of the published crew rosters. The Crew
Planning ensures effective manpower use and deployment according to qualifications and
experience. All crew rosters are constantly managed by the Crew Planning to remain
within the constraints of the approved Flight Time Limitations (FTL) scheme.
Engineering & Maintenance Department is responsible for providing to the Flight Dispatch
information whether the aircraft has undergone all maintenance that renders the aircraft
able, from a technical and legal point of view, to finish its tour of duty and return to home
base before a major check becomes due.
Distribution of responsibilities for the support or execution of operational control activities:
Task Person Responsible

Initiation, re-routing or cancellation of any scheduled,
Commander (PIC)
non-scheduled, technical, ferry or training flight
Continuation or diversion of any scheduled, non-
Commander (PIC)
scheduled, technical, ferry or training flight
Managing, controlling and the functioning of the Flight
Head of Flight Dispatch
Dispatch/Operations Control Centre
Operation and the safety of the aircraft and all persons
Commander (PIC)
on board during flight
Load planning, flight planning and planned aircraft
Flight dispatcher on duty
routing
Performance planning, including consideration of
weight, elevation, temperature, wind, obstacles
Actual aircraft routing Commander (PIC)
Control of MEL and CDL limitations Commander (PIC)
Fuel quantity / fuel uplift / tankering Commander (PIC)
Checking compliance of load distribution and weight &
Commander (PIC)
balance, and performance
Preparation of OFPs, WX and field conditions, NOTAM
information and other documents required for the flight
Filling and submitting flight plans to appropriate ATS Flight dispatcher on duty

CHAPTER 2 P: 2-30
Task Person Responsible

Coordination and communication with ATS concerning
slots and changes in flight plan before flight
Flight tracking and monitoring Flight dispatcher on duty
Updating the route manuals Flight dispatcher on duty
Updating the performance data Head of Flight Dispatch
Handling of received flight documents after flight Flight dispatcher on duty
Engineering & Maintenance
Aircraft maintenance scheduling
Manager
Flight schedule (airport slot, entry and overflight
permits)
Crew planning and replanning Crew planner on duty
Crew planner on duty and/or
Coordination with the crews
flight dispatcher on duty
Compliance with flight operations limitations Flight Operations Manager
Additional performance data preparation Head of Flight Dispatch
Fuel contracting and ground handling arrangements Ground Operations Manager
Hotel and plane reservations, pick up for the crew (at
Crew planner on duty
out-stations)
Pick up for the crew (at base) Flight dispatcher on duty
Release of the aircraft from maintenance
Manager
Provision of the Aircraft Technical Log
Manager
Distribution of maintenance data required for the Engineering & Maintenance
operation Manager
2.4.6 Operational Irregularities

2.4.6.1 General
Operational irregularities as referred to in the following text are all deviations from the
published schedule. These irregularities may be:
• Early departure of flight;
• Delay of flight;
• Rerouting of flight;
• Diversion of flight en-route;
• Cancellation of flight.

CHAPTER 2 P: 2-31
In case of operational irregularities, all action, either operational or precautionary shall be

taken by the Flight Dispatch/Operations Control Centre after effecting the necessary
coordination with other departments and offices concerned.
The Flight Dispatch/Operations Control Centre reacts in an appropriate manner to

operational irregularities by:
• Crew member changes (activation of standby crew members or by other means);
• Aircraft changes;
• Changing the aircraft's planned schedule (early departure, delay, re-routeing,
cancellation of flight, diversion of flight en-route);
• Providing maximum assistance to the Commander in case of diversion and
subsequent landing on an aerodrome without available contracted handling agent.
Instructions for deviation from the published schedule may be given by the Flight
Dispatch/Operations Control Centre for special reasons.
Decisions required in case of operational irregularities shall be governed by the following

principles:
• The safety of flight operations may under no circumstances be infringed;
• All passengers affected, cargo and mail shall reach final destination with minimum
possible delay;
• Loss of revenue and/or additional expenses shall be kept to a minimum.
2.4.6.2 Duties and Responsibilities
All operational irregularities shall be handled solely by the Flight Dispatch/Operations

Control Centre (OCC). Decision made from a traffic point of view regarding flight
operations shall be the exclusive responsibility of the flight dispatcher/flight operations
officer on duty. Prior to taking action involving non-scheduled overnight stays of
aeroplanes and crews, engineering & maintenance department and crew planning shall be
consulted. Appropriate Company offices and departments shall be informed on the action
taken.
Station managers shall take all necessary action locally. Dispositions regarding revenue
passengers, mail and cargo shall be made in accordance with regulations as laid down in
Ground Operations Manual (GOM). Notice shall be given to the Operations Control Centre
in case of release of passengers.
The Operations Control Centre shall provide the departments concerned with immediate
information upon occurrence of an operational irregularity. Commercial department and
ground operations department should be notified as the passengers might have to be
rebooked or reservations cancelled according to the situation. After final coordination, the
flight dispatcher/flight operations officer on duty shall prepare a flight disposition message,
CHAPTER 2 P: 2-32
containing all necessary information and data about flight movements, crew passenger
and/or load disposition.
2.4.6.3 Early Departure of Flight
An early departure of a flight is defined as a flight departing ahead of the published

scheduled departure time. All scheduled line flights and serial charters shall be operated in
accordance with the published schedule. Due to the following reasons such flights may,
however, depart up to 15 minutes ahead of the scheduled departure time:
• If no passengers and no cargo/mail are to be expected anymore;
• In order to extend the transit time at next station in case of critical load or insufficient
ground equipment, provided that no revenue load will be left behind
• When the scheduled time of arrival at next station is expected to be exceeded,
provided that no revenue load will be left behind.
In order to avoid certain meteorological or other conditions which might adversely affect
further operation of the flight, an early departure of more than 15 minutes can be
considered as an option. Due consideration, however, shall be given to commercial
aspects, i.e. loss of revenue shall be kept to a minimum. Departures ahead of scheduled
departure time exceeding 15 minutes should be coordinated with the Flight
Dispatch/Operations Control Centre. Night flying restrictions, runway closures and other
relevant limitations shall duly be taken into account when considering an early departure.
2.4.6.4 Delay of Flight
A delay occurs when the scheduled departure time is exceeded. All flights should be
operated in accordance with the published schedule. In case of unforeseen delays it is the
responsibility of the Company departments, stations and/or flight crew concerned to
reduce delays as much as possible. Flights may, however, be delayed by disposition for
the following reasons:
• To avoid adverse meteorological conditions at the departure aerodrome, en-route or
destination aerodrome;
• To ensure connection for passengers and/or load from other flights operating
behind schedule;
• To take aircraft spare parts on board for (Company) aircraft grounded due to
technical reasons.
The Flight Dispatch/Operations Control Centre shall have the authority to delay a flight. In
case of adverse meteorological conditions the Commander and flight dispatcher on duty
jointly decide about a delayed departure.

CHAPTER 2 P: 2-33
The Commander shall immediately be informed as soon as a delay is expected to occur.

In case of late arrival or late positioning of an aeroplane all efforts shall be taken to reduce
the ground time to an absolute minimum.
A delay shall be reported in the delay message and/or in the departure message. The
reason for the delay will be determined by the station and confirmed by the crew. Delay
code shall be inserted in the Journey Log in accordance with standard IATA delay codes
table. In the case of crew delays, the Commander shall be informed accordingly prior to
departure.
2.4.6.5 Re-routing of the Flight
Meaning of the term re-routing of the flight is: a published scheduled or non-scheduled
flight, planned to another than scheduled destination prior to departure.
Flights may be re-routed for commercial and/or operational reasons (e.g. in order to
accommodate additional revenue load). The authority for re-routing of flights rests with the
Operations Control Centre (OCC). Requests for re-routing of flights for commercial
reasons shall be forwarded to the Flight Dispatch/Operations Control Centre.
Dissemination of a re-routing of flight shall be made in the form of a flight disposition
message.
2.4.6.6 Diversion of the Flight En-route
Meaning of the term diversion of the flight en-route: a published scheduled or non-
scheduled flight proceeding to another airport than its next planned destination. All flights
shall be operated in accordance with the published schedule. However, flights may divert
en-route for the following reasons:
• Operational conditions at planned destination being prohibitive or rendering a
landing improbable to a high degree;
• Technical defects detected in flight requiring immediate landing at next suitable
aerodrome;
• Passenger on board of flight requiring immediate medical assistance;
• Unruly passenger(s) that pose a threat to the safety and/or security of the flight;
• Meteorological conditions encountered or reported en-route requiring alteration of
intended routing.
Responsibility to divert while en-route rests entirely with the Commander. However
Operations Control Centre should forward recommendations for alteration of route and/or
destination or alternate to the Commander of the flight concerned.
In case of a flight diverting while en-route notification shall be passed to the Operations
Control Centre. Notification shall contain data about reason for diversion of flight, new
planned destination and/or alternate and estimated time of arrival of the flight.
CHAPTER 2 P: 2-34
In case information is received by the Operations Control Centre that operational

conditions have changed to a degree necessitating alteration of planned routing and/or
destination, recommendations for alternative plans shall be forwarded to the Commander.
The alternate airport(s) to be selected for a diversion shall be coordinated as far as

possible between offices concerned, taking into consideration operational and commercial
aspects.
2.4.7 Cancelation of the Flight
Cancellation of a flight is the annulations of a previously published scheduled on non-

scheduled flight or segment thereof before departure (i.e. due to lack of equipment,
extended delay, meteorological conditions, crew shortage, commercial reasons etc.).
Although it is the policy to endeavour operation in accordance with the published schedule,
certain circumstances may require the cancellation of a flight or segment thereof such as:
• If by operating a flight with considerable delay, serious difficulties in performing
subsequent operations would be created;
• If from a traffic point of view, the conditions are such that a termination of the
contract of carriage is feasible or necessary;
• If additional expenses in operation (i.e. ferry flight, utilization of reserve aircraft, etc.)
would be far in excess of a possible loss of revenue;
• If weather conditions at airport of departure and/or destination would cause serious
delay on both present and/or subsequent flights.
• Lack of aircraft.
Cancellation of flights originating at the home base: Before cancelling a flight due to
technical defects, the Flight Dispatch/Operations Control Centre shall review all
possibilities or an alternative solution in close cooperation with Maintenance & Engineering
Manager. The line stations of the respective flight shall, whenever practicable, be informed
in advance of the possibility of a cancellation and be consulted about chances of
alternative load protection.
Cancellation of flights originating at out-station: When the cancellation of a flight becomes

advisable from the local point of view, the flight dispatcher/flight operations officer on duty,
station manager and/or the Commander shall communicate among each other stating their
recommendations together with suggestions concerning load protection. The flight
dispatcher on duty shall, after coordination with the appropriate offices, issue the final
decision.
When the cancellation of a flight or segment thereof becomes advisable from the
operational point of view (extended delay etc.), the Operations Control Centre shall
communicate such intention to the station(s) concerned. In such case information is
generally required as to number of passengers and load affected, alternative possibilities
of transportation of load and other relevant factors. Offices and station(s) concerned shall
CHAPTER 2 P: 2-35
forward respective information to the Operations Control Centre. Information of a

cancellation of flight or segment thereof shall be issued in the form of a flight disposition
message containing relevant information on the cancellation and other data in connection
therewith (routings, delay, etc.). Upon receipt of a flight disposition message, station
managers concerned shall take the necessary action with respect to load protection in
accordance with the Ground Operations Manual (GOM).

CHAPTER 2 P: 2-36
2.5 POWERS OF THE AUTHORITY
The State Secretariat of Civil Aviation (SSCA) has the power to deliver JC Airlines the right
to operate by means of an Air Operator Certificate (AOC). An AOC may be varied,
suspended or revoked if the SSCA is no longer satisfied that the operation is safe.
The SSCA has the privilege to grant an exemption from any requirement prescribed in
applicable regulations. In such a case, the SSCA is responsible for ensuring that an
acceptable level of safety can be maintained.
The SSCA and civil aviation authorities of the countries into which JC Airlines operates,
have powers to inspect the operation.
The SSCA has the power to:

• Determine the adequacy, relevance and consistency of JC Airlines compliance with
the regulations;
• Assess the efficiency of JC Airlines internal monitoring procedures and confirm the
availability of sufficient resources and proper processes, as documented by the
quality system;
• Verify by means of inspections, compliance with the requirements and the
effectiveness of JC Airlines’ quality system;
• Assess the continued competence of JC Airlines by inspection and monitoring of:
- Infrastructure;
- Manuals;
- Training;
- Crew records;
- Maintenance;
- Ramp;
- Equipment;
- Pre-flight preparation and release/dispatch of the flight;
- Flight operations;
- Ground operations;
- Quality system and the results of JC Airlines’ quality audits.
Any time an inspection is conducted in the premises of JC Airlines, a competent member

of the department inspected shall accompany the member of the SSCA.
Any person authorized by the SSCA shall be granted access to any relevant flight
operations or airworthiness document or record. Any document or record required by the
SSCA shall be provided in reasonable timely manner.
For flight inspections, JC Airlines will ensure that any person authorized by the SSCA is
permitted at any time to board and fly in any JC Airlines’ aeroplane and to enter and

CHAPTER 2 P: 2-37
remain on the flight deck. The Commander may however, at any time, refuse access to the
flight deck if, in his opinion, the safety of the aircraft would thereby be endangered.
Commanders are required to fill up the Captain Report immediately after the flight in case
of aircraft/cabin or ramp inspection by foreign civil aviation authority, with the following
details:
• Name of foreign civil aviation authority that conducted the inspection;
• Type of inspection;
• Date of inspection;
• Probable findings;
• Other information deemed necessary.
JC Airlines shall notify the SSCA in written within 7 working days from receiving any
finding from the foreign civil aviation authority.

CHAPTER 2 P: 2-38
Intentionally Blank

CHAPTER 3 P: 3-1
MANAGEMENT SYSTEM Rev. 00, 10 JAN 2017
3 MANAGEMENT SYSTEM
3.1 GENERAL
JC Cambodia International Airlines (JC Airlines) establishes, implements and maintains a

management system that corresponds to the size of the company and the nature and
complexity of its activities, taking into account the hazards and associated risks inherent in
these activities.
JC Airlines management system is described in details in the Safety Management System

Manual (SMS Manual).
Organizational standards set out by the decision level are the basis of establishing rules,
principles and operational priorities in accordance with the Company safety and quality
policy. Training is used to influence the human behaviour and performance, while
supervision is used to control the processes for final result. Compliance monitoring
programme should include all administrative and procedural activities up to the point of the
final result. Quality control follows by measuring the output, using a number of practices
and procedures. The output measurement is scrutinized by the upper management level to
make gap analysis comparing the standards the Company planned versus the standards
the Company delivered. Deviant performance is corrected and congruent performance is
stored as rules and procedures.
The overall function is being monitored and controlled by a Safety Management System.
Hazard identification, risk analysis and management of change are the responsibility of the
Safety Action Groups of any company field. Education on safety concept of all people
involved in the operational aspects is being forwarded to manage emergence arise out of a
multiplicity of relatively simple interaction. Safety Review Board adapts Safety
Management System accordingly to ensure its constant adequacy to protect JC Airlines
operations.
Safety and quality/compliance functions are performed under the supervision of the
Accountable Manager and together, they form JC Airlines’ management system.
Senior management has developed the safety and quality policy, which is endorsed by the
Accountable Manager. The safety and quality policy outlines the principles, processes and
methods of JC Airlines’ management system to achieve the desired safety, compliance
and performance outcomes as well as safety reporting principles. The policy reflects the
management commitment to improve towards the highest safety standards, comply with all
applicable legal requirements, meet all additional standards, consider best practices and
provide appropriate resources in all JC Airlines’ activities. To ensure continued relevance,
the policy should be regularly reviewed.

CHAPTER 3 P: 3-2
The following text in this chapter describes the general principle of the quality system from
an operational point of view. Information is presented as briefly as needed to understand
its application in the field of flight operations. For more details refer to the Quality System
Manual (QSM).
JC Airlines (Company) has established procedures to monitor continued compliance with

the requirements of SSCA in order to achieve the required standard of aircraft operations,
maintenance and training. It is the fundamental goal of the Company and its employees to
provide high level of service and satisfaction to its customers, and to ensure safe operation
and maintenance practices and airworthy aircraft. Company's policy is to constantly review
and, whenever possible, improve operational and maintenance procedures, the quality and
effectiveness of the services provided.
Quality system, that has been established, shall be acceptable to the State Secretariat of
Civil Aviation (SSCA) and is designed, as a minimum, to meet the requirement of CCAR
AOCR Chapter 8. In JC Airlines, one quality management unit has been designated to
ensure that the quality system is applied uniformly throughout the entire operation,
covering both operations and maintenance.
The Accountable Manager (Chief Executive Officer - CEO) has the overall responsibility
for the quality system, including the frequency, format and structure of the internal
management evaluation activities. Quality Assurance Director is designated to monitor
compliance with, and the adequacy of, procedures required to ensure safe operational
practices and airworthy aeroplanes. Compliance monitoring shall include a feed-back
system to the Accountable Manager to ensure corrective action as necessary.
It is the prime consideration at all times, to recognize the safety aspect as the highest
value to be taken care on. Under no circumstances should anything turn safety aspects
lower than economical or other aspects.
Human factors in all operational departments are trained, to avoid any human factor
caused incidents, accidents or trouble. The requirements, including a quality system, have
been integrated in the operational and maintenance parts of the organization, including
(sub)contractors. Company will dedicate the required financial, material and human
resources to safeguard the system.
JC Airlines has nominated postholders who are responsible for:

• Flight Operations;
• Engineering & Maintenance System;
• Crew Training;
• Ground Operations.
It is the postholders’ task to manage their respective part of the quality system.

CHAPTER 3 P: 3-3
All personnel are made aware that they shall comply with the laws, regulations and
procedures, issued by the State Secretariat of Civil Aviation (SSCA) in addition to the ones
issued by the States in which operations are conducted and which are pertinent to the
performance of their duties. Furthermore, staff are made aware that they shall comply with
the standards and operational procedures defined by JC Airlines. All personnel are also
made aware of the need to facilitate audits and inspections for the purpose of continuous
improvement. Every employee has the responsibility to act in accordance with and to
contribute to the safety and quality goals of JC Airlines.
All personnel are involved in the complete Quality Management System through the
reporting system. Therefore all personnel are encouraged to report any error, irregularity
or event which might result in a loss of safety or quality standards by making use of the
occurrence reporting scheme.
Employees of JC Airlines who are in charge with performing tasks of quality management
(Quality Assurance Director, Safety Manager, auditors, etc.) shall receive the relevant
quality management training. All other employees receive a comprehensive briefing about
the quality system of the company in the form of information events or in briefings.
JC Airlines management system ensures the existence of the facilities, workspace,

equipment and supporting services, as well as work environment, necessary to satisfy
operational safety and security requirements. Through the safety and quality policy, risk
assessment and management review, the infrastructure and necessary resources have
been identified to include operations and maintenance support facilities, services and
equipment appropriate for the area, such as:
• Buildings, workspaces and associated utilities;
• Facilities for people in the organization;
• Support equipment, including tools, hardware and software;
• Support services, including transportation and communication.
A suitable work environment satisfies human and physical factors and considers safety
rules and guidance, including the use of protective equipment, workplace location(s),
temperature, humidity, light, air flow, cleanliness, noise and pollution.

CHAPTER 3 P: 3-4
3.2 QUALITY ASSURANCE PROGRAM

3.2.1 General
In accordance with applicable regulations, JC Airlines has established a compliance

monitoring/quality system. The primary function of the quality system is to monitor
compliance with, and the adequacy of, processes and procedures to ensure safe
operational practices and airworthy aircraft. The system also ensures that operations and
related management system documentation is in compliance with the scope and privileges
defined in the Operations Specifications attached to the JC Airlines’ Air Operator
Certificate (AOC and OpsSpec).
The Accountable Manager is responsible for JC Airlines compliance with the applicable
requirements, including the effectiveness of the management system. The Accountable
Manager has delegated the management of quality assurance (compliance monitoring) to
the Quality Assurance Director.
The overall effectiveness of the management system is monitored by the Quality

Assurance Department through the Quality Assurance Program which is achieved by
conducting audits and inspections. Audit and inspection results are both used to identify
areas requiring improvement, and to identify hazards to operations.
The Quality Assurance Department is staffed by quality experts/auditors and may be

assisted by a number of part time auditors in order to utilise experienced personnel from
the main operational areas of the company.
JC Airlines’ flight operations quality system includes Quality Assurance Program that
contains procedures designed to verify that all operations are being conducted in
accordance with all applicable requirements, standards, procedures and instructions.
The elements of the program are:

• Quality inspections;
• Quality audits;
• Monitoring, corrective and preventive actions;
• Management reviews;
• Customer claim analysis and response actions;
• Supplier and sub-contractor evaluation;
• Quality system training.
Quality Assurance Program shall ensure identification of any undesirable conditions and
areas required to be improved and any hazards to the operations.
The Quality Assurance Director is responsible for ensuring that the Quality Assurance
Program is properly established, implemented and maintained.

CHAPTER 3 P: 3-5
JC Airlines’ Quality Assurance Program identifies the persons within the Company who
have the responsibility and authority to:
• Perform evaluations, audits and inspections as part of ongoing quality assurance;
• Identify and record any concerns or findings, and the evidence necessary to
substantiate such concerns or findings;
• Initiate or recommend solutions to concerns or findings through designated
reporting channels;
• Verify the implementation of solutions within specific timescales;
• Report directly to the Quality Assurance Director.
In addition to using the services of dedicated personnel employed by the Quality

Assurance Department, the Company may undertake the monitoring of specific areas or
activities through the use of part-time auditors. JC Airlines has developed suitable
procedures to ensure that persons directly responsible for the activities to be audited are
not selected as part of the auditing team.
The Quality Assurance Program shall include a defined audit schedule and a periodic
review cycle for specific areas. The schedule shall be flexible and allow for unscheduled
audits when trends are identified. Follow-up evaluations may be scheduled when
necessary to verify that corrective action has been carried out and that it was effective in
eliminating any reported findings. The Quality Assurance Department should establish a
schedule of audits to be completed during a specific calendar period. It should expect to
review all aspects of its operation within a period of 12 months in accordance with an
accepted program. When the Quality Assurance Department defines its schedule,
consideration is given to significant changes to the management, organization, operation
or technologies as well as the regulatory requirements.
The Quality Assurance Program includes all planned and systematic actions necessary to
provide confidence to SSCA, JC Airlines corporate management, external parties and
customers, that all operational activities are conducted in accordance with applicable
requirements, standards and relevant operational procedures.
3.2.2 Quality Assurance Responsibility for Sub-Contractors
JC Airlines may decide to sub-contract out certain activities to external agencies for the
provision of services related to areas such as maintenance, ground handling, training, etc.
When using sub-contractors the responsibility for quality of the product or service remains
with the Company. There should be a written agreement between JC Airlines and the sub-
contractor that clearly defines the responsibilities. That part of the sub-contractor’s activity
contained within the agreement should be included in the operators Quality Assurance
Program.

CHAPTER 3 P: 3-6
The Company shall ensure that the sub-contractor has the necessary authorization or
approval when required, and commands the resources and competence to undertake the
task. If the Company requires the sub-contractor to conduct activity which exceeds the
sub-contractor’s authorization or approval, the Company is responsible for ensuring that
the sub-contractor’s quality assurance takes account of such additional requirements.
3.2.3 Quality System Training
Those responsible for managing the Quality System should receive training covering at
least the following topics:
• An introduction to the concept of the Quality System;
• Quality management;
• Concept of quality assurance;
• Quality manuals;
• Audit techniques;
• Reporting and recording.

CHAPTER 3 P: 3-7
3.3 MONITORING AND CORRECTIVE ACTION

3.3.1 General
JC Airlines has established a quality assurance system and has designated Quality
Assurance Director to monitor the compliance with, and adequacy of, procedures required
to ensure safe operational practices and airworthy aircraft. Compliance monitoring
includes a direct feedback system to the Accountable Manager to ensure corrective action
as necessary.
The aim of monitoring within the quality system of flight operations is primarily to
investigate and judge its effectiveness and thereby to ensure that defined policy,
operational, and maintenance standards are continuously complied with. Monitoring
activity is based upon quality inspections (responsibility of the postholders), audits,
corrective action and follow-up. A quality procedure is established and published to
monitor regulatory compliance on a continuing basis. This monitoring activity is aiming at
eliminating the causes of unsatisfactory performance.
Any non-compliance identified as a result of monitoring will be communicated to the

department manager, who is responsible for taking corrective action or, if appropriate, to
the Accountable Manager. Such non-compliance will be recorded, for the purpose of
further investigation, in order to determine the cause and to enable the recommendation of
appropriate corrective action.
Organisational responsibility and accountability for the implementation of corrective action

resides with the manager of the department cited in the report identifying the non-
compliance.
There are three levels of non-compliances defined as follows:
Level 1 Major non-compliances - a serious threat to the safety or integrity of the

operation;
Level 2 Significant non-compliances - standards not set or not being achieved;
Level 3 General quality non-compliances.
Raising Level 1 non-compliances

If Level 1 non-compliance is identified the auditor must take immediate action as follows:
• Inform the responsible postholder with the objective of preventing further
occurrence as soon as possible;
• Inform the Quality Assurance Director and Safety Manager, who will request
immediate corrective action by informing the responsible postholder and the
Accountable Manager.

CHAPTER 3 P: 3-8

Time frame of corrective action implementation on Level 2 non-compliances must be
defined by the responsible postholder and accepted by Quality Assurance Director and
Safety Manager. The action and the deadline shall be recorded in Audit Corrective Action
Schedule.

Level 3 non-compliances shall only be recorded in the audit report; the time frame and
method of corrective actions are subject to postholder’s decision.
The Quality Assurance Program includes procedures to ensure that corrective actions are
developed in response to findings. These procedures monitor corrective actions to verify
their effectiveness and completion.
Subsequent to the quality inspection or audit, at least the following should be established:
• The nature of any findings and the need for immediate corrective action;
• The root cause or causes of the finding, where the auditors should gather sufficient
evidence to produce realistic assessments during an audit;
• The procedure whereby the auditor and the responsible personnel from the audited
area have comprehensive discussions and reach an agreement on findings and
corresponding corrective actions. Clear procedures may be established to resolve
any disagreement between the auditor and audited area;
• Corrective actions required to ensure that the non-compliance (non-conformity)
does not reoccur;
• Schedules for corrective action, where all the items that require follow up are to be
closed out within the appropriate period of time;
• The identification of individuals or sections responsible for implementing corrective
action;
• Information to the Accountable Manager where appropriate.
The Quality Assurance Director should:

• Ensure that corrective action is taken in response to negative findings;
• Monitor the implementation and completion of corrective action;
• Provide to the management with an independent assessment of corrective action,
implementation and completion;
• Evaluate the effectiveness of corrective action through the follow-up process.
In addition to using the services of dedicated personnel employed by the Quality

Assurance Department, the Company may undertake the monitoring of specific areas or
activities through the use of part-time auditors. JC Airlines has developed suitable
procedures to ensure that persons directly responsible for the activities to be audited are
not selected as part of the auditing team.

CHAPTER 3 P: 3-9
3.3.2 Audit Scope
JC Airlines is required to monitor compliance with the procedures it has designed to

ensure safe and secure operations, airworthy aircraft and the serviceability of both
operational and safety equipment. In so doing it monitors, at least, the following aspects of
its operation:
• Organization;
• Plans and Company objectives;
• Operational procedures;
• Flight safety;
• Certification;
• Supervision;
• Aircraft performance;
• Special operations;
• Communications and navigational equipment and practices;
• Weight, balance and aircraft loading;
• Instruments and safety equipment;
• Manuals, logs and records;
• Flight and duty time limitations, rest requirements and scheduling;
• Aircraft maintenance / operations interface;
• Use of the MEL;
• Maintenance programs and continued airworthiness;
• Airworthiness directives management;
• Maintenance accomplishment;
• Defect deferral;
• Flight crew;
• Cabin crew;
• Dangerous goods;
• Security;
• Training.
3.3.3 Reporting of Results
A report is made up with each audit. It contains particulars of the object of the audit, the
referenced requirements applied as basis and any identified deviation from, or non-
compliance/non-conformity with requirements. Information gained from this audit report
could be used in the management of operational risk. The report is distributed to the
manager concerned, a copy is kept by the Quality Assurance Director and another copy is
retained by the auditor for recording and follow-up of possible corrective actions.

CHAPTER 3 P: 3-10
3.3.4 Recording
The Quality Assurance Department maintains accurate, complete and reliable record
documenting the results of the Quality Assurance Program. Records are considered to be
essential data to analyse and determine the root causes of non-conformity, so that areas
of non- compliance can be identified and subsequently addressed.
At least the following records should be retained for a period of five years:
• Audit plans;
• Inspection and audit reports;
• Responses to findings;
• Corrective action reports;
• Follow-up and closure reports;
• Management evaluation reports.
The Quality Assurance Director is responsible to file and store these documents in such a
way that they are readily retrievable in facilities that provide a suitable environment to
prevent damage and/or loss. These documents can be in the form of any type of medium
such as hard copy or electronic media.
3.3.5 Management Evaluation
A management evaluation is a comprehensive, systematic and documented review of

operational policies, procedures and systems that considers the following:
• The results of inspections, audits and any other indicators; and
• The overall effectiveness of the organization management in achieving stated
objectives.
A management evaluation is designed to identify and correct trends and to prevent, where
possible, future non-conformities. Conclusions and recommendations made as a result of
an evaluation should be submitted in writing to the responsible manager for action. The
responsible manager should be an individual who has the authority to resolve issues and
take action.
There shall be a Flight Operations departmental management evaluation of the audit

reports twice yearly. The evaluation should review the results of the audit programme for
the previous six months to discover whether there is any pattern to the findings to indicate
a common problem or to review any significant issues in the Company or department. If
such a common problem or significant issue is thought to exist then the management must
take appropriate action to correct the situation (e.g. through additional training, etc.).
The management evaluation will be carried out by the Flight Operations Manager and
senior managers of the department, at a suitable opportunity shortly after the annual audit
CHAPTER 3 P: 3-11
programme has been completed and mid-way during the annual audit programme. Results
of the management evaluations will be sent to the Quality Assurance Director who will
compile an annual quality report to the Chief Executive Officer (Accountable Manager).
Flight Operations Manager will disseminate the results of the management evaluation of
audit reports to the department staff concentrating on areas where improvement is
needed, as well as those that have done well, with appropriate comments and
congratulations respectively.
A general report of the results of the annual audit programme should be promulgated to
the staff of the Company.

CHAPTER 3 P: 3-12
3.4 FLIGHT SAFETY DOCUMENTS SYSTEM
Flight Safety Documents System (FSDS) means a set of inter-related documentation

established by the Company, compiling and organizing information necessary for flight and
ground operations.
Company is responsible for providing a variety of documents to those involved in its

operation, for the purpose of giving the necessary policy guidance and specific instructions
for carrying out operations in a safe and proper manner, and in accordance with the
requirements.
These documents, considered together, comprise the Company's flight safety documents
system. Flight safety documents system comprises of the: Operations Manual, Flight
Manual, Checklists, Maintenance Manual, MEL, SOPs, Cabin Crew Manual, Training
Manual, Ground Operations Manual, Safety Management System Manual, Flight Dispatch
Manual, Security Manual, etc. Concerted efforts have been made by the Company through
a central documents system to maintain compatibility and consistency between these
manuals, which may have different authors and be under different responsibilities, with the
aim of avoiding inconsistencies, ambiguities or different interpretations in the
implementation of procedures. Each manual or document requires similar structure,
consistent location of specific types of information, common terminology, information that
is relevant, standardization across the fleet, etc. The flight safety documents system
maintains consistency in terminology and in the use of standard terms for common items
and actions.
Operational documents include a glossary of terms, acronyms and their standard

definition, updated on a regular basis to ensure access to the most recent terminology. All
significant terms, acronyms and abbreviations included in the flight documents system are
defined.
The flight safety documents system ensures standardization across document types,
including writing style, terminology, use of graphics and symbols, and formatting across
documents. This includes a consistent location of specific types of information, consistent
use of units of measurement and consistent use of codes. For easy updating of the
manuals/ documents in circulation it is required that manual is divided in smaller parts and
chapters so that only relevant portion can be changed.
The concept of a flight safety documents system in JC Airlines is that the Company has
adopted an integrated approach and is considering its operational documents as a
complete system. It is important for operational documents to be consistent with each
other, and consistent with regulations, manufacturers' requirements and human factors
principles. It is also necessary to ensure consistency across departments as well as
consistency in application. A flight safety document system includes a verification
mechanism to ensure that, whenever a section of a document is amended, all other
documents likely to be affected are identified and that consequential amendments are duly

CHAPTER 3 P: 3-13
coordinated and agreed to by the responsible departments before the amendment is

processed.
The International Civil Aviation Organisation (ICAO) found that it was possible to see an
association between identified deficiencies in operational documents and accident rates.
Deficiencies in operational documents are considered to have been contributing factors in
a number of accidents and a great many incidents worldwide. This led to the development
of the standards and recommended practices (SARPs) in ICAO Annex 6, to emphasise the
need for operators to adopt an integrated approach and to consider their operational
documents as part of a complete system.
Considering the flight safety documents system as a whole is intended to result in

improved safety; and therefore there is the potential to reduce losses to the Company that
might otherwise be incurred, directly or indirectly, as a result of incidents or accidents. It is
also an important part of the safety management systems (SMS), as the Company has
adopted a systematic approach to managing safety generally throughout their
organisation.
A flight safety documents system is organized according to criteria which ensures easy
access to information required for flight and ground operations contained in the various
operational documents comprising the system and which facilitates management of the
distribution and revision of operational documents.
As part of the flight safety documents system, all regulations related to the contents of the
Operations Manual shall be implemented.
Information contained in a flight safety documents system are grouped according to the
importance and use of the information, as follows:
a) Time critical information, e.g. information that can jeopardize the safety of the
operation if not immediately available - abnormal/emergency checklists, NOTAMs,
etc.;
b) Time sensitive information, e.g. information that can affect the level of safety or
delay the operation if not available in a short time period – weather reports, service
bulletins, SSCA circulars, etc.;
c) Frequently used information – Operations Manual Part A, B, C, D, Cabin Crew
Manual, Flight Dispatch Manual;
d) Reference information, e.g. information that is required for the operation but does
not fall under b) or c) above – AIP, CCAR, AFM, etc.;
e) Information that can be grouped based on the phase of operation in which it is used
– Standard Operating Procedures.
Time critical information are placed early and prominently in the flight safety documents
system.

CHAPTER 3 P: 3-14
Time critical information, time sensitive information, and frequently used information are
placed in cards and quick-reference guides.
The flight safety documents system includes a master index in front of each document to
locate, in a timely manner, information included in more than one operational document. It
should consist of no more than three levels of indexing. Pages containing abnormal and
emergency information shall be tabbed for direct access.
Each copy of a manual normally bears a serial number, and a list of holders is maintained
by the person responsible for issuing amendments. Each manual bears a title and list of
contents, giving a clear indication of its scope. At the front there is an amendment page to
indicate amendment number, date of incorporation and the signature or initials of the
person(s) making the amendment. Amended pages are dated. The arrangements of ages,
sections, paragraphs, etc. is orderly and systematic to facilitate immediate identification of
any part of the subject matter. The standard of printing, duplication, binding, section
dividers, indexing of sections, etc. is sufficient to enable the document to be read without
difficulty and to ensure that it remains intact and legible during normal use.
In JC Airlines the flight safety documents system reflects the application of quality
assurance principles and complies with the requirements of the Company’s quality system.
JC Airlines has developed an information gathering, review and distribution system to

process information resulting from changes that originate within the Company, including:
• Changes resulting from the installation of new equipment;
• Changes in response to operating experience;
• Changes in Company’s policies and procedures;
• Changes in an Air Operator Certificate;
• Changes for purposes for maintaining cross fleet standardisation.
A flight safety documents system is reviewed:

a) On a regular basis (at least once a year); and
b) As part of the change management process, for example:
• Major events (mergers, acquisitions, rapid growth, downsizing, etc.);
• Technology changes (introduction of new equipment);
• Changes in safety regulations.
Changes or additions, however slight, are incorporated by the issue of a fresh or additional
page, dated accordingly, on which the amendment material is indicated by a vertical line in
the margin.

CHAPTER 3 P: 3-15
3.5 FLIGHT OPERATIONAL QUALITY ASSURANCE – FOQA
Flight Operational Quality Assurance (FOQA) or Flight Data Monitoring (FDM) or Flight
Data Analysis (FDA) is the process of collecting and analysing data from flights to improve
safety and efficiency of flight operations. Data recordings are done on a regular basis in
order to reveal situations requiring corrective actions before problems occur. FOQA
findings are kept confidential. For more details on FOQA (FDM) refer to SMS Manual.
The goal of FOQA is to improve the Company's overall safety, increase maintenance
effectiveness and reduce operational costs.
FOQA involves collecting flight data, analysing it, reporting any unsafe occurrences using
flight data and flight trends, putting corrective actions into place to reduce or remove
unsafe trends and monitoring flight data in order to make sure that unsafe flight trends are
not occurring and if they are occurring, they need to be accounted for and corrected.
To institute a FOQA program, four basic steps need to be taken. These are:
1) Data recording and retrieval: The first step involves capturing data from the flight
recorder over the duration of a flight. After the flight is conducted, the data is
captured and sent for actual analysis.
2) Data processing and analysis: This process involves taking putting captured data
through processing and analysis equipment in order to decipher it. The parameters
for normal operations are fed as the standard into the software and the software
then juxtaposes the flight data with the standard data to evaluate the extent to
which the flight has conformed to the standard envelope. Special mechanisms are
also put into place in order to remove faulty readings and maintain anonymity.
3) Corrective action: After analysing the flight data and investigating any exceedances,
the Flight Safety Officer will contact the flight crew of the flight or Company pilots’
representative to gather more information on the exceedance. After thoroughly
investigating and reviewing the cause of any exceedances, the Flight Safety Officer
and the Safety Department will place the necessary corrective actions into place.
The team may implement corrective actions after analysing operational trends on a
periodic basis as well.
4) Monitoring: This step involves keeping a watch on flight records to ensure that all
flight operations are within their safe envelopes and any exceedances reported for
correction. This is usually done by reviewing FOQA data over an allotted period of
time.
From a flight operations perspective, a FOQA programme should identify:

• Non-compliance and divergence from Standard Operating Procedures (SOPs);
• Inadequate SOPs and inadequate published procedures;
• Ineffective training and briefing, and inadequate handling or command skills;
• Fuel inefficiencies and environmental un-friendliness.

CHAPTER 3 P: 3-16
Intentionally Blank

CHAPTER 4 P: 4-1
CREW COMPOSITION Rev. 00, 10 JAN 2017
4 CREW COMPOSITION
4.1 FLIGHT CREW COMPOSITION
4.1.1 Minimum Flight Crew
Crew Planning (for planning purposes) and Operations Control Centre (OCC) for ad-hoc
operational changes) are responsible for designating the crew for each flight or series of
flights based on the aircraft type, type of operation and flight time limitation.
The method for determining crew composition must take into account:
• Type of aircraft being used;
• The area and type of operation being undertaken;
• The minimum crew requirement and flight duty period planned;
• Experience (total and type), recency and qualification of the crew.
For any flight, the number and composition of the flight crew, taking into account the type
of aircraft, shall never be less than the number required by the applicable aircraft’s
Certificate of Airworthiness, Airplane Flight Manual and Company’s Operations Manual. In
general, aircraft operated by JC Cambodia International Airlines (JC Airlines), require a
minimum 2-pilot flight crew, consisting of the captain (being Commander/Pilot-In-
Command) and the first officer (co-pilot). This minimum number may be increased by the
terms of OM Part A, Chapter 7. Any such increase then becomes the essential minimum
for JC Airlines operations.
All flight crew must hold applicable and valid licences acceptable to the SSCA and be
suitably qualified and competent to conduct the duties assigned to them.
4.1.2 Designation of the Commander
For each flight, JC Airlines will designate only one pilot to be the Commander (Pilot-In-
Command – PIC). Under normal circumstances the Commander shall act as CM1 and first
officer (co-pilot) as CM2. JC Airlines will nominate a pilot as Commander only if he meets
the minimum qualification and recency requirements laid down in OM Part A, Chapter 5.
The Commander is the flight crew member holding overall responsibility for the safety of
the aeroplane, its crew, its passengers and its load. The handling of an aeroplane or
conduct of flight may be delegated by the Commander to another suitably qualified pilot
who he deems competent and fit for duty.
The Commander is Pilot-In-Command unless he has been relieved in flight of his duties at
the controls by another pilot (e.g. Cruise Relief Captain) who then assumes the command
of the flight and thus becomes the Pilot-In-Command.

CHAPTER 4 P: 4-2
No pilot may accept a nomination as Commander unless, in addition to his licence

qualifications and his training, he has the recent experience and knowledge required and
considers himself to be in all respects competent and fit for the task.
To remove any command ambiguity, the Commander will sign the Aircraft Technical Log
and the Load Sheet as Commander (Pilot-In-Command) of the aircraft. He will then remain
in sole command of the aircraft until he relinquishes command to another pilot or, the
aircraft is handed over authorized personnel on completion of the command period.
4.1.2.1 Designation of the Commander on Flights with multiple Captains
When two captains are scheduled to fly the same flight schedule, the most senior captain
should be listed on top line of the crew list on the Journey Log. This captain is empowered,
to decide on a sector-by-sector basis, which Captain shall act as Commander (PIC) for the
given sector. The acting Commander will check that his name is on the flight plan and it is
his responsibility to sign the Aircraft Technical Log and other documents, as applicable.
During line training flights or supervision flights, when two captains are scheduled to fly the
same flight schedule, the captain who is acting as the instructor on that flight should be
listed on top line of the crew list on the Journey Log and act as Commander (PIC). During
line training flights or supervision flights with a qualified instructor in the right hand seat
(RHS), the instructor shall be designated as the Commander of the flight.
On line check flights during which the instructor is observing the conduct of the flight from
the observer’s seat, he may not be the designated as the Commander. He may however
assume command of the said flight if in his judgement the continued safe conduct of the
flight necessitates that he do so. Such changes in command shall be reported to Training
Department as soon as possible.
4.1.3 In-Flight Relief
When, in accordance with the provisions of OM Part A, Chapter 7, flight crew is

augmented and scheduled for in-flight relief, the following rules shall be observed:
• To ensure effective relief of pilots during the series of flights which require
augmented flight crew, Company may designate individual sectors to different
Commanders.
• The designated Commander may only be relieved at or above FL200 by a pilot who
is qualified as Commander or by a first officer who satisfies the conditions for Cruise
Relief Pilot-in-Command (Cruise Relief Pilot) laid down in OM Part A, Chapter 5 and
is designated as such by the Company. The time (UTC), at which Commander is
relieved, will be noted on the OFP.
• The first officer may be relieved by other pilot who holds qualifications equivalent or
superior to his own (including right seat qualification if relieved below FL200).

CHAPTER 4 P: 4-3
4.1.4 Crewing of Inexperienced Flight Crew Members
A flight crew member who is inexperienced following the completion of a type rating or
command course and the associated line flying under supervision shall not be rostered
with another inexperienced flight crew member.
A flight crew member is considered as inexperienced until he has achieved on the type
either:
• 100 block hours and flown 40 sectors within a consolidation of 120 consecutive
days after a line check following the associated line flying under supervision; or
• 150 block hours and flown 20 sectors within a consolidation of 90 consecutive days
after a line check following the associated line flying under supervision.
A higher number of block hours or sectors may be defined by the respective Chief Pilot on
general or individual basis.

CHAPTER 4 P: 4-4
4.2 CABIN CREW COMPOSITION

4.2.1 Minimum Cabin Crew
Pursuant to the Cambodia Civil Aviation Regulation, it is incumbent on operator to ensure

that passenger-carrying public transport aircraft do not fly with lesser numbers of cabin
crew members than the regulation prescribes for each aircraft type. In this regard, JC
Airlines shall not operate an aeroplane with a maximum approved passenger seating
configuration of more than 19, when carrying one or more passengers, unless at least one
cabin crew member is included in the crew for the purpose of performing duties in the
interests of the safety of passengers.
The required complement specified shall be no less than the following:

• One cabin crew member for every 50, or fraction of 50, passenger seats installed
on the same deck of the aeroplane; or
• The number of cabin crew members determined by the manufacturer during
certification of the aeroplane, whether by an emergency evacuation demonstration
or by analysis, except if the operator’s maximum approved passenger seating
configuration is less than the manufacturer’s certificated maximum passenger
seating capacity by at least 50 seats, the required cabin crew complement may be
reduced by one for every whole multiple of 50 seats by which the operator’s
maximum approved seating configuration falls below the manufacturer’s certificated
maximum passenger seating capacity.
In addition to the required cabin crew complement as presented above, at its discretion,
the SSCA may also require an operator to include additional cabin crew members for
special operation flights.
For normal commercial flight operations, the minimum number of cabin crew to be
scheduled for duty on Company aeroplanes shall be as given in OM Part A, section 4.4.
In unforeseen situations the required minimum number of cabin crew may be reduced
provided that the number of passengers has been reduced in accordance with procedures
specified in OM Part A, section 4.4. After completion of the flight with reduced minimum
number of cabin crew, the Commander shall complete an Occurrence Report which shall
be duly submitted by the Company to the SSCA.
All cabin crew members shall wear the cabin crew uniform to be clearly identifiable to the
passengers as cabin crew members.
4.2.2 Cabin Crew in Charge (CIC)
Where more than one cabin crew member is required to be carried, the Company will
designate one of them to be the Cabin Crew-in-Charge (CIC).

CHAPTER 4 P: 4-5
The CIC is responsible for the level of service quality and exercises jurisdiction and direct
supervision over all the cabin crew members on the aircraft concerning their duties and
responsibilities as set forth in Cabin Crew Manual (CCM).

CHAPTER 4 P: 4-6
4.3 SUCCESSION OF COMMAND
Succession of command in case of incapacitation of the Commander (Pilot-In-Command):

• Flight crew composed of two pilots: The second pilot takes the authority over all
persons on-board the aeroplane until the normal chain of command can be re-
established.
• Flight crew composed of more than two pilots: The second pilot takes the authority
over all persons on-board the aeroplane until a more qualified pilot (if any) takes the
authority after having been informed by the second pilot and having acknowledged
the overall situation and this until the normal chain of command can be re-
established.
During succession of command the safety of the aircraft and its occupants shall be
assured at all times and the aircraft should land as soon as practicable. The autopilot shall
be used to its full capacity to reduce workload and to ensure the safe outcome of the flight.
The “Two Communication Rule” should be invoked to assist in detecting incapacitation.

This states that a flight crew member should suspect the onset of incapacitation any time
when a pilot does not respond appropriately to a second verbal communication associated
with a significant deviation from a standard operating procedure or flight profile.
Any first officer (co-pilot) taking over the command of the aircraft should remain in his (first
officer) seat.
If the originally designated Commander cannot continue his command of the flight, the
flight will not depart from the aerodrome where it has landed or, if occurring during flight,
from the next aerodrome at which it lands, unless another JC Airlines nominated
Commander on that particular type of aircraft is included in the crew.
4.3.1 Chain of Command
The Chain of Command shall be in the following order:

1. Designated Commander (Pilot-In-Command);
2. Designated check pilot (if available);
3. Designated in-flight relief pilot (if available);
4. Designated safety pilot (if available);
5. Designated first officer (co-pilot);
6. Designated 3rd pilot (if available);
7. Any JC Airlines captain in order of seniority (if applicable);
8. Any JC Airlines first officer in order of seniority (if applicable);
9. Designated CIC;
10. Other cabin crew members in order of seniority.

CHAPTER 4 P: 4-7
4.4 CREW COMPOSITION

4.4.1 General
A Cabin Crew-in-Charge (CIC) shall be nominated whenever more than one cabin crew
member is assigned.
In the event that CIC is incapacitated of falls ill on a flight before arriving at a crew base
the next senior cabin crew member of that crew will take over and assume the duties of
CIC, with the approval by the Commander.
When scheduling cabin crew for flights, rostering procedures should take into account the
experience of each cabin crew to ensure that there is an even spread of experienced cabin
crew members on all flights.
For normal commercial flight operations the minimum crew complement shall never be
less than:
Type Condition Minimum Flight Crew Minimum Cabin Crew

A320 none 2 4
4.4.2 Reduced Minimum Cabin Crew
JC Airlines has documented the following policies and procedures for reduced cabin crew
operations: If unforeseen circumstances (incapacitation of cabin crew member) occur out
of crew base where no qualified replacement cabin crew member is reasonably available,
the number of cabin crew may be reduced. The passenger carrying capacity of the
aeroplane shall be reduced by 50 seats from the manufacturer’s certificated maximum
passenger seating capacity for every cabin crew member below the number of cabin crew
members specified by the manufacturer for that aircraft type. Requirement for minimum
one cabin crew member for every 50 or fraction of 50 passenger seats installed in the
aircraft shall be observed. The reduced minimum cabin crew is applicable only for return
flight to the crew base. Number of passengers/occupied seats has to be reduced in
accordance with the table below.
Reduced cabin crew complement:
Type Condition Reduced Minimum Cabin Crew

A320 max.150 occupied seats 3
The requirements that apply for reduced cabin crew:

• The operation of the flight with reduced cabin crew shall be limited to one sector
(the SSCA may approve operation of the flight with reduced cabin crew for up to
two consecutive sectors, subject to Company official request and explanation, if the
CHAPTER 4 P: 4-8
SSCA is being satisfied that such operation is conducted in a safe and proper
manner);
• All cabin crew members shall be trained and be made familiar with the procedures
for reduced cabin crew operation;
• If the incapacitated crew is the cabin crew-in-charge (CIC), the next most qualified
cabin crew who meets the requirements to be a CIC shall be appointed as the CIC
for that sector.
Before commencing a flight with reduced minimum cabin crew a special briefing by the
Commander (allocation of emergency duties) is compulsory.
4.4.3 Flights without Cabin Crew
Cabin crew is not required for the following types of flights:

• Test flights;
• Functional check flights;
• Base training flights;
• Delivery flights;
• Customer acceptance or demonstration flights;
• Flights conducted under a ferry flight authorisation;
• Flights conducted under a “permit to fly” (note that additional conditions relating to
cabin crew may be imposed in the “permit to fly”);
• Any other flights approved by the SSCA.
For these type of flights, all persons carried on board shall be briefed on safety,
emergency and evacuation procedures. In addition, where more than 19 persons are
carried on board such flights (excluding the flight crew), the operator shall determine the
minimum number of cabin crew members required to effect a safe and expeditious
evacuation of the aeroplane. At least one cabin crew shall be carried on board such flights.

CHAPTER 4 P: 4-9
4.5 OPERATION ON MORE THAN ONE TYPE OR VARIANT
Flight crew members may not operate more than one type of aeroplane.
Flight crew members may operate a maximum three variants of the same aeroplane type
provided the operation on the three variants is not part of the same crew member’s FDP.
Cabin crew members may operate up to three aircraft types provided that safety
equipment and emergency procedures are similar. Cabin crew members should not
operate as CICs on more than one aircraft type unless approved by the SSCA.
Factors taken into consideration by the SSCA to permit cabin crew members to operate up
to 3 aircraft types would include but are not limited to the following:
• Additional training for the CICs;
• A minimum experience level of cabin crew comprising the minimum crew
complement;
• Restriction of the number of trainee cabin crew carried on all flights;
• Meeting a recency requirement as agreed with the SSCA on all aircraft types;
• No change of fleet assignment within the same day except for flight disruptions;
• Arrangements made for cabin crew to review the characteristics of the aircraft type
to be operated on during pre-flight crew briefing.
Variants of an aeroplane type are considered to be different types if they are not similar in
each of the following aspects:
• Emergency exit operation;
• Location and type of portable safety equipment;
• Type specific emergency procedures.
When substantial differences exist between two aeroplanes of the same variant, the
Technical Pilot (or Chief Pilot) should call a meeting between himself and Safety Manager,
Quality Assurance Director, Flight Safety Officer, Flight Operations Manager and the Chief
Pilot of the fleet in order to determine if the two aircraft in question should be considered
as different variants.

CHAPTER 4 P: 4-10
Intentionally Blank

CHAPTER 5 P: 5-1
QUALIFICATION REQUIREMENTS Rev. 00, 10 JAN 2017
5 QUALIFICATION REQUIREMENTS
5.1 GENERAL
This chapter contains a description of the required qualifications licenses, ratings,

experience, recency, competency, experience, training and checking for flight operations
personnel for conductance of their duties. All training and checking programs, including
selection processes, are specified in the OM Part D and are approved by the State
Secretariat of Civil Aviation (SSCA) of Kingdom of Cambodia.
According to the regulations it is the responsibility of JC Airlines to appoint only such

operations personnel who:
• Are at least 18 years of age;
• Have passed an initial medical examination or assessment and are found medically
fit to perform the duties specified in the JC Airlines Operations Manual;
• Hold valid licences;
• Have successfully passed the required training, recurrent training and proficiency
checks;
• Are proficient in English (spoken and written);
• Conduct their duties in compliance with the manners accepted by the Company;
• Hold an applicable and valid license acceptable to the Authority and are suitably
qualified and competent to conduct the duties assigned.
The holder of the licence or rating shall not exercise privileges other than those granted by
that licence or rating. Furthermore, he shall not exercise the privileges granted by any
licence or rating unless he maintains competence by meeting the relevant requirements.
The Company will ensure that crew members and relevant flight operations personnel
undergo all required recurrent training and checking as specified in OM Part D.
The Company will ensure that crew members and relevant flight operations personnel
undergo conversion course (as specified in OM Part D) before being tasked with
applicable flight operational duties in unsupervised manner.

CHAPTER 5 P: 5-2
5.2 FLIGHT CREW QUALIFICATION REQUIREMENTS

5.2.1 General
All flight crew members (whether employed or sub-contracted), who operate JC Airlines
aircraft, must be properly licenced and hold valid and appropriate documents as described
in Chapter 1, Chapter 4 and Chapter 5 of this manual. The flight crew member shall not act
in any capacity as a pilot (except on flight simulation training devices) on JC Airlines
(Company) aircraft unless he is able to produce/prove:
• Valid Flight Crew Licence, acceptable to the SSCA, with valid ICAO English
Language Proficiency endorsement (level 4 or higher);
• Valid Medical Certificate;
• Valid Type Rating;
• Valid Operators Proficiency Check;
• Valid Line Check;
• Adequate Recency of Experience;
• Valid LVO certificate, if required by the type of operation;
• Required Route and Aerodrome Qualification;
• Any additional qualification, if required by the type of operation, and adequate status
regarding initial/recurrent training and checking (as defined in OM Part D) of the
following qualification requirements:
- Human Factors and Crew Resource Management (CRM);
- Dangerous Goods Regulation (DGR);
- Safety and Emergency Procedures (SEP);
- Aviation Security;
- EFB (if applicable);
- Cold/Adverse Weather and All Weather Operations;
- Specific aircraft type and type equipment related qualification (PBN, RVSM,
ACAS/CFIT/(E)GPWS/UPRT;
- Differences training, as applicable.
Initial and recurrent training covering the above items, as applicable, shall be conducted
according to requirements in OM Part D.
For specific flight crew duties (i.e. Commander, cruise relief captain, line training captain
and (type rating) instructor) Company’s nomination (refer to OM Part D) is required.
Upon joining the Company the pilots shall complete the Company indoctrination course.
Pilots are required to carry their current licence (and validation, if applicable) and medical
certificate when on duty.

CHAPTER 5 P: 5-3
5.2.2 Flight Crew Licence
The flight crew member shall not act in capacity of the Commander (PIC) or Cruise Relief
Pilot-in-Command unless he has a valid ATPL issued (or validated) by the SSCA.
The flight crew member shall not act in capacity of the first officer unless he has a valid
ATPL or CPL with ATPL theoretical knowledge issued (or validated) by the SSCA.
A licence holder shall not exercise the privileges granted by any licence or rating unless
the holder maintains competency by meeting the relevant requirements. The validity of the
licence is determined by the validity of the ratings therein and the medical certificate.
In any case, no pilot is permitted to exercise his privileges from the licence, operate as a
flight crew member on JC Airlines aircraft for public transport operations after his 65th
birthday.
5.2.3 Medical Certificate
The flight crew member shall not act in any capacity as a pilot unless he has a valid
Medical Certificate issued (or validated) by the Authorized Medical Examiner (medical
practitioner approved by the SSCA).
5.2.4 Type Rating and Instrument Rating
The flight crew member (pilot’s licence holder) shall not act in any capacity as a pilot
unless he has a valid type rating (TR) and valid multi-engine instrument rating for
aeroplanes (IR/ME(A)) issued (or validated) by the Authority.
5.2.5 Operator Proficiency Check
The flight crew member shall not act in any capacity as a pilot unless he has successfully
completed an Operator Proficiency Check (OPC) by demonstrating his competence in
handling and carrying out normal, abnormal and emergency procedures. The period of
validity of an OPC is 6 months including the remainder of the month of issue. The OPC
revalidation may be combined with the TR/IR/ME(A) revalidation.
5.2.6 Pilot Qualification to Operate in Either Seat
The Commander shall not perform his duties as CM2 unless he has successfully
completed additional training and checking (may be concurrent with the OPC) to operate in
either seat as specified in the OM Part D (Right Hand Seat Qualification).

CHAPTER 5 P: 5-4
5.2.7 Line Check
The flight crew member shall not act in any capacity as a pilot unless he has successfully
completed a Line Check (LC). Line check shall be conducted on the aeroplane during
actual line operation. It is a test of a pilot's ability to satisfactorily perform a complete line
operation in safe and efficient manner. It includes the conduct of pre-/post-flight
procedures and the use of the onboard equipment. The period of validity of a line check is
12 months. When credit is given for line checks to alternate between types or variants,
each line check revalidates the line check for the other type or variant.
The annual line check is not intended to determine competence on any particular route.
The requirement is for a test of ability to perform satisfactorily a complete line operation
from start to finish, including pre-flight and post-flight procedures and use of the equipment
provided. The route chosen should be such as to give adequate representation of the
scope of a pilot's normal operations. The line check is considered a particularly important
factor in the development, maintenance and refinement of high operating standards, and
can provide the operator with a valuable indication of the efficacy of his training policy and
methods.
The operator has a statutory obligation to check that his pilots are competent to perform
their duties. As it is Company’s policy that both pilots may carry out either the handling or
the non-handling duties, both the Commander (PIC) and co-pilot (first officer) should be
checked in both roles.
In addition to the above duties, a Commander should also be assessed on his ability to
manage the operation generally and take correct command decisions. This is most readily
achieved if the examiner occupies a jump seat, which will also enable him to sign
certificates for both the Commander and co-pilot (first officer).
When line checks are carried out on sectors which terminate away from base, the operator
should allow for the possibility that on subsequent sectors the examiner may have to act
as substitute for either Commander or first officer. The examiner should therefore be fully
qualified to operate at any crew station over which he acts in an examining capacity.
5.2.8 Recency of Experience
The flight crew member shall not act in any capacity as a pilot (except on Synthetic
Training Devices) unless he has carried out at least 3 take-offs and 3 landings as pilot
flying in an aeroplane or in an approved simulator of the type to be operated, in the
preceding 90 days.
Additionally the Commander must have carried out at least 1 take-off and 1 landing as pilot
flying in an aeroplane or in an approved simulator of the type to be operated, in the
preceding 35 days.

CHAPTER 5 P: 5-5
The 90 days period may be extended up to a maximum of 120 days by line flying under
the supervision of a Type Rating Instructor or Examiner. For periods beyond 120 days, the
recency renewal process shall be applied as defined in OM Part D.
5.2.8.1 Recently Qualified Pilots
Captains (Commanders) and co-pilots (first officers), after completion of their final line
check, are deemed to be inexperienced until they have achieved 100 hours following the
line check. Inexperienced pilots should not be rostered to operate together during this
period.
5.2.9 Low Visibility Operations Certificate
The flight crew member shall not act in any capacity as a pilot during actual LVO (LVTO,
Category II, Category III) unless he can produce valid Company LVO Certificate for
applicable aeroplane type.
Before commencing Category II operations, the following additional requirements are

applicable to Commanders, who are new to the aircraft type/class:
• 50 pilot-in-command hours or 20 sectors on the type, including line flying under
supervision; and
• 100 meters must be added to the applicable Category II RVR minima when the
operation requires a Category II manual landing until:
- A total of additional 100 hours or 40 sectors after obtaining Category II
qualification, including LIFUS (line flying under supervision) has been
achieved on the type; or
- A total of additional 50 hours or 20 sectors after obtaining Category II
qualifications, including LIFUS has been achieved on the type where the
flight crew member has been previously qualified for Category II manual
landing operations with an operator acceptable to the Authority.
Before commencing Category III operations, the following additional requirements are
applicable to Commanders, who are new to the aircraft type:
• 50 pilot-in-command hours or 20 sectors on the type, including line flying under
supervision; and
• 100 meters must be added to the applicable Category III RVR minima unless he
has previously qualified for Category III operations with an operator acceptable to
the Authority, until a total of additional 100 hours or 40 sectors after obtaining
Category III qualification, including line flying under supervision, have been
achieved on the type.
Note: Currently, JC Cambodia International Airlines is not approved for low visibility
operations.

CHAPTER 5 P: 5-6
5.2.10 Route and Aerodrome Competence Qualification
JC Airlines shall ensure that, prior to being assigned as Commander or as pilot to whom
the flight may be delegated by the Commander, the pilot has obtained adequate
knowledge of the route to be flown and of the aerodromes, including destinations and
alternates, facilities and procedures to be used.
The period of validity of the route and aerodrome qualification is 12 calendar months in
addition to the remainder of the month of qualification, or the month of the latest operation.
Note: Local authorities may impose more restrictive validity periods.
When the validity of qualification has lapsed, re-qualification is obtained as for initial
qualification.
5.2.10.1 Route Competence Qualification
Route competence training includes the knowledge of:

• Terrain and minimum safe altitudes;
• Seasonal meteorological conditions;
• Meteorological, communication, air traffic facilities and service procedures;
• Search and rescue procedures;
• Navigational facilities associated with the route along which the flight will be
conducted.
Depending upon the complexity of the route (as jointly assessed by the Chief Pilot, Flight
Safety Officer and Flight Operations Manager), the following methods of familiarization will
be used:
• For less complex routes: self-briefing with documentation, or programmed
instruction;
• For more complex routes: in addition to the self-instruction, in-flight familiarisation
under supervision or familiarisation in an approved simulator using a database
appropriate to the route concerned.
More complex routes, if applicable, will be listed in OM Part C.
The Commander certifies adequate knowledge of the route by signing the OFP.
5.2.10.2 Aerodrome Competence Qualification
Aerodrome competence training includes the knowledge of:

• Obstacles, general topography, physical layout, lighting, approach aids, minimum
safety altitudes;
CHAPTER 5 P: 5-7
• Procedures applicable to flight paths over heavily populated areas and areas of high
traffic intensity;
• Arrival, departure, holding and instrument approach procedures and applicable
aerodrome operating minima.
Depending upon the complexity, aerodromes are categorized, in ascending order of

difficulty, from Category A to Category C. Refer to Chapter 8 (Aerodrome Categorisation
for Flight Crew Competence) for aerodrome categorisation and associated competence
requirements.
The Commander certifies adequate knowledge of the aerodrome(s) by signing the OFP.
5.2.11 Additional Qualification
Additional qualification requirements may also be prescribed for flight crew members
performing special types of operation (e.g. Cruise Relief Captain, etc.). Processes to
obtain and maintain these additional qualification requirements are defined in OM Part D.
5.2.12 Operation on more than One Type
Flight crew members may not operate more than one type of aeroplane.
Flight crew members may operate a maximum three variants of the same aeroplane type
provided the operation on the three variants is not part of the same crew member’s FDP.
If the variants of the same aeroplane type are sufficiently similar and if the SSCA has
approved the use of credit(s), then a differences/familiarisation training program may be
used and checking/recency may be done on either type / variant. Refer to OM Part D for
training and checking requirements.
Variants of an aeroplane type are considered to be different types if they are not similar in
each of the following aspects:
• Location and type of portable safety equipment;
• Type specific emergency procedures.
5.2.13 Flight Crew Instructors/Examiners
Refer to OM Part D of for details.

CHAPTER 5 P: 5-8
5.3 CABIN CREW QUALIFICATION REQUIREMENTS

5.3.1 General
Cabin crew will be trained and checked in accordance with the OM Part D, Chapter 2
Cabin Crew. The qualification requirements for cabin crew are specified in the Cabin Crew
Manual (CCM) and OM Part D.
Cabin crew must complete the following training before undertaking line flying duties as an
assigned cabin crew:
• Initial training;
• Conversion or difference training;
• Familiarization training.
Where an additional cabin crew member is carried for familiarisation training purposes, in
the event of an emergency occurring, the trainer should assume the duties of the cabin
crew member under training, and the trainee should be considered as an able bodied
passenger.
When the aircraft type consists of a minimum crew of only two pilots, cabin crew must be
given training on the following, specific to the aircraft type: use of pilot's oxygen equipment;
fastening and unfastening pilot's seat harness and in the case of inertia reel harness,
locking and unlocking the inertia device; and using the pilot's sliding seat mechanism.
The operator shall ensure that each cabin crew member does not operate on more than 3
aircraft types. In this context, variants of aircraft type are considered to be different types if
they are not similar in all the following aspects:
• Location and type of safety equipment;
• Emergency procedures.
Nevertheless, unless subject to the approval of the SSCA, cabin crew member should not
operate on more than one aircraft type as CIC.
Factors taken into consideration by the SSCA to permit cabin crew to operate up to 3
aircraft types would include but not limited to the following:
• Additional training for the CICs;
• A minimum experience level of cabin crew comprising the minimum crew
complement;
• Restriction of the number trainee cabin crew carried on all flights;
• Meeting a recency requirement as agreed with the SSCA on all aircraft types;
• No change fleet assignment within the same day except for flight disruptions;
• Arrangements made for cabin crew to review the characteristics of the aircraft type
to be operated on during pre-flight crew briefing.
CHAPTER 5 P: 5-9
The operator shall ensure that any cabin crew member who has not operated as a cabin
crew for more than 60 days but not exceeding 6 months completes an approved course
refresher training and pass a written test.
The operator shall ensure that any cabin crew member who has not operated as a cabin
crew for more than 6 months but not exceeding 12 months before undertaking duties shall:
• Complete refresher training on the type;
• Sit for and pass all initial and appropriate aircraft type tests; and
• Operate 2 sectors as supernumerary crew. The supernumerary cabin crew should
not be counted as part of the minimum crew complement.
An operator shall ensure that any cabin crew who has not operated an aircraft for more
than 12 months be required to complete the full initial and aircraft type rating training and
pass all appropriate tests. The crew must also operate at least 2 sectors as
supernumerary crew.
The cabin crew recency on an aircraft type will expire if the cabin crew does not operate
on an aircraft type for more than 90 days. The crew member will have to successfully
complete the aircraft type test before resuming flying duties on that aircraft type.
For cabin crew member operating on 3 aircraft types, the recency on an aircraft type will
expire if he does not operate on an aircraft type for more than 60 days. However, the
recency requirement can be extended to 90 days if the cabin crew member has within the
60 days operated on an aircraft type built by the same manufacturer where similar features
exist. The crew member will have to successfully complete the aircraft type test before
resuming flying duties on an aircraft type.
CICs will be required to undergo the CIC recurrent training programme in addition to
required training as set in this subsection.
The refresher training for each cabin crew member should include at least the following:
• Emergency procedures including pilot incapacitation;
• Evacuation procedures including crowd control techniques;
• Operation and actual opening of all normal and emergency exits for passenger
evacuation in an aircraft or approved training device;
• Demonstration of the operation of all other exits;
• Location and handling of emergency equipment, including oxygen systems, portable
oxygen, protective breathing equipment and the donning of life-jackets.
5.3.3 Cabin Crew Instructors/Examiners
Refer to OM Part D of for details.

CHAPTER 5 P: 5-10
5.4 FLIGHT DISPATCHER (FLIGHT OPERATIONS OFFICER)

QUALIFICATION REQUIREMENTS
5.4.1 General
Flight Operations Officers (Flight Dispatchers) shall have demonstrated a comprehensive

knowledge in the use of Operations Manual, aviation legislation and laws, aviation
regulations, ATC procedures, meteorology, aircraft general and specific, as applicable,
performance and planning, computerised flight plan, navigation, radio communication and
English language.
Flight Dispatcher (Flight Operations Officer - FOO) shall:

• Be at least 21 years old,
• Have successfully completed and demonstrated a sufficient level of knowledge in
specific aeronautical subjects as defined in OM Part D.
5.4.2 Required Training and Checking
To qualify him for operation, each flight operations officer must have completed the
following requirements (as applicable):
• Initial Training,
• Recurrent/Refresher Training, and
• Familiarization Flights.
Appropriate checks shall be conducted for flight operations officers after completion of
required training by suitably qualified persons. Flight Operations Officer training and
checking are detailed in OM Part D.
A flight operations officer should not be assigned to duty unless within the preceding 12
months he has made at least one observation flight on the flight deck of an aeroplane over
the area of operation of the Company.
To maintain currency, a flight operations officer must dispatch at least one flight every 90
consecutive days. A flight operations officer who fails to do so shall be required dispatch at
least one flight under the supervision of another flight operations officer prior to resuming
duties.
A flight operations officer who has not dispatched at least one flight in the preceding 12
months shall be required to attend refresher training, pass a written assessment paper and
dispatch at least one flight under the supervision of another flight operations officer prior to
resuming duties.

CHAPTER 5 P: 5-11
Every flight operations officer shall undergo a recurrent training programme approved by
the SSCA and pass a proficiency test conducted by the Operator once every 24 months.
5.4.4 Flight Operations Officer Instructors/Examiners
Reserved.

CHAPTER 5 P: 5-12
5.5 OTHER OPERATIONS PERSONNEL
All other operations personnel will receive adequate training for the tasks to be performed
by them and must have demonstrated a sufficient level of knowledge appropriate to their
responsibilities prior to assignment to duty.

CHAPTER 6 P: 6-1
CREW HEALTH PRECAUTION Rev. 00, 10 JAN 2017
6 CREW HEALTH PRECAUTIONS

6.1 GENERAL HEALTH REQUIREMENTS
A crew member’s sickness/illness, his feeling unwell/indisposed or the impairment of his

senses and reflexes by narcotics, drugs or pharmaceutical preparations/medicaments
have quite often contributed to incidents and accidents. Therefore, crew health is of the
highest importance and has a direct impact upon flight safety. This is reflected in very
stringent requirements for regular medical examinations and medical certificates. It hardly
needs to be mentioned that living health consciously is in the self-interest of every crew
member.
No person may serve as a crew member knowing that he has a physical deficiency or
mental condition that would constrain him to meet the requirements of his medical
certificate, to discharge his responsibilities for a safe standard or could endanger the
safety of the aircraft or its occupants.
Crew members shall not undertake flying duties while under the influence of alcohol,
narcotics, drugs or any medicine that has not been approved by for the use. Crew
members shall not perform duties on an aeroplane at any time when they are aware of any
decrease in their medical fitness which might render them unable to safely exercise their
duties.
All crew members who are clearly identified as engaging in any kind of problematic use of
alcohol or psychoactive substances will be removed immediately from safety-critical
functions and from all flying duties.
A crew member shall, without any delay, seek the advice of an aero-medical examiner
(doctor) when becoming aware of:
• Hospital or clinic admission for more than 12 hours, or
• Surgical operation, or
• The regular use of medication, or
• The need for regular use of correcting lenses.
A crew member that is aware of:

• Any significant personal injury involving incapacity to function as a crew member, or
• Any illness involving incapacity to function as a crew member throughout a period of
21 days or more, or
• Being pregnant,
shall inform the SSCA in writing of such injury or pregnancy, and as soon as the period of
21 days has elapsed in the case of illness. The medical certificate shall be deemed to be
suspended upon the occurrence of such injury or the elapse of such period of illness or the
confirmation of the pregnancy. In such a case the crew member shall provide written
CHAPTER 6 P: 6-2
statement by Authorized Medical Examiner that suspension of his medical certificate is

lifted before acting as a crew member on board of Company aeroplane.
6.1.1 Illness or Incapacitation while on Duty
Any crew member who becomes ill or incapacitated while on flight duty or during a
stopover period at an outstation must report to the Commander at the earliest opportunity.
The Commander should be aware that a sudden deterioration in health might be an
indication of the onset of a dangerous or infectious complaint. Carriage of a flight crew or
cabin crew member who is ill is not authorised without permission from the medical
examiner. Carriage of ill crew member could prejudice the Company's position in several
ways:
• International health regulations;
• Liability to the staff member concerned, should a serious illness ensue; and
• Invalidation of the insurance of the aircraft.
The Commander must ensure that a doctor is called at the earliest opportunity to examine
the crew member concerned. A certificate must be obtained stating whether the individual
is fit for duty, or alternatively for travel. The Commander is authorised to arrange any tests
necessary to ascertain the condition of the individual concerned. A written report must be
submitted by the Commander and the crew member as soon as practicable after return to
the main base.
The Commander has an overall responsibility for ensuring that all of the crew are fit for
duty, even if a report of sickness is not received. Where any doubt exists, the Commander
must ensure that the individual concerned is seen by a doctor and that the report from that
doctor is forwarded to the main base, if possible on the flight concerned and, filing this, at
the earliest opportunity. In the case of the Commander being incapacitated the normal
devolution of command applies (refer to OM Part A, Chapter 4).
If the crew member is unfit for duty, Flight Dispatch/Operations Control Centre has to be
informed immediately.
6.1.2 International Regulations
The Commander / handling agent must report all cases of illness on-board the aircraft
(excluding cases of airsickness and accidents) on landing at an airport. Cases of ill
passengers being disembarked prior departure must also be reported via proper report
form.
6.1.3 Quarantine Regulations
When a passenger on-board shows symptoms which might indicate the presence of a
major disease, the Commander (Pilot-In-Command) must ensure that the airport medical
CHAPTER 6 P: 6-3
or health authority has been informed. It is the responsibility of airport medical or health
authority to decide whether isolation of the aircraft, crew and passengers is necessary. On
arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or
attempt to off load cargo or catering until authorised by the airport medical or health
authority. Each station, in conjunction with the airport medical or health authorities will
devise a plan that would provide, when necessary for:
• Transportation of suspected cases of infectious diseases by selected ambulance to
a designated hospital;
• Transfer of passengers and crew to a designated lounge or waiting area where they
can be isolated from other passengers until cleared by the airport medical or health
authorities;
• Decontamination of the aircraft, passenger baggage, cargo and mail and any
isolation lounges used by passengers or crew suspected of having infectious
diseases.
6.1.4 Medical Examinations for Crew Members
The prerequisite for a crew member to work for the Company is the ability to maintain
required medical certificate.
No crew member shall perform duties on an aeroplane if applicable medical requirements

are not fulfilled, or he is in any doubt of being able to accomplish his assigned duties.
Where the Authorised Medical Examiner has reasonable doubt about the continuing
fitness of the holder of a medical certificate, he may require the holder to submit to further
examination, investigation or tests. The reports shall be forwarded to the Authorised
Medical Examiner.
Note: Each crew member is personally responsible for the timely renewal of his medical
certificate.
6.1.5 Alcohol and Other Intoxicating Liquor
The effect of alcohol may result in a crew member being incapable or impaired in
discharging his duties. Any crew member not adhering to the alcohol intake policy will be
understood that he has committed gross misconduct which may result in dismissal without
prior notice or warning.
Alcoholic drinks must not be consumed by crew members on:

• Standby duty;
• Flight duty;
• Deadheading and positioning;

CHAPTER 6 P: 6-4
• 8 hours before reporting for a duty or start of standby duty, and only in moderation
during 24 hours preceding such duty.
There shall be no residual alcohol in the bloodstream when reporting for duty, so
considering it may take up to 2 hours for one unit to be removed from the body,
moderation shall be regarded as no more than five units of alcohol over the 16 hours
preceding the 8 hour ban (one unit is equivalent to 0.3 l of beer, a small glass of wine or a
small measure of spirits).
Local state restrictions may be more restrictive than those laid down by the Company and
in such cases the State restriction must be observed.
Note: In some countries any degree of intoxication is considered to be a criminal act

which may lead to imprisonment.
Company reserves the right to conduct random tests for alcohol consumption at any
station. If a test is to be conducted, the crew shall be notified; they shall then proceed to
the alcohol testing site and will remain ‘on duty’ until the test is complete. Qualified
personnel will carry out the test and the results shall be kept confidential. In the event of a
positive test result, the employee shall be subject to disciplinary action in accordance with
the company’s drug and alcohol abuse policy. Should a crew member refuse to take the
test, he will be assumed to be ‘positive’.
No alcohol or any drink, which might be identified as alcohol (e.g.: alcohol–free beer), is to
be consumed in a public place at any time by any Company employee while wearing full or
partial uniform. At the discretion of the Flight Operations Manager, exemption from this
rule may be given on special occasions and when attending special functions.
Alcoholic beverages must not be served or consumed on the flight deck.
6.1.6 Narcotics, Drugs, Pharmaceutical Products & Preparations
Drugs of addiction and illegal drugs include a wide field ranging from narcotics (heroin,
morphine and codeine), tranquillisers, hallucinogens and so-called recreational drugs such
as marijuana, ‘crack’ and ‘ecstasy’. All have effects on the central nervous system and as
such they are not compatible with the control of an aircraft.
The consumption of narcotics is not allowed for crew members unless approved by the
Authorized Medical Examiner.
Crew members shall not undertake flying duties while under the influence of any drug that
may adversely affect performance. Crew member should know that many commonly used
drugs have side effects liable to impair judgement and interfere with performance. Ideally,
crew member should not fly on duty whilst taking any medication. When in doubt, pilots
should contact Authorized Medical Examiner to establish whether medication being taken
precludes flight duties or not.
CHAPTER 6 P: 6-5
Random testing for psychoactive substances may be performed during recurrent medical
examinations. Affected crew members will be informed on short notice by an Authorised
Medical Examiner if such test is to be conducted. Qualified medical personnel will carry out
the test and the results shall be kept confidential. In the event of a positive test result, the
employee shall be subject to disciplinary action (up to an including termination of
employment) in accordance with the company’s drug and alcohol abuse policy. Should a
crew member refuse to take the test, he will be assumed to be ‘positive’.
The following are some of the types of medication in common use which may impair
reactions. There are many others and when in doubt a crew member shall consult the
Authorized Medical Examiner.
6.1.6.1 Analgesics (Pain Killers)
With a lot of analgesics and anti-inflammatory agents, there is risk of gastric irritation or
haemorrhage. Ideally a doctor’s advice should be sought before using them. Stronger
analgesics available of the counter may contain controlled narcotic substances such as
codeine.
6.1.6.2 Antibiotics
The underlying condition for which antibiotics are being taken may prevent a pilot from
flying. However, most antibiotics are compatible with flying. Obviously, where any
hypersensitivity is feared, the suspect antibiotic must not be used. A pilot should have
previous experience of the antibiotic prescribed, or, alternatively, have a trial of it for a
minimum of 24 hours on the ground before using it during flight duties.
6.1.6.3 Anti-diarrhoea
As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may
cause sedation, blurring of vision, etc., great care must be exercised in their usage by
crew members. In most cases, grounding for a time may be necessary.
6.1.6.4 Antihistamines
All antihistamines can produce side effects such as sedation, fatigue and dryness of the
mouth. Quite commonly they are included in medication for treatment of the common cold,
hay fever and allergic rashes or reactions. Some nasal sprays and drops may also contain
antihistamines.
6.1.6.5 Anti-malarial
Most anti-malarial preparations used for prevention and taken in recommended dosage
are considered safe for flight duties. As with other medications, pilots should have previous
CHAPTER 6 P: 6-6
experience of the anti-malarial drug prescribed, or alternatively, have a trial of it for a

minimum of 24 hours on the ground before using it during flight duties.
6.1.6.6 Anti-hypertensive (Drugs for Treating Blood Pressure)
Certain therapeutic agents are compatible with flying activity. They should be prescribed
only by a doctor experienced in aviation medicine, and sufficient time must be allowed to
assess suitability and freedom from side effects before resuming flight duties.
6.1.6.7 Appetite Suppressants
These preparations can affect the central nervous system and should not be taken during
flight duties.
6.1.6.8 Hypnotics, Sedatives and other Sleep Inducing Medications
Use of hypnotics and other sleep inducing medications is not permitted. They may dull the
senses, cause confusion and slow reactions. Crew also need to be wary that certain sleep
inducing agents marketed as “herbal” (e.g. Velerian) may be poorly regulated and often
contain pharmaceutical products such as benzodiazepines.
6.1.6.9 Steroids
Use of steroids (cortisone, etc.) with few exceptions precludes crew member from flight
duties.
6.1.6.10 Tranquillizers, Antidepressants and Psychotic Drugs
All these types of drugs preclude crew member from flight duties because of the
underlying condition for which they are being used, as well as the possible side effects
resulting from them. Flight duties should not be resumed until treatment with these types of
drugs has been discontinued, and until the effects of the drugs have entirely worn off. This
can take several days in some instances.
6.1.6.11 Combining Alcohol and Medications
Alcohol combined with most types of medication is a most undesirable and dangerous
combination.
6.1.7 Immunisation
Vaccination shall be taken at least 24 hours before commencing flying duties. If there is a
strong reaction to the vaccination a doctor shall be consulted who determine the crew

CHAPTER 6 P: 6-7
member fitness for flight duty. All crew members are responsible for updating their
immunisation requirement at given time. All data concerning the period of validity of a
vaccination are given in the respective document (Vaccination Card). All crew members
shall present their vaccination certificates to the SSCA when required to do so.
6.1.8 Scuba Diving, Underwater and Dangerous Sports
Considering the effects of diving with self-contained underwater breathing apparatus

(scuba) on the human body, a crew member is advised not to undertake underwater sports
of any kind.
However, if any should be undertaken following time limitations shall be observed:

• When conducting deep diving to a depth exceeding 10 metres crew member shall
not fly within 48 hours of completing such diving activity;
• Crew member who have required treatment for decompression sickness must not
fly within 72 hours of recovery and only after clearance by an aviation or specialist
diving physician.
Above limitations do not apply to normal diving to shallow depths when not using
compressed air equipment.
Skiing or snowboarding is permitted whilst on layovers down route, provided it is carried

out on piste and does not include heli-skiing, ski jumping, ski racing or any other activities
with increased risk. It is the individual’s responsibility to ensure that they have adequate
insurance to cover evacuation, treatment, and repatriation and to satisfy themselves of the
adequacy of local emergency services and hospitals.
6.1.9 Blood Donation
Following a blood donation the volume of blood lost is made up in a matter of some hours
but the cellular content can take some weeks to return to the previous level. Crew member
should not volunteer as blood donors whilst actively flying. If, for any reason, they have
done so, they are to advise the Company immediately following each donation and shall
not undertake flying duties for at least 24 hours after they have given blood.
6.1.10 Meal Precautions
Cases of acute food poisoning in the air continue to occur sporadically and surveys of
incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders
pose by far the most common threat to flight safety.
No other illness can put a whole crew out of action so suddenly and so severely, thereby
immediately endangering a flight, as food poisoning.

CHAPTER 6 P: 6-8
Any food which has been kept in relatively high ambient temperatures for several hours
after preparation should be regarded with extreme suspicion. This applies particularly to
the cream or pastry, which is commonly part of a set aircraft meal. The re-heating process
usually used in aircraft for the main course of a meal rarely destroys food poisoning
organisms and the toxins they produce. These toxins are tasteless and cause no
unpleasant odours.
Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after
contaminated food is eaten, common sense rules should be observed as far as practicable
in respect of meals taken within six hours of a flight.
For any crew member, before and during flight it is essential to avoid eating easily
perishable foods as well as foods and drinks served cold. This is most important with milk
and cream products, mayonnaise, sauces, salads, meat pies and other meat products.
In order to eliminate, as far as possible, the risk of food poisoning, the Captain and First
Officer should not consume the same meals before or during a flight.
6.1.10.1 Symptoms and Treatment of Poisoning
The character and severity of the symptoms depend on the nature and dose of the toxin
and the resistance of the patient. Onset may be sudden. Malaise, anorexia, nausea,
vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varying degree of
prostration may be experienced. Bed rest with convenient access to bathroom, commode,
or bedpan is desirable. Severe cases should be hospitalised. Treatment is mostly
symptomatic and all cases should be seen by a doctor.
6.1.10.2 Meals during Flight – Policy
All crew members shall have regular meals while on duty. It is recommended that light
refreshments are taken between meals.
Flight crew should not eat the same meals.
When meals or refreshments are served to the flight deck only one operating crew
member should eat at a time.
Food and drinks must be carefully handled and should not be placed on or around the
controls.
Bottled water must be stowed in a secure position. All bottles are to be removed at the end
of each flight.
Drinks must not be passed over the centre pedestal.

CHAPTER 6 P: 6-9
Spillages over a vulnerable area must be recorded in the Aircraft Technical Log.
Alcoholic beverages must not be served or consumed on the flight deck.
6.1.10.3 Crew Meals
Flight duty should not be carried out on an empty stomach. During duty time crew
members should eat at regular intervals, one meal is recommended at least every 6 hours.
Every crew member is entitled to refreshments during duty time.
6.1.11 Sleep, Rest and Fatigue
Safety and reliability of flight operations requires that every crew member has adequately
rested before operating. The rest time granted to the crew is meant to enable recovery
from the fatigue of the flight. All activities contradictory to that purpose shall be refused.
A crew member shall not commence a flight duty or continue a flight duty after an
intermediate landing if he is aware that he is too fatigued or will be too fatigued before the
next landing.
The basic responsibility in fatigue management rests with the individual crew member who
should report for duty in a well rested state and in an emotionally fit state to perform his
expected duty. This includes attention to such factors as sleep, personal fitness and
health, life style and activities prior to flight. Due allowance for any adverse effects of these
factors should be taken into account to ensure that fatigue which would be significantly
affect operating performance is not encountered. In the case of chronic fatigue crew
member must seek the medical advice.
6.1.11.1 Symptoms of Fatigue
Physical Symptoms: yawning, heavy eyelids, eye-rubbing, head dropping, inappropriate or

unintentional dozing;
Mental Symptoms: difficulty concentrating on the current work task, lapses in attention,
difficulty remembering what you are meant to be doing, failure to communicate important
information to a colleague, failure to anticipate events or actions, unintentionally doing the
wrong thing (errors of commission), unintentionally failing to do the right thing (errors of
omission);
Emotional Symptoms: more quiet or withdrawn than normal, lethargic or lacking in energy,
lacking in motivation to do the task well, irritable or bad tempered with colleagues, family
or friends.

CHAPTER 6 P: 6-10
6.1.12 Surgical Operations
Authorized Medical Examiner advice shall be sought prior to returning to flying duties
following any surgical operation.
6.1.13 Eye Protection
The crew members should protect their eyes in bright sunshine by wearing sun-glasses. In
flight the lighting in the cockpit should be regulated during dark.
6.1.13.1 Vision Correction
All flight crew members who are required by the Authorized Medical Examiner to wear
corrective lenses in order to satisfy visual requirements laid down for granting of licences,
are required to carry a spare pair of spectacles with them on all occasions whilst operating
their licence.
Spectacles, either corrective or anti-glare, when worn by flight crew during flight should be
of a type of frame that allows maximum peripheral vision. The examination for the
prescription of a spectacle correction should ideally be carried out by an examiner with
some understanding of the problems of vision in aviation.
6.1.13.2 Near Vision Correction
Where the only correction necessary is for reading, pilots should never use full lens
spectacles while flying because the pilot's task requires frequent changes from near to
distant vision and the latter is blurred by reading glasses. Half moon spectacles or lower
segment lenses with a neutral upper segment should be used in these circumstances.
6.1.13.3 Near and Distant Vision Correction
Where correction for both near and distant vision is required, bifocal lenses are essential
and pilots should discuss with their medical examiner the shape and size most suitable for
each segment. Where triple correction is necessary for reading the instrument panel range
and distant vision, then specialist advice is required.
6.1.13.4 Refractive Eye Surgery
Crew members undergoing refractive eye surgery shall report the fact in advance to an
Authorized Medical Examiner. The crew member shall be declared unfit for flying duties as
follows:
• For flight crew members, the minimum unfit period after refractive eye surgery shall
be 12 weeks;

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• For cabin crew members, the minimum unfit period after refractive eye surgery shall
be 2 weeks.
Each case shall be reviewed by an experienced ophthalmologist acceptable to the SSCA.

This report shall be submitted to an Authorised Medical Examiner for clearance to return to
fit status.
6.1.14 Humidity
The relative humidity of cabin air is much lower in-flight than that to which humans are
accustomed. Coffee, especially black coffee being a diuretic (kidney stimulant) can
exacerbate the effects of reduced humidity. Symptoms resulting from low humidity are
dryness of the nose, mouth and throat and general tiredness. To avoid this it is advisable
to increase water intake.
6.1.15 Diurnal Rhythm
It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means that
our chemical, psychological and physiological activities are high during our normal waking
hours, and are low during our normal sleeping hours. They reach the lowest point at about
3 to 5 in the morning. When we fly across time zones, i.e. either East to West or West to
East, we may interrupt our diurnal cycle. To minimise the tiring effects of interruption to our
day-night biological cycle we should when away from home adhere as much as possible to
home time for sleeping, eating and bowel function (if on short layover), and take adequate
rest before flight.
6.1.16 Pregnancy
A crew member who becomes pregnant must immediately, upon becoming aware of such
pregnancy, notify that fact to her management (Chief Pilot or Chief Cabin Crew).
Certification of ‘unfitness to fly’ shall be in writing from the attending physician and shall
indicate the expected date of delivery. Upon receipt of such a notice, the crew member will
be removed from flying duties.
6.1.17 Ageing Policy
A crew member who has attained the age of 65 years shall not act as a flight crew
member on company aeroplanes.
When operating flight crew member is older than 60 years, any other member of the same
flight crew must be younger than 60 years. Chief Pilot is responsible for updating flight
crew pairing lists accordingly.

CHAPTER 6 P: 6-12
6.1.18 Unfit to Fly Procedure
In certain cases a crew member may (and should) declare himself as unfit to perform
applicable crew duties and responsibilities. Some examples of such cases are:
• Acute excessive fatigue;
• Sudden nausea or other severe unfavourable physical symptoms;
• Anxiety attacks or other severe unfavourable psychological, mental and/or
emotional symptoms, etc.
After declaring himself unfit to fly, crew member shall explain his case to the applicable
superior manager (Chief Pilot, Chief Cabin Crew). Applicable superior manager shall keep
the record of unfit to fly events.
Where the superior manager has reasonable doubt about continuing fitness of a crew
member, he shall request a crew member to submit himself to unscheduled examination
by the Authorized Medical Examiner/medical practitioner acceptable to the SSCA. In such
a case a crew member shall provide written statement by Authorized Medical Examiner
that conditions causing temporary unfitness to fly are no longer applicable, before acting
as a crew member onboard of Company aeroplane.
6.1.19 Ear Protection
Flight personnel are encouraged to use suitable earplugs in noisy environment (i.e. when
performing exterior walkaround).
6.1.20 Sterilised Cleaning Wipes
Flight crew should use the sterilised wipes provided by the Company to clean their
headsets before wearing them. These wipes can be used to clean some commonly used
controls in the flight deck to reduce the risk of contamination. However, these wipes are
not suitable for cleaning navigation displays. Specialised screen cleaning wipes must be
used for this purpose.

CHAPTER 6 P: 6-13
6.2 COSMIC RADIATION
High altitude flying entails exposure to cosmic radiation.
The amount, or intensity, of cosmic radiation depends on altitude and latitude, as well as
the stage of the solar cycle. The Earth's atmosphere provides considerable protection from
cosmic radiation. At commercial aircraft altitudes the protective layer of the Earth's
atmosphere is much thinner than it is on the ground and the intensity of cosmic radiation is
approximately 100 times greater at these altitudes than it is on the ground. The Earth's
magnetic field can deflect some of the cosmic radiation away from the Earth. The shielding
ability of the magnetic field is most effective over the equator and least effective over the
poles. The intensity of cosmic radiation at aircraft altitudes around the equator is about
three times less than at the poles.
Cosmic radiation is measured in units called Sieverts (Sv). Unit 1 Sv is a rather large unit
and doses of cosmic radiation are so low that are usually quoted in microsieverts (μSv) -
millionth of a Sievert or milisieverts (mSv) - thousandth of a Sievert (1Sv = 1.000 mSv =
1.000.000 μSv).
In-flight exposure depends mainly on the route and altitude. The maximum acceptable
annual exposure to cosmic radiation, for crew, is considered to be 6 mSv (milli-Sievert).
The Company shall take the following measures for crew members who might be subject
to cosmic radiation exposure of more than 1 mSv per year:
• To assess the exposure of the crew concerned;
• To take into account the assessed exposure when organizing working schedules
with a view to reducing the doses of highly exposed crew;
• To inform the workers concerned of the health risks their work involves;
• To ensure that the working schedules for female crew members, once they have
notified that they are pregnant, keep the equivalent dose to the foetus as low as can
reasonably be achieved and in any case ensure that the dose does not exceed 1
mSv for the remainder of the pregnancy;
• To ensure that individual records are kept for those crew members who are liable to
high in-flight exposure - these exposures are to be notified to the individual on an
annual basis, and also upon leaving the Company.
Where in-flight exposure of crew members to cosmic radiation is likely to exceed 1 mSv
per year, the Company shall arrange working schedules, where practicable, to keep
exposure below 6 mSv per year. Suitable highest point of the cosmic radiation for flight
crew should be 4 mSv. The annual dose of radiation in any case must not exceed 6 mSv.
For flights below 15 km the estimates of annual dose may be carried out using an
appropriate computer program and/or internationally agreed information. Crew members
who are likely to be exposed to more than 6 mSv per year are considered highly exposed
and individual records of exposure to cosmic radiation should be kept for each crew

CHAPTER 6 P: 6-14
member concerned. Records for individuals exposed to more than 6 mSv per year must be
kept for a minimum of 30 years from the last annual exposure of more than 6 mSv (even if
the individual concerned is deceased) or until the individual is 75 years of age, whichever
is the longer period of time.
6.2.1 Assessment of Cosmic Radiation
Assessment of exposure level can be made by using the values from the table below, or
other method acceptable to the SSCA – refer also to computer program developed at the
FAA’s Civil Aeromedical Institute (CARI) and calculations at
http://jag.cami.jccbi.gov/cariprofile.asp
Doses from cosmic radiation vary greatly with altitude and also with latitude and with the
phase of the solar cycle. Table below gives an estimate of the number of flying hours at
various altitudes in which a dose of 1 mSv would be accumulated for flights at 60°N and at
the equator. Cosmic radiation dose rates change reasonably slowly with time at altitudes
used by conventional jet aircraft (i.e. up to about 49000 ft/15 km. Note: JC Airlines does
not operate aircraft capable of flying at 49000 ft/15 km). Table can be used to identify
circumstances in which it is unlikely that an annual dosage level of 1 mSv would be
exceeded. If flights are limited to heights of less than 27000 ft, it is unlikely that annual
doses will exceed 1 mSv. No further controls are necessary for crew members whose
annual dose can be shown to be less than 1 mSv.
Altitude (feet) Hours at latitude 60°N Hours at equator

27.000 630 1330
30.000 440 980
33.000 320 750
36.000 250 600
39.000 200 490
Hours exposure for effective dose of 1 miliSievert (mSv).
Note: This table is based on the CARI-6 computer program. The uncertainty on these
estimates is about ± 20%. A conservative conversion factor of 0.8 has been used
to convert ambient dose equivalent to effective dose.
Calculations have been made using FAA computer program on hypothetic worst case
scenario of exposure to cosmic radiation of JC Airlines crews based on following
assumptions:
• Crew members would only fly route VDPP – RKSI – VDPP (one of the longest
possible routes flown from Phnom Penh);
• Number of flights (176) is calculated on maximum yearly allowed block time (1000
hours) divided by average block time (05:40 hours block time per sector on yearly
basis) for this route;
CHAPTER 6 P: 6-15
• Vertical profile of VDPP – RKSI sector assumes cruising level FL370, 25 minutes
climb to reach cruising level, 290 minutes cruise at FL 370 and 25 minutes descent;
• Vertical profile of RKSI – VDPP sector assumes cruising level FL360, 25 minutes
climb to reach cruising level, 290 minutes cruise at FL 360 and 25 minutes descent.
Route Average route dose (mSv) Number of flights Accumulated dose (mSv)
VDPP - RKSI 0.01330 88 1.1704
RKSI - VDPP 0.01259 88 1.1079
Total per year 2.2783
The results show maximum hypothetical exposure of 2.2783 mSv per calendar year, which
is well below the upper limit of 6 mSv per year. However because flight time limitations and
rest requirements have not been taken into account, and because cruising levels
realistically flown are usually lower, this value would be even lower. For comparison, flying
on route VDSR – RCTP and RCTP – VDSR (total block time 03:20 hours per flight), where
flight time at cruise level FL 370 (and FL 380) would be 02:30 hours per flight, to reach
maximum 1000 block hours per year, without using flight time limitations and rest
requirements, the maximum accumulated yearly dose would be 2,064 mSv, gained on 300
flights per year. Hence it has been proved that crews will not reach value of 6 mSv per
year while flying in JC Airlines and the values received are considered negligible for the
normal adult. However, as a matter of precaution, female crew members should disclose
any pregnancy to the Company in order to limit possible exposure to the foetus.
6.2.2 Impact of Radiations on Health
When ionising radiation passes through the body, and energy is transmitted to the tissues,
which affects atoms within individual cells and result in a variety of health effects such as
development of cancer, genetic risk and risk to the health of the foetus (unborn child).
• Development of cancer is that a cell may be altered as a result of being irradiated
and subsequently become cancerous. The likelihood of this happening will depend
on the dose received. It has been calculated that an accumulated dose of 5 mSv
per year for 20 years increases the risk of developing cancer by 0.4%. Compared
with all the other risks encountered during working life, this is very low.
• Genetic risk is that risk which may be present because one or both parents were
exposed to radiation before the child was conceived, the effects of which may be
passed onto future generations.
• With regard to pregnancy, risk to the health of the foetus may occur as a result of
exposure to radiation between conception and birth. The risk of harm depends on
the stage of development at the time of exposure as well as the amount of radiation.
Therefore, radiation exposure should be kept to a level as low as reasonably
achievable.

CHAPTER 6 P: 6-16
6.3 TROPICAL MEDICINE

6.3.1 Tropical Climate
In the tropical regions two types of climate can be expected; these are:
• Dry desert climate with very high day temperatures and very cold nights;
• Hot, humid climate with high temperatures and humidity around 90% during the day
and at night.
The hot and humid conditions can be extremely tiring and tend to reduce working intensity.
If one perspires a lot, the intake of liquid and salt should be increased. It is important to
protect oneself from ultraviolet radiation of the sun. This radiation can cause sunburn or
snow blindness.
To protect oneself against ultraviolet radiation, it is best to limit sunbathing to short periods
and to use sun block, lotions and reliable sunglasses. Intake of alcohol should be
restricted as it may add to dehydration. Taking rest during midday is recommended.
6.3.2 Hygiene
Particular care should be taken regarding hygiene in tropical regions.

• Drinking Water: Supply of pure drinking water is the exception in tropical and sub-
tropical areas. Water from the tap must be regarded as infected, even when it is
merely used for brushing the teeth. As a guiding principle, do not drink any water
that is not purified by boiling or by chemical disinfecting (chlorinating). The common
infections acquired through contaminated water are typhoid fever, paratyphoid
fever, and dysentery.
• Milk: Unboiled milk can be a source of infection.
• Recommended drinks: Boiled drinks and beverages in bottles. Make sure the
bottles are opened in your presence.
• Ice: Ice is very often contaminated. Do not use ice in your drink.
• Fruit: Avoid eating raw fruit without peel. Only eat fruit that can be peeled. Safe
types of fruit include oranges, bananas, mangoes, pineapples… etc., and always
wash fruit before peeling. Wash grapes before eating.
• Salads and Raw Vegetables: Eating salads or raw vegetables increases the risk of
worm infestation or of contracting amoebic dysentery if not thoroughly cleaned.
• Meats: Eat only fresh meat that has been freshly cooked. Avoid raw or cold meats.
• Fish: Eat only freshly cooked fish. Avoid shellfish (especially oysters).
• Bathing: Use only purified pools or open sea. Fungal diseases are common in hot
humid climates. When bathing, it is advisable to plug your ears with cotton wool to
prevent fungal infection of ear canal. Also wear shoes at poolside to avoid fungal
infection of feet.

CHAPTER 6 P: 6-17
6.3.3 Tropical Diseases
Tropical diseases are not confined entirely to the tropics but can occur almost anywhere.
However their incidence and frequency are influenced by local factors. Tropical diseases
are mainly transmitted through insect stings or bites, through healthy skin by other
parasites, through food and drink, from the ground or person to person.
The following insects most commonly transmit diseases in tropical climates:

• Mosquitoes: transmit Malaria, Yellow Fever, Dengue Fever and Sandfly Fever;
• Tsetse Fly (Central Africa): transmit Sleeping Sickness;
• Lice: transmit Typhus, Relapsing Fever, Spotted Fever;
• Rat Fleas: transmit Plague.
Protective measures against insects

Sleeping quarters should be free of insects. Use mosquito nets over beds. Nets should be
taut and should not come in contact with body. Protect the skin by using an insect
repellent.
Diseases than are contracted through the skin:

• Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from such
snails into the water and on contact with the skin into the human body.
• Weil's Disease: The germs of this disease are excreted in rat's urine. They can
penetrate the skin of bathers.
• Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters,
in shallow rivers and lakes, hardly ever in seawater.
Protective measures to avoid contagion through the skin:

Avoid inland water. Bathe only in pools with purified water or in the sea. Use cotton wool
earplugs. Wear slippers when walking around the pool.
6.3.4 Main Tropical Diseases

6.3.4.1 Amoebiasis (Amoebic Dysentery)
Causative Parasite: Amoebiasis is due to the ingestion of a unicellular parasite, the

Entamoeba Histolytic. This mainly affects the intestinal tract.
Distribution: Although most prevalent as an endemic disease of tropical and sub-tropical

countries, unhygienic disposal of excreta and primitive methods of water purification may
result in its introduction into temperate zones.

CHAPTER 6 P: 6-18
Source of Infection: Water polluted by infected faeces is the commonest source of

infection, hence the prophylactic importance of safe drinking water. Other sources of
infection are, foods grown on soils manured by infected excreta, flies and infected food
handlers.
Clinical features: Clinically the disease is characterised by an insidious onset, frequent

febrile relapses and a tendency to chronicity. Diarrhoea is the outstanding symptom, but it
may be absent. There is abdominal pain with blood and mucus in the stools.
Complications:
• Inflammation of the liver.
• Liver abscesses.
• Inflammation of the gall bladder and bile ducts.
Treatment: Consists of rest, diet and a course of therapy, which varies with the type of
case.
Prophylaxis: No vaccination or inoculation is available, nor is there any chemical

prophylaxis such as is used to prevent Malaria. General measures of hygiene should be
observed.
6.3.4.2 Malaria
Transmission: Infection takes place through the bite of an infected anopheles mosquito
and transmission of the parasite into the human blood stream.
Geographical Distribution: Variable.
Incubation period: The incubation period usually ranges from 10 to 35 days.
Morbidity: Malaria causes several million deaths each year.
Symptoms: An acute, sometimes chronic, often recurrent, febrile disease characterised by

periodic paroxysms of chills followed by high fever and sweating due to the presence of
parasites in blood. The early stage of the illness can very easily be confused with many
other infectious diseases, the more so if this occurs after return to a temperate region
where your doctor may not think immediately of the possibility of Malaria.
Prophylaxis: Preventive measures include use of insect repellent sprays to protect skin,
screens on doors and windows, mosquito netting in bedrooms, sufficient clothing to cover
as much as the skin surface as possible against mosquito bites (this is important after
sundown). It is not possible to produce permanent immunity either chemically or by the
use of vaccines. Therefore, chemical prophylactic drugs are only effective as long as they
are taken regularly.

CHAPTER 6 P: 6-19
Treatment: Under medical supervision. Malaria can be fatal if treatment is delayed.

Therefore after having been in a malarial area, if you feel unwell or have an unusual
temperature within four weeks of leaving the area, visit your doctor.
6.3.4.3 Typhoid and Paratyphoid Fevers
Definition: They are ingestion diseases characterised by high fever and intestinal
symptoms.
Transmission: Typhoid fever is conveyed through water contaminated by sewage, through

food grown in or gathered from water (e.g. shellfish and watercress) and through cooking
utensils washed in such water. Paratyphoid fever is rarely transmitted through water, and
few epidemics have been recorded. The disease is usually transmitted in food
contaminated by carriers.
Incubation Time: From 7 to 21 days.
Geographical Incidence: The disease is likely to occur wherever the water supply is
impure. Generally speaking the less satisfactory the sanitation, more prevalent is enteric
fever. However, with use of adequate drugs, cases of death are now rare.
Symptoms: Vague symptoms of illness tending to increase in severity throughout the first
week. Lassitude, frontal headache, general aches and pains, disturbed sleep, anorexia
and thirst, abdominal discomfort, temperature rising to 40°C, diarrhoea with or without
bleeding.
Precautions: Strict hygiene of food and drink.
Prophylaxis: Vaccination. The vaccination is not an international requirement for entry into
any country. Vaccination is strongly recommended when travelling to regions of poor
general hygiene.
6.3.4.4 Cholera
Geographical distribution: Outbreaks of the disease usually are explosive and limited.
Cholera is endemic in many areas of Asia.
Transmission: Cholera is spread by the ingestion of water and foods contaminated by the
excrement of patients.
Incubation period: Short, usually 1 to 6 days.
Symptoms: Sudden onset. Initial symptoms are nausea, vomiting and diarrhoea, with
variable degrees of fever and abdominal pain. If diarrhoea is severe the resultant
dehydration may lead to intense thirst, muscle cramps and weakness.
CHAPTER 6 P: 6-20
Prognosis: In many cases the outlook depends largely on early and adequate therapy.
Prophylaxis: Strict measures of hygiene (food and drink) should be observed. In many
countries cholera has been controlled by the purification of water supply and proper
disposal of human excreta.
6.3.4.5 Dysentery
Definition: An acute infection of the bowel, characterised by frequent passage of blood and
mucus diarrhoea accompanied by abdominal cramps, malaise and fever.
Incidence: Incidence is world-wide, but it is particularly common in hot climates.
Source of Infection: The source of infection is the excreta of infected individuals.

Organisms are spread from individual to individual by the direct faecal-oral route. Indirect
spread by contaminated food and inanimate objects is common, but water borne disease
is rare. Flies serve as carriers. Epidemics occur most frequently in overcrowded
populations with inadequate sanitation. It is particularly common in younger children living
in endemic areas, whereas adults of these regions are relatively resistant to infection and
usually have less severe disease.
Incubation period: Very short, some hours to a few days.
Symptoms: Depend on severity. May have painful colicky diarrhoea. Raised temperature
and vomiting may occur. The disease usually shows great individual variation.
Prophylaxis: There is no effective inoculation. Strict measures of hygiene (food and drink)
should be observed.
Treatment: There are many effective medicines available for disinfection of the
gastrointestinal tract. It is advised to consult a doctor.
6.3.4.6 Yellow Fever
Definition: An acute infectious virus disease occurring in tropical and sub-tropical zones.
Geographical Distribution: Particularly in tropical Africa and South and Central America.
Unknown in Asia.
Incubation Period: 3 to 6 days.
Causative Organism: The virus that causes the disease is transmitted by the bite of a
female mosquito, which previously has become infected through feeding on the blood of a
patient during the early stages of an attack.

CHAPTER 6 P: 6-21
Symptoms: Characterised by sudden onset, fever with relatively slow pulse, the face is
flushed, eyes infected, gums congested, tongue red and pointed. Vomiting and
constipation are common. Jaundice appears after the third day.
Prophylaxis: Effective 10 days after vaccination and the immunity last for about 10 years.
6.3.4.7 Hepatitis A
Incidence: Hepatitis A is a common infection among travellers. The risk of contracting this
viral infection is high wherever the water supply is impure and sanitation is not satisfactory
(mainly outside western and northern Europe, USA, Canada, Australia and New Zealand).
Transmission: Hepatitis A may be acquired from food or water which has been
contaminated by faeces or from direct contact with infected individuals. Person-to-person
transmission is particularly common among children and between sexual partners.
Symptoms: Hepatitis A, formerly called infectious hepatitis, is rarely fatal, although most
infected adults become quite ill, and many are unable to work for several weeks or
months. Typical symptoms include malaise, fever, loss of appetite, gastrointestinal
problems and jaundice and will appear 15 to 55 days after infection.
Prophylaxis: Travellers from industrialised countries are likely to be most susceptible to

infection with Hepatitis A virus and should be vaccinated against before travelling to
endemic areas.
6.3.4.8 Hepatitis B
Incidence / Prevalence: This infection is worldwide. It is prevalent in men who have sex
with men and intravenous drug users, but the greatest number of cases result from
heterosexual transmission. Persons with chronic Hepatitis B are at substantial risk of
cirrhosis and hepatocellular carcinoma particularly when acquired early in life (up to 25 -
40%).
Transmission: HBV is usually transmitted by inoculation of infected blood or blood

products or by sexual contact and is present in saliva, semen or vaginal secretion. Positive
mother may transmit HBV during delivery.
Symptoms: About 30% of person has no signs or symptoms. Signs or symptoms include
jaundice, fatigue, abdominal pain, loss of appetite, nausea, vomiting and joint pain.
Prophylaxis / Prevention: Hepatitis B vaccine is the best protection. Do not share personal
care items that might have blood on them (razors, toothbrushes … etc.). Practice safe sex.
Consider the risk if you are getting a tattoo or body piercing. Do not donate blood, organs
or tissue if you are Hepatitis B positive.

CHAPTER 6 P: 6-22
6.3.5 Disinsection of Aeroplane
In certain countries disinsection of the aeroplane cabin is required and must be carried out
– refer to OM Part C, Airport Briefings. Aircraft disinsection is the use of insecticide on
international flights and in other closed spaces for insect and disease control. The
standard reference aerosol used for the disinsection does not present a health hazard to
humans if inhaled for short period. Protective clothing for the hands and face is not
necessary. Spraying must not be carried out while meals are being served. The best time
for disinsection is 30 minutes before landing, provided this does not conflict with the
requirements laid out of the respective country. The can(s) should be sprayed near the
floor under the seats and/or into the overhead bins.

CHAPTER 6 P: 6-23
6.4 IN-FLIGHT MEDICAL EMERGENCIES AND ILLNESS

6.4.1 General
When a passenger or crew becomes acutely ill and apprehension exists about the
passenger’s ability to survive the flight, diversion to the nearest appropriate facility must be
considered. The Commander should bear in mind that his cabin crew has all been suitably
trained in first-aid, and accept their advice accordingly. In an attempt to limit the number of
diversions to those that are essential, an effort should be made to obtain some medical
opinion on the necessity to divert.
All cabin crew members are required to know the location and use of contents of all first
aid kits and equipment onboard, including any drugs carried. Cabin crew are not expected
or required to act beyond the limits of trained competence. When voluntary professional
assistance is sought from passengers, all reasonable measures must be taken to identify
the professional status of the volunteer. In all inflight medical incidents seek for a doctor /
nurse or similarly qualified person via public address system and advise them of the
Emergency Medical Kit and its contents. Having acquired professional assistance the
overall responsibility for managing the situation remains with the aircraft crew. With or
without professional advice one of these decisions will be required:
1) The situation is satisfactorily resolved.
2) The situation is containable with the facilities available but further professional
assistance will be required after the scheduled landing.
3) Further professional assistance is urgently required and an unscheduled landing is
necessary.
It is the cabin crew’s responsibility to keep the Commander informed at all times. His
decision will rest on the information available, as well as other operational factors and the
ultimate authority and responsibility is his.
6.4.2 Medical Conditions that may require an Unscheduled Landing
The items listed below are only for reference; they are not the only conditions that may
require an unscheduled landing:
• Stoppage of breathing and pulse;
• Unconsciousness;
• Severe shock;
• Uncontrollable bleeding;
• Internal bleeding;
• Heart attack;
• Prolonged or recurrent epileptic fits;
• Complications with emergency childbirth.

CHAPTER 6 P: 6-24
6.4.3 Cabin Crew Actions
Cabin crew shall follow instructions as set out in Cabin Crew Manual (CCM).
6.4.4 Flight Crew Actions
First Actions
Upon first notification of the medical situation, the flight crew shall:
• Note the time and the information passed from the cabin crew on the OFP;
• Assess the current situation against the guidelines below and if the warranted, plan
a diversion to a suitable airport;
• Direct the CIC to assign a cabin crew member to act as a liaison between the
involved cabin crew and the flight crew.
Continuing Actions
As the situation develops, flight crew shall:

• Continuously assess the situation against the guidelines below and if warranted,
initiate a diversion to a suitable airport;
• Determine, with the cabin crew, whether medical assistance is required at
destination;
• Record all updated information on the OFP.
Landing Preparations
If an unscheduled landing or medical assistance at destination is required, liaise with cabin

crew to determine:
1) Patient information (sex, age, any known medical history, symptoms);
2) If professional medical assistance has been given;
3) The current status of the patient;
4) Any treatment given so far;
5) The location of the patient on the aircraft and the exits to be used to disembark the
patient;
6) Whether the patient is mobile or if a stretcher or other assistance to disembark will
be required.
Approaching the Airport
• Declare medical urgency (PAN PAN);

• Pass all of the information gathered as above;

CHAPTER 6 P: 6-25
• Determine, with ATC, parking areas and any other special ground handling
requirements.
Inform passengers about the situation and ask not to interfere with the disposition of the
medical case.
6.4.5 Infectious Disease
From time to time the situation arises whereby the crew attention is drawn to the fact that
one of the passengers has an infectious disease. On many occasions this passenger is a
small child covered in spots that may well be any of the common childhood illnesses such
as measles, chicken pox or rubella.
When making the decision as to whether or not one should carry this passenger the
following points should be taken into consideration:
• With many of the infectious illnesses, by the time the rash has appeared the actual
infective period may be over. This means of course that the people who are
suffering from an infectious illness such as chicken pox are in fact at their most
infectious stage when they have no visible signs of the illness and are mixing with
the general population.
• Many simple viral infections, which are not particularly infectious, cause spots and
rashes that in many ways are similar to the commonly known infectious illnesses. It
is often medically impossible to determine whether the rash is in fact that from a
common infectious illness or that from a simple viral infection.
• Infectious diseases are spread by droplet infection and the infected individual has to
actually cough or sneeze into the face of a non immune individual for there to be
any possibility of infection. If a child or individual is thought to be infectious,
adequate precautions can be taken by sitting the child between parents, preferably
at a bulkhead seat, and telling the parents not to let the child move around the
aircraft unnecessarily. If the infectious individual is boarded first, and remains in
their seat, it makes it virtually impossible for cross transmission of infection to occur.
• Common infectious diseases such as mentioned above are endemic in the
population and consequently most of the population have immunity to this illness
and will not be able to transfer the illness through themselves to a third party.
• The infectious illnesses which Health Authorities are most likely to be interested in
are those which relate to gastro enteritis type illnesses (i.e. generally associated
with vomiting and diarrhoea and hepatitis), and these are rarely associated with a
skin rash. These people should be treated as infectious in the same manner as
those above, and preferably sat beside friends or relatives and requested not to
move around the aircraft unless absolutely necessary.
If cabin crew aboard aircraft suspect that a passenger is running a temperature or may
have an infectious illness or be suffering from food poisoning, they must inform the

CHAPTER 6 P: 6-26
Commander. He will relay this information to Handling Agents or ATC (as appropriate),
giving details of the case and asking them to alert the Airport Health Control Officials.
This should be done as soon as possible on Handling or ATC R/T frequency or by relay, in
order to give Health Authorities maximum warning period so that arrangements can be
made for qualified personnel to meet the aircraft as it arrives on stand. International
aviation facilitates the transmission and spread of infectious disease and increasing
incidence of confirmed cases arriving from overseas makes this action particularly
important.
As soon as the Commander becomes aware that he has a passenger on board, suffering
from a suspected communicable disease, the Commander should report this to the air
traffic services unit with which he is currently communicating, with a request that a
message be forwarded to the destination aerodrome control tower. The message should
include the aircraft’s call-sign, departure aerodrome, destination aerodrome, estimated
time of arrival, number of persons affected, number of persons on board, nature of the
public health risk, if known and the words “communicable disease”. For example:
“(ATS unit), (Call sign) REQUEST THE FOLLOWING INFORMATION BE FORWARDED
AS SOON AS POSSIBLE TO (destination aerodrome) TOWER. ADVISE READY TO
COPY”
“(Call sign), ADVISE (departure aerodrome) TOWER THAT (call-sign) DEPARTURE
AERODROME (departure aerodrome) ESTIMATING (destination aerodrome) AT (time)
PERSONS ON BOARD (number) REPORTING (number) CASE(S) OF COMMUNICABLE
DISEASE ON BOARD”.
To help with the transmission of the requested information, the following form, available on
the flight deck, should be used:

CHAPTER 6 P: 6-27
6.5 LASER BEAM ILLUMINATION

6.5.1 General
Laser is an acronym for light amplification by stimulated emission of radiation; this

technique can produce a beam of light of such intensity that permanent damage to human
tissue, in particular the retina of the eye, can be caused instantaneously, even at distances
of over 10 km.
6.5.2 Pre-flight Preventive Measures
In order to minimize possibility to enter area with known laser activity and/or to avoid
exposure to laser emissions flight crew should:
• Consult NOTAMs for location and operating times of laser activities and alternate
routes should be considered;
• Consult aeronautical sources for permanent laser activities (theme parks, research
facilities).
6.5.3 In-flight Procedures prior to Entering Airspace with Observed Laser

Targeting Activity
• All exterior lights (Commander's discretion) should be temporarily turned OFF and
kept OFF until established on short final;
• Autopilot should be engaged;
• Pilot flying should stay on instruments to minimize the effects of a possible
illumination;
• Dome lights should be turned ON;
• Sun shades on side windows shall be deployed.
6.5.4 In-flight Procedures during and after Laser Beam Illumination of the
Cockpit
If a pilot is exposed to a bright light suspected to be a laser beam, the following steps are
recommended to reduce the risk unless the specific action would compromise flight safety:
• Look away from the light source;
• Shield eyes from the light source;
• Transfer control of the aircraft to another pilot;
• Declare visual condition to other pilot;
• Switch over to instrument flight;
• Engage autopilot immediately;
• If possible manoeuvre or position the aircraft such that the laser beam no longer
illuminates the flight deck;

CHAPTER 6 P: 6-28
• Assess visual function, e.g. by reading instruments or approach charts;

• Avoid rubbing eyes;
• Notify ATC of a suspected in-flight laser beam illumination;
• If necessary, declare an emergency.
6.5.5 Medical Examination following Suspected Laser Beam Illumination
A basic ocular examination should be performed on any person suspected of having been
directly exposed to a laser beam to verify that no permanent damage has occurred and to
confirm normal ocular health. Commander of the flight that was exposed to Laser Beam
Illumination should file Journey Log Report in addition to Air Safety Report (ASR) to enable
crew identification and their scheduling to medical examination. If laser beam did not
directly affect some of flight crew members, these crew members may refuse medical
examination using written statement in ASR.

CHAPTER 6 P: 6-29
6.6 FATIGUE RISK MANAGEMENT SYSTEM
Reserved.

CHAPTER 6 P: 6-30
Intentionally Blank

CHAPTER 7 P: 7-1
FLIGHT TIME LIMITATIONS Rev. 00, 10 JAN 2017
7 FLIGHT TIME LIMITATIONS
7.1 GENERAL
JC Cambodia International Airlines (JC Airlines) has established flight and duty time
limitations and a rest scheme for all crew members in accordance with the provisions of
this Chapter and any additional provisions that are applied by the SSCA for the purpose of
maintaining safety.
The prime objective of JC Airlines’ scheme of flight time limitations is to ensure that crew
members are adequately rested at the beginning of each flight duty period. Therefore inter-
related planning constraints on individual duty and rest periods, the length of cycles of duty
and the associated periods of time-off, and cumulative duty hours within specific periods
are taken into account. Flights are planned to be completed within the allowable flight duty
period taking into account the time necessary for pre-flight duties, the flight and turn-
around times.
Duty rosters will be prepared and published sufficiently in advance by the Crew Planning
to provide the opportunity for crew members to plan adequate rest.
Flight duty periods as planned in duty rosters shall enable crew members to remain
sufficiently free from fatigue so they can operate to a satisfactory level of safety under all
circumstances.
Efforts are made to prepare crew monthly roster equally. However in case of any change
on the flight schedule roster due to operational requirements, Crew Planning will
endeavour to even-up each crew’s roster according to their availability and general roster
feasibility.
Duties must be scheduled within the limits of the flight time, flight duty period, duty period
and rest period limitations scheme. To allow for unforeseeable delays the aircraft
Commander may, within prescribed conditions, use his discretion to exceed the limits on
the day. Nevertheless, flight schedules must be realistic and the planning of duties must
be designed to avoid, as far as possible, overruns of flight duty limits.
It is recognized that the nature of the Company business is such that the operational crew
roster may be subject to alteration which could require the change of a crew member's
assigned duties. When possible an early notification of any material change will be given,
except that such notification may be reduced to avoid disturbance to the crew member's
sleep.
General considerations in the sensible planning of duties should take the following needs
into account:
• The need to construct consecutive work patterns which will avoid as far as possible
such undesirable rostering practices as alternating day/night duties and the
CHAPTER 7 P: 7-2
positioning of crews in a manner likely to result in a serious disruption of established

sleep/work patterns;
• The need, particularly where flights are carried out on a programmed basis, to allow
a reasonable period for the pre-flight notification of duty to crews, other than those
on standby;
• The need to plan time-off and also to ensure that crews are notified of their
allocation well in advance.
Flight dispatcher on duty shall, upon the return of the filled/written crew Journey Log to the
Operations Control Centre, check the crew flight duty and duty periods, ensuring that
allowed flight duty limitations have not been exceeded and that the crews’ will have
enough rest before their next planned activities. Flight time totals from written crew
Journey Logs shall be expeditiously transmitted to the Crew Planning office, so that weekly
and monthly totals, where required, may be promptly updated.
When flying any aircraft outside the Company, the flight crew member will submit a record
of duty and flight times acquired whilst flying on these aircraft prior each flight duty in the
Company. These records will be inserted in the flight crew member’s duty and flight period
database and will be checked by the Crew Planning to avoid Flight Time Limitation
exceedances.
Whenever flying aircraft outside the Company, each flight crew member is responsible to
ensure that his actions will not have impact on the flight crew’s ability to perform his duties
in the Company.

CHAPTER 7 P: 7-3
7.2 RESPONSIBILITIES
7.2.1 Responsibility of the Company
JC Airlines has established flight time, flight duty period, duty period and rest period
limitations that are in compliance with the State’s fatigue management regulations.
Within the Flight Operations Department, the JC Airlines has established the Crew
Planning division, which mission is to provide all Company’s flights with duly qualified
crews, in respect of all agreements and law regulating flight operations in general, and
flight crews in particular.
The application, monitoring and control of the Company's approved scheme of flight time
limitations and rest periods is carried out by the Crew Planning. It is the responsibility of
this division, controlled by the Flight Operations Manager, to issue instructions and make
decisions on questions of flight duty and rest periods for members of the Flight Operations
Department, and to ensure the scheme is correctly applied, monitored and controlled.
The Crew Planning will search for the most economical solutions, while optimising crew
satisfaction.
Head of Crew Planning reports to Flight Operations Manager.
The Crew Planning is to ensure that the required workforce is planned to be in place at all
times to perform the planned production (all in coordination with the Chief Pilot and Chief
Cabin Crew). The Crew Planning assures that all duties are covered in pre-operations; so
production will be pre-planned in order to allow an economical operation.
The duties of Crew Planning are:

• Keeping the schedule drafts of actual and next season updated. The department
constantly maintains all information on destinations, legs, aircraft type, crew
composition, schedule, etc.;
• Manpower planning regarding recruitment of new crew members (in close
coordination with Flight Operations Manager (FOM));
• Crew member planning - publishing of duty rosters to inform crew members in
sufficient time before duty or rest is to take place. All crew members should be kept
informed of any changes to their roster at all times;
• Initial and recurrent training planning - production of the flight and cabin crew
training rosters taking into account the initial and recurrent training requirements;
• Pairings construction;
• Flight hours limit management - ensuring that all crew members are rostered within
the applicable Company flight time limitations and rest requirements;
• Ensuring that the workload distribution between crew members is fair and even.
Maximum utilization of crew should be achieved;

CHAPTER 7 P: 7-4
• Ensuring that each departing flight meets the complement of trained crew in
accordance with Operations Manual as well as the Company requirements;
• Allocation of annual leave to all crew members as per the human resources policy
and taking into consideration the crew required for crew planning;
• Liaising with the relevant departments to keep them informed regarding the
problems involved with the roster of crew to new destination and the effects due to
changes in flight schedules;
• Providing the Finance and Human Resource departments with actual information for
payment of crew allowances and statistics of crew rosters respectively;
• Pre-assignment of all flight-duties and all ground duties;
• Control of qualifications - ensuring the timely receipt of all flight and cabin crew
training records. Monitoring of expiries and ensuring that trained crew with valid
licenses and training requirements are utilized for duties;
• Coordination of all ground duties;
• Coordination with Operations Control Centre (OCC) for daily management.
The Company will publish rosters in advance so that operating crew can plan adequate
preflight rest. Crew will normally be given at least 7 days’ notice of their roster, which
usually covers a 15 day period.
The Company shall allocate duty patterns which avoid such undesirable practices as
alternating day/night duties or the positioning of crew members so that a serious disruption
of established sleep/work pattern occurs.
Planned rest periods shall provide sufficient time to enable the crew member to overcome
the effects of the previous duties and to be well rested by the start of the following flight
duty period.
7.2.2 Responsibility of the Crew Members
Responsibility for the proper control of flight and duty time may not rest solely with the
Company. Crew members have the responsibility to make optimum use of the
opportunities and facilities for rest provided. They are also responsible for planning and
using their rest periods properly in order to minimise the risk of fatigue.
Crew members shall not act as operating crew if they know, or suspect, that their physical
or mental condition renders them unfit to operate. Furthermore, they must not fly if they
know that they are, or are likely to be, in breach of flight time limitations.
In case a crew member is not able to report for duty, he should inform Crew Planning
and/or Flight Dispatch (Operations Control Centre) as soon as possible.

CHAPTER 7 P: 7-5
7.3 DEFINITIONS
For the purposes of this chapter, the following definitions shall apply:
Adequate Facility: Facilities, other than on an aircraft, which are adequate for crew
members to take a break and relax. The adequate facility shall provide at least following:
• Comfortable seats for all crew members;
• Separation from the public and other working stations;
• Acceptable ambient temperature and ventilation;
• Isolation from heavy noise.
Augmented Crew: A crew which comprises more than the minimum number required for
the operation of the aeroplane and in which each crew member can leave his post and be
replaced by another appropriately qualified crew member.
Augmented Flight (Cockpit) Crew: A normal operating crew augmented by one or more
pilots and, where the crew includes a flight engineer, one flight engineer.
Available Day: This is not to be considered as a duty day but available for duty. Any
suitable duties may be assigned in place of the available day provided crew is notified well
beforehand, latest by 16:00 LT the day before. If the crew member is informed of his duty
later than 16:00 LT on the previous day, he may deny the duty.
Block Time: The time between an aircraft first moving from its parking place for the
purpose of taking off until it comes to rest on the designated parking position and all
engines or propellers are stopped.
Break: A period free of all duties, which counts as duty, being less than a rest period. It is
taken into account in case of split duty.
Cabin Crew: A person employed to facilitate the safety of passengers, whose duties are
detailed by the Company or the aircraft Commander. Such persons will not act as a
member of the flight crew.
Close Family: Grandparent of a crew member or his spouse’s or partner’s parent.
Company: JC Cambodia International Airlines.
Crew Member: A member of the flight crew or cabin crew.
Deadheading: Positioning.

CHAPTER 7 P: 7-6
Day Off: A single day off shall be a period of 30 hours free of all duty starting either at
1800 hours or at midnight local time. Consecutive days off shall be consecutive 24 hour
periods immediately following a single day off. A rest period may be included as part of a
day off.
Duty: Any task that flight or cabin crew members are required by the operator to perform,
including, for example, flight duty, administrative work, training, positioning and standby,
when it is likely to induce fatigue.
Duty Period (DP): All time spent on duty can induce fatigue in flight crew members and
cabin crew members, and should therefore be taken into account when arranging rest
period which starts when flight or cabin crew members are required by an operator to
report for or to commence a duty and ends when that person is released from all duties. If
the end of duty period (DP) correlates with the end of a flight duty period (FDP), a DP =
FDP + 30 minutes.
Fatigue: A physiological state of reduced mental or physical performance capability

resulting from sleep loss or extended wakefulness, circadian phase, or workload (mental
and/or physical activity) that can impair a crew member’s alertness and ability to safely
operate an aircraft or perform safety-related duties.
Fatigue Risk Management System (FRMS): A data-driven means of continuously

monitoring and managing fatigue-related safety risks, based upon scientific principles and
knowledge as well as operational experience that aims to ensure relevant personnel are
performing at adequate levels of alertness.
Flight Crew: Those members of the crew of an aircraft who act as pilots.
Flight Duty Period (FDP): A period which commences when a crew member is required
to report for duty that includes a flight or a series of flights and which finishes when the
aircraft finally comes to rest at the end of the last flight on which he is a crew member.
Post flight duty (time from arrival block time to end of duty) is counted into duty period, but
is not part of the flight duty period.
Flight Time (Aeroplanes): The total time from the moment an aeroplane first moves for
the purpose of taking-off until the moment it finally comes to rest at the end of the flight.
Ground Duty: Any duty other than flight duty assigned or required by the Company, like:
• Simulator training;
• Checks in the simulator;
• Ground instruction/refresher/course;
• Office;
• Meeting;
• Service trip;

CHAPTER 7 P: 7-7
• Positioning;
• Waiting time between assigned duties;
• Medical examinations for license renewal.
Home Base: The location nominated by the Company to the crew member from where the
crew member normally starts and ends a duty period or a series of duty periods and
where, under normal conditions, the operator is not responsible for the accommodation of
the crew member concerned.
Immediate Family: Spouse, child, partner or own parent of a crew member.
Local Day: A 24 hour period commencing at 00:00 local time.
Local Night: A period of 8 hours falling between 22:00 and 08:00 local time.
Notification Time: The period of time that an operator allows between the time a crew
member on standby or who is holding himself available, receives a call requiring him to
report for duty and the time he reports for that duty.
Operating Crew Member: A crew member who carries out his duties in an aeroplane
during a flight.
Operator: JC Cambodia International Airlines.
Positioning: The transferring of a non-operating crew member from place to place at the
behest of the operator.
Reporting Time: The time at which a crew member is required by the Operator to report
for duty.
Rest Period: An uninterrupted and defined period of time during which a crew member is
free from all duties and airport standby. During a rest period the crew member has the
unrestricted possibility of bed rest at home, or suitable accommodation.
Sector: Operation of an aeroplane that includes actual lift-off.
Split Duty: A flight duty period, which consists of two duties, separated by a break.
Standby: A defined period of time during which a crew member is required by the operator
to be available to receive an assignment for a specific duty without an intervening rest
period.

CHAPTER 7 P: 7-8
Suitable Accommodation: Suitable accommodation in a form of standard hotel room or

equivalent, with single occupancy, which is subject to minimum noise, is well ventilated,
provides a privacy and intimacy to the crew member, has the facility to control the level of
light and temperature, and provides the opportunity for undisturbed rest.
Travelling time: Travelling time is defined as time from home to a designated reporting
place and vice versa or time for local transfer from a place of rest to the commencement of
duty and vice versa.
Unforeseen Circumstances: Circumstances of technical, metrological or operational

difficulties which become obvious after the crew has reported for a flight duty period,
excluding subsequent commercial consequences.

CHAPTER 7 P: 7-9
7.4 FLIGHT AND DUTY TIME LIMITATIONS

7.4.1 Cumulative Duty Hours
The Company shall ensure that the total duty periods to which a flight crew member is
assigned do not exceed:
• 190 duty hours in any 28 consecutive days, spread as evenly as practicable
throughout this period; and
• 60 duty hours in any 7 consecutive days.
These limits include office days, simulator training/checking, medical examinations for the
purpose of license renewal and all other flight and ground duties which are credited
according to actual check-in and check-out times.
When a flight crew member is foreseen for a simulator duty, then the duration of the
simulator plus the time for the briefing and debriefing must be considered for the purpose
of calculating the duty period. For ground courses, the duration of the course must be
considered for the purpose of calculating duty period.
7.4.2 Limit on Total Block Times
The Company shall ensure that the total block times of the flights on which an individual
flight crew member is assigned as an operating crew member does not exceed:
• 1000 block hours in any consecutive 12 complete calendar months;
• 100 block hours in any 28 consecutive days.
For a limited period of time, under prior specific approval by the SSCA, higher limit may be
accepted for 28 consecutive day’s period. However limitation of 1000 block hours in any
consecutive 12 complete calendar months remains valid.
7.4.3 Maximum Rostered Flight Duty Period (FDP)
Table A shall apply when the flight duty period (FDP) starts at a place where the crew
member is acclimatised to local time, and Table B shall apply at other times. To be
considered acclimatised for the purposes of this document, a crew member must be
allowed 3 consecutive local nights free of duty within a local time zone band which is two
hours wide. He will thereafter be considered to remain acclimatised to that same time zone
band until he ends a duty period at a place where local time is outside of it.

CHAPTER 7 P: 7-10
Table A - Local time
Sector
Local time
of start 8 or
1 2 3 4 5 6 7
more
06.00 -
13:00 12:15 11:30 10:45 10:00 09:15 09:00 09:00
07.59
08.00 -
14:00 13:15 12:30 11:45 11:00 10:15 09:30 09:00
14.59
15.00 -
13:00 12:15 11:30 10:45 10:00 09:15 09:00 09:00
21.59
22.00 -
11:00 10:15 09:30 09:00 09:00 09:00 09:00 09:00
05.59
Table B - Other times
Sector
Length of preceding
rest (hours) 7 or
1 2 3 4 5 6
more
Up to 18 or over 30 13:00 12:15 11:30 10:45 10:00 09:15 09:00
Between 18 and 30 12:00 11:15 10:30 09:45 09:00 09:00 09:00
For the flight duty period calculation the following countries are considered to be within the
same local time zone (up to and including two hours of difference between the local times):
The same local time zone

Cambodia, China, Japan, Korea, Laos, Malaysia, Taiwan, Thailand, Vietnam
When the flight crew consists only of two pilots, the FDP calculated from Table A or B will
be adjusted by counting long sector as more than one sector in the following manner:
Count as: ___ sectors

Single Sector Length (Block Time)
Table A Table B
Over 7 but not over 9 hours 2 3
7.4.4 Operational Robustness
Planned schedules must allow for flights to be completed within the maximum permitted
daily flight duty period. Schedule or crewing arrangements shall be changed where the

CHAPTER 7 P: 7-11
actual operation exceeds the maximum FDP on more than 33 % of the flights during a
scheduled seasonal period.
7.4.5 Combinations of Flying and other Duty
All time spent on positioning is counted as duty, but it shall not count as a sector when
assessing the maximum permissible FDP.
Positioning, any form of ground duty and standby at an airport which immediately
precedes a flight duty shall be included in the FDP but shall not count as a sector.
Positioning and ground duties immediately following a flight duty shall not be part of the
FDP, but shall be counted as duty. The ensuing rest period shall not start until all duty is
finished, and its length shall be based on the total length of FDP plus duty. A positioning
sector immediately following operating sector does not count as a sector from a FDP
perspective but will be taken into account for the calculation of minimum rest.
Positioning which neither immediately precedes nor follows a FDP shall count as half for
the purposes of cumulative duty limits.
7.4.6 Split Duty
When a rostered FDP consists of two or more sectors separated by an off-duty period of
less than the minimum rest period, the limits in Tables A and B from subsection 7.4.3 may
be increased according to the time between scheduled arrival and scheduled departure,
known as the transit period, but not beyond 16 hours, as follows:
Transit Period Increase in FDP limit

Not less than 4 consecutive hours + 1 hour
Not less than 6 consecutive hours + 2 hours
Not less than 8 consecutive hours + 3 hours
When the transit period is not more than 6 hours it will be sufficient if a quiet and
comfortable place is available, not open to the public, but if the transit period is more than
6 hours, a bed must be provided.
7.4.7 Base (Flight) Training
For the purpose of base training:

• Maximum of 36 landings are allowed within one duty period exclusively reserved for
base training.

CHAPTER 7 P: 7-12
• Maximum of 18 landings are allowed if base training is preceded or followed by

revenue flight operation within same flight duty period. 6 landings in base training
count as one sector.
• To allow sufficient time for pre-flight briefings and preparation, base training flight
duty period shall start no later than 90 minutes before planned off-block time.
• Maximum allowed FDP shall be in accordance with Maximum Rostered FDP but not
more than 12 hours.
7.4.8 Extension of Flight Duty Period by Augmented Crew
When an augmented crew is used to extend the maximum rostered FDP the additional
crew member shall hold qualifications which meet the requirements of the operational duty
he will perform. The qualifications must be specified by the operator and mutually agreed
with the SSCA.
When crew composition meets augmented crew definition, the maximum flight duty period
defined in subsection 7.4.3 may be extended by up to 4 hours if the crew is augmented by
one pilot and there are suitable rest facilities available for one pilot. If there are no suitable
rest facilities available, normal limits of Table A or Table B in subsection 7.4.3, without
applying adjustments for long sector, are valid.
7.4.9 Reporting Time
Normal reporting time prior to flight duty is 60 min before scheduled departure time.
Normal reporting time prior to base training flights is 90 min before scheduled departure
time.
Normal reporting time prior to positioning by air on JC Airlines aircraft is 60 min before
scheduled departure time, on other carriers is 90 min before scheduled departure time.
The reporting time prior to positioning by ground transportation – refer to individual duty
plan.
Normal reporting time for simulator duties is 60 min before the starting time of the
simulator.
Normal reporting time for ground courses is the starting time of the ground course.
7.4.10 Delayed Reporting Time
When crew members are informed of a delay before leaving their place of rest, the FDP
shall start at the new reporting time, or 4 hours after the original reporting time, whichever

CHAPTER 7 P: 7-13
is the earlier. The maximum FDP shall be based on the original reporting time. This does
not apply if crew members are given 10 hours or more notice of a new reporting time.

CHAPTER 7 P: 7-14
7.5 REST REQUIREMENTS

7.5.1 Minimum Rest
The minimum rest period which must be scheduled prior to a flight duty period shall be:
a) Not less than 10 hours if it includes a local night and not less than 11 hours if it does
not include a local night; and
b) At least as long as the preceding duty rounded up to the next whole hour; and
c) If the preceding duty exceeded 16 hours, not less than 16 hours plus two hours for
every hour or part of an hour that the previous duty exceeded 16 hours.
The rest periods shall be subject to the following provisions:

• If the preceding duty period exceeded 18 hours, the rest period must include a local
night;
• If the rest is taken in accommodation provided by the Company the minima in
paragraph (a) above are to be increased by the amount, if any, by which the return
travelling time to and from the rest accommodation exceeds 1 hour.
Suitable accommodation shall be provided by the Company for the crew members when
rest periods are required away from the home base.
When on minimum rest away from home base crew members shall be allowed minimum of
8 hours sleep opportunity taking due account of travelling and other physiological needs.
The Company will ensure that effects on crew members of time zone differences will be
compensated by additional rest, as regulated by the SSCA.
7.5.2 Days Off
A crew member shall achieve days free of all duties and standby as follows:
Crew members shall be granted an average of 2 days off per week, not counting periods
of leave. A minimum of 6 days off in any consecutive 4 weeks is permissible, provided the
shortfall is made good in the preceding or following 4 weeks.
Crew members shall:

• Be rostered to have two consecutive days off every two weeks; and
• Not work more than seven consecutive days between days off.
A rest period may be included as a part of the day off.
Whenever possible, days off should be allocated in crew member’s home base.

CHAPTER 7 P: 7-15
7.5.3 Discretion to reduce a Rest Period
A Commander on behalf of the crew or an individual on his own behalf may at his
discretion reduce the rest period below the minima, stated in subsection 7.5.1, provided:
a) The safety of the flight or flights will not be prejudiced, and
b) The rest actually taken allows a minimum of 10 hours at the accommodation where
rest is taken.

CHAPTER 7 P: 7-16
7.6 STANDBY
7.6.1 General
Standby is a period during which the crew member shall be available and ready to report
for duty upon notification – in case of home standby, within the notification time. Crew
members shall be immediately contactable during the standby period and shall report for
duty as soon as possible when called out.
The Company interests dictate that the report for duty should be such that delay to flight
departure is avoided or minimised but in any case the crew member must report for duty
within 60 minutes. The use of answer-phone or other recording equipment is not an
acceptable means of contact for standby duty. The crew member must be available
personally to answer the telephone.
The time of start, end and nature of the standby duty shall be defined and notified to crew
members. The time a standby duty starts determines the allowable FDP, except that when
the actual FDP starts in a more limiting time band then that FDP limit will apply.
7.6.2 Airport Standby
When a crew member is on standby duty on immediate readiness at an aerodrome, the

allowable Flying Duty Period is calculated using the start time of the standby duty.

CHAPTER 7 P: 7-17
7.7 EXCEEDANCES OF FLIGHT AND DUTY TIME LIMITATIONS

7.7.1 Commander's Discretion
Taking into account the need for careful control of these instances implied underneath,
during the actual flight operation, which starts at the reporting time, the limits on flight duty,
duty and rest periods prescribed in this Chapter 7 may be modified in the event of
unforeseen circumstances. Unforeseen circumstances are circumstances which are not
known by the Commander or by the involved crew member(s) at the time of check-in. Any
such modifications must be acceptable to the Commander after consultation with all other
crew members.
An aircraft Commander after taking note of the circumstances of other members of the
crew may at his discretion extend an FDP beyond the limits permitted by subsection 7.4.3
and subsection 7.4.8 provided that the:
• Safety of the flight will not be prejudiced; and
• Extended FDP shall not exceed by more than 3 hours the maximum FDP permitted
by subsection 7.4.3 and subsection 7.4.8, except in an emergency.
Note: An emergency in respect of an extension of a flight duty is a situation which in the

judgment of the commander presents a serious risk to health or safety.
If on the final sector within a FDP unforeseen circumstances occur after take-off that will
result in the permitted increase being exceeded, the flight may continue to the planned
destination or alternate.
The Commander shall, in case of special circumstances, which could lead to severe
fatigue, and after consultation with the crew members affected, reduce the actual flight
duty time and/or increase the rest time in order to eliminate any detrimental effect on flight
safety.
The Company shall ensure that:

• The Commander submits a report to the operator whenever an FDP is increased by
his discretion, or when a rest period is reduced in actual operation;
• Where the increase of a FDP or reduction of a rest period exceeds 1 hour, a copy of
the report, to which the operator must add its comments, is sent to the Authority, no
later than 28 days after the event.

CHAPTER 7 P: 7-18
7.8 RULES RELATING TO CABIN CREW
The requirements, as specified for flight crew, are applicable to all cabin crew employed as
crew members.
The limitations which shall be applied to cabin crew are those applicable to flight crew
members contained in this chapter, but with the following differences:
a) A flight duty period (FDP) will be 1 hour longer than that permitted for flight crew.
The FDP for cabin crew will be based on the time at which the flight crew report for
their flying duty period, but that FDP will start at the report time of the cabin crew. In
JC Airlines, cabin crew reporting time for flying duty period is the same as for flight
crew.
b) For cabin crew the minimum rest period which will be provided before undertaking a
flying duty period shall be:
• At least as long as the preceding duty period less 1 hour; or
• 11 hours; whichever is the greater.
c) The sum of the time spent on any standby, and any time on positioning plus
subsequent FDP will be 1 hour longer than that permitted for flight crew.
d) The maximum duty hours for cabin crew will not exceed:
• 60 hours in any 7 consecutive days;
These limits include office days, ground training/checking, medical examinations for
the purpose of license renewal and all other flight and ground duties which are
credited according to actual check-in and check-out times.
e) The annual and 28 day absolute limits on block hours pertaining to flight crew do
not apply to cabin crew.

CHAPTER 7 P: 7-19
7.9 NUTRITION
A meal and drink opportunity must occur in order to avoid any detriment to a crew
member's performance:
• Crew meals and drinks shall be provided on every flight duty;
• On a FDP of less than 6 hours, cold meal and drinks shall be provided;
• On a FDP period of 6 hours or more, hot meal and drinks shall be provided.

CHAPTER 7 P: 7-20
7.10 FLIGHT DUTY, DUTY AND REST PERIOD RECORDS
The Company shall ensure that crew member’s records include:

• Block times;
• Start, duration and end of each duty or flight duty periods;
• Rest periods and days free of all duties.
Records are maintained to ensure compliance with the requirements of this chapter.
Copies of these records will be made available to the crew member upon request. If the
records held by the Company under the above do not cover all of his flight duty, duty and
rest periods, the crew member concerned shall maintain an individual record of his:
• Block times;
• Start, duration and end of each duty or flight duty periods; and
• Rest periods and days free of all duties.
Each record shall be made available to the SSCA, if required.
Records shall be preserved for at least 24 calendar months from the date of the last
relevant entry or longer if required in accordance with national laws.
Additionally, the Company shall separately retain all aircraft Commander’s discretion
reports of extended flight duty periods, extended flight hours and reduced rest periods for
at least 6 months after the event.

CHAPTER 7 P: 7-21
7.11 COMPASSIONATE LEAVE OF ABSENCE
JC Airlines understands the traumatic effects of the loss of a spouse, partner or other
family member; hence it will give any crew member, faced with such a loss, the necessary
time and support to come to terms with their bereavement.
In the event of the death of an immediate family member, Flight Operations Manager shall
be notified at the earliest opportunity. He shall grant immediately 7 days compassionate
leave of absence. Thereafter, any extension to this compassionate leave of absence will
be assessed on an individual case basis and authorized by Flight Operations Manager,
who will also assess any associated short-notice vacation request for such cases.
In the event of the death of a close family member, Flight Operations Manager should
authorize an immediate 3 days compassionate leave of absence.
The Company recognizes that no definitions can cover every potential case of traumatic
bereavement. Cases other than those defined will be considered on an individual basis.
At the end of any compassionate leave of absence and associated vacation, the crew
member concerned is to meet with a member of the management team to mutually assess
his readiness to return to flight duties before flying again.

CHAPTER 7 P: 7-22
Intentionally Blank

CHAPTER 8 P: 8-1
OPERATING PROCEDURES Rev. 00, 10 JAN 2017
8 OPERATING PROCEDURES
Before making any operating decision, in order to maintain required safety of each and
every flight, and economic viability of JC Cambodia International Airlines (JC Airlines), the
following basic principles in given order shall be obeyed at all times by all operational
personnel:
1. Safety and Security;
2. Legality;
3. Commercial (punctuality, comfort, minimum cost).
All JC Airlines operating procedures are based on mandatory international, state or local
regulations and shall be used in planning and execution of all flights.
Crew Resource Management (CRM) concept shall be applied to the maximum extent
possible in all JC Airlines’ operating procedures. CRM goal is the maximization of
effectiveness and safety through the effective utilization of all available resources.
Resources in this context refer to hardware, software, printed materials, people power
(your own and that of others), the environment, time, fuel etc. Its purpose is to avoid the
build-up of a fatal chain of events. Consequently, crew members must use sound
judgment and common sense in order to make quality decisions after having accessed all
required resources.
The CRM environment is one in which team members operate under time constraints and
stress. The only way to compensate for stress is its early recognition in oneself and in
other crew members. This is of particular important when it comes to problem solving and
decision making in the cockpit.
All JC Airlines operating procedures shall be designed according human factors principles,
industry standards and safety studies. The specific parts of the Operations Manual
relevant to flight crew shall be clearly identified and defined, and any differences from
procedures and checklists provided by the manufacturer(s) shall be based on operational
considerations.
JC Airlines strives for the highest possible level of standardization to facilitate cooperation
between the staff. Therefore it is Company’s policy to use standard verbiage, terminology,
signals and/or verbal commands used for communication between flight crew and cabin
crew during normal, abnormal and emergency situations in accordance with applicable
regulations and provisions given in the aeroplanes’ documentation.
The multi crew concept regulates the organization of the work and task sharing in the
cockpit. The objectives of this concept are as follows:
• Full availability of PF for the primary job of piloting the aeroplane;
• Clearly defined and balanced job sharing;
• Regulated co-operation by strict adherence to SOPs;
CHAPTER 8 P: 8-2
• Mutual information, supervision and support.
These objectives are valid for all normal and abnormal conditions.

CHAPTER 8 P: 8-3
8.1 FLIGHT PREPARATION INSTRUCTIONS

8.1.1 General
It is the Commander’s (Pilot-In-Command’s) responsibility to ensure that each flight is

planned to meet all the requirements of safety, legality and economy.
JC Airlines shall ensure that an Operational Flight Plan (OFP) is completed for each
intended flight by JC Airlines’ approved flight dispatcher or by the Commander (Pilot-In-
Command) when a flight dispatcher is not available. The OFP shall be signed by the
Commander and flight dispatcher, when applicable.
The Commander (Pilot-In-Command) shall not commence a flight unless he is satisfied

that:
• The aeroplane is airworthy and maintenance release has been issued;
• The aeroplane is not operated contrary to the provisions of the MEL and CDL;
• The instruments and equipment for the particular type of operation to be undertaken
are installed, and are sufficient for the flight and in operable condition except as
provided in the MEL;
• Those parts of the Operations Manual which are required for the conduct of the
flight are available;
• The documents, additional information and forms required to be available on board;
• Current maps, charts and associated documentation or equivalent data are
available to cover the intended operation of the aeroplane including any diversion
which may reasonably be expected. This shall include any conversion tables
necessary to support operations where metric heights, altitudes and flight levels
must be used;
• According to the information available to him, the weather at the aerodrome and the
condition of the runway intended to be used should not prevent a safe take-off and
departure;
• The RVR or Visibility in the direction of take-off is equal to or better than the
applicable minimum;
• The weather forecast and reports for the proposed operating area and flight
duration indicate that the flight may be conducted without infringing company
operating minima;
• It has been ascertained by every reasonable means available that the ground
(and/or water) facilities and services available and directly required on such flight,
for the safe operation of the aeroplane and the protection of the passengers, are
adequate for the type of operation under which the flight is to be conducted and are
adequately operated for this purpose (Note: "reasonable means" is intended to
denote the use, at the point of departure, of information available to the operator
either through official information published by the aeronautical information services
or readily obtainable from other sources);

CHAPTER 8 P: 8-4
• The flight is planned along ATS routes that remain within the Company, aeroplane
and the crew's operational approvals and qualifications;
• The provisions specified in the Operations Manual in respect of fuel, oil and oxygen
requirements, minimum safe altitudes, aerodrome operating minima and availability
of alternate aerodromes, where required, can be complied with for the planned
flight;
• The load is properly distributed and safely secured and proper weight and balance
documentation prepared;
• The weight of the aeroplane and centre of gravity location, at the commencement of
take-off roll, will be such that the flight can be conducted safely;
• The planned flight will not exceed maximum performance take-off and landing
weight limits, based upon environmental conditions at the times of departure and
arrival;
• When applicable, safety handling instructions regarding special loads such as
dangerous/hazardous goods or heavy cargo are being followed;
• De-icing/anti-icing procedures, if necessary, have been carried out adequately. A
Commander shall not commence take-off unless the external surfaces are clear of
any deposit, which might adversely affect the performance and/or controllability of
the aeroplane, except as permitted in the Flight Manual;
• An exterior aircraft inspection (walk around) is performed by a member of the flight
crew or delegated to a licensed aircraft maintenance technician (engineer). If
delegated, the aircraft maintenance technician shall ensure the flight crew is notified
prior to flight that the inspection has been completed;
• Any operational limitation in addition to those covered by above can be complied
with;
• The operational flight plan and flight release requirements as required by AOCR
have been complied with;
• A check has been completed indicating that the performance requirements of
AOCR Chapter 2 can be complied with for the flight to be undertaken;
• He and his crew have been provided by the Company all the relevant information in
order to conduct a safe flight.
A Commander’s flight brief (Flight Envelope), shall be prepared and passed to the
Commander. The flight dispatcher (flight operations officer) is responsible and shall
provide all the assistance to the Commander, to ensure he gets all the required and
necessary information and documentation for the flight.
The Commander has the authority to reject an aircraft prior to departure of a flight if he is
dissatisfied with any aspect of the airworthiness and/or maintenance status of the aircraft.
He shall briefly state his reasons in a Journey Log report.

CHAPTER 8 P: 8-5
8.1.2 Minimum Flight Altitudes

8.1.2.1 General
Except as provided in MTCP escape routings, minimum flight altitudes for Company
operations are calculated using the Jeppesen Route Manual. All minimum altitude
information can be found in it. The Operational Flight Plan (OFP) contains only the
essential minimum altitudes, which cover all normal operations.
The minimum altitude/flight level at which it is permitted to fly for the purpose of public
transport may be governed by national regulations, air traffic control requirements, or by
the need to maintain a safe height margin above any significant terrain or obstacle en
route. Whichever of these requirements produces the highest altitude/flight level for a
particular route will determine the minimum flight altitude for that route and the
Commander shall not fly below this minimum altitude except for take-off and landing.
8.1.2.2 Minimum VFR Altitude Requirements
JC Airlines normally does not allow VFR operations for revenue flights. If VFR is required
for a specific flight or part(s) of a flight, an authorisation from the Flight Operations
Manager must be obtained. For VFR altitudes requirements refer to ICAO Rules of the Air
- Annex 2, Chapter 4 and to any national regulations applicable to the area overflown.
Minimum flight altitudes on VFR-flights or VFR-flight segments of an IFR-flight should not
be below an altitude where the flight path clears all obstacles or any terrain by at least
1000 feet vertically. Whenever cities or other densely populated areas are overflown, then
the minimum vertical clearance shall be 2000 feet above the highest terrain/obstacle within
a radius of 600 m from the aircraft.
8.1.2.3 Minimum IFR Altitude Requirements
When an aircraft is operated for the purpose of commercial air transport, the minimum
altitude/flight level at which it is permitted to fly may be governed by national regulations,
air traffic control requirements, or by the need to maintain a safe height margin above any
significant terrain or obstacle en-route. Whichever of these requirements produces the
highest altitude/flight level for a particular route will determine the minimum flight altitude
for that route.
The criteria upon which minimum altitudes are based will necessarily be determined to
some extent by the track guidance facilities available to the Commander (Pilot-In-
Command), and by the extent to which the Commander is able in particular circumstances
to accept the directions of radar controllers. The minimum acceptable standards will
normally be as follows:
• For general application: 1500 feet above the highest terrain or obstacle within 20
NM of the intended track, with additional provision where necessary for terrain or
obstacles within 10 degrees of intended track from the last known position;

CHAPTER 8 P: 8-6
• For flight in controlled airspace where the track is well defined by two separate aids:
1500 feet above the highest terrain or obstacle within 10 NM of the intended track;
• For radar controlled flight within 25 NM of the aerodrome of departure or intended
landing: 1000 feet above the highest terrain or obstacle within 5 NM of the intended
track. The Commander and other flight crew members should monitor all radar
instructions by reference to other aids and are reminded that radar control does not
relieve them of their responsibility to ensure adequate terrain clearance.
If the specified minimum altitude for a sector is related only to terrain or obstacles within
less than 20 NM of the intended track, special attention shall be drawn to that fact and
prepared navigational flight plans supplied to the flight crew.
Minimum altitudes shall be related, where necessary, to the ability of the aircraft to comply
with the weight and performance requirements (i.e. all engines operating, single engine
failure for two engine aircraft).
JC Airlines uses the minimum safe altitudes provided by the Jeppesen charts. The basis of
Jeppesen calculations gives at least an equal standard to that required by the above
requirements. If necessary corrections will be promulgated by JC Airlines in the manual so
that the required standard is achieved.
The probable effects of the following factors shall be considered when determining
minimum flight altitudes for JC Airlines operations:
• The accuracy and reliability with which the position of the aircraft can be
determined;
• The inaccuracies in the indications of the altimeters used;
• The characteristics of the terrain (e.g. sudden changes in the elevation);
• The probability of encountering unfavourable meteorological conditions (e.g. severe
turbulence and descending air currents);
• Possible inaccuracies in aeronautical charts;
• Airspace restrictions.
If operations are to be conducted over routes for which minimum flight altitudes have not
been established by the State flown over or the responsible State, or in case of incomplete
or lack of safe altitude information, obstacles and reference points have to be located on
topographic maps. The minimum safe en-route altitude must clear all obstacles within 5
NM (9.3 km) of the route centreline by 1000 feet (300 m) if the reference point is not higher
than 5000 feet (1500 m) MSL or 2000 feet (600m) if reference point is higher than 5000
feet MSL. If available and not limiting, the grid MORA may be used as minimum flight
altitude. These minimum altitudes must be respected along the track with all engines
operative unless a procedure has been approved to cope with depressurisation. During
flight preparation, the en-route minimum altitudes must be established for all the route
segments.

CHAPTER 8 P: 8-7
Minimum Altitudes Definitions
MEA (Minimum En-Route IFR Altitude)

The lowest published altitude (or Flight Level) between radio fixes that meets obstacle
clearance requirements between those fixes and in many countries assures acceptable
navigational and radio signal coverage. The MEA applies to the entire width of the airway,
segment, or route between radio fixes defending the airway, segment, or route.
MORA (Minimum Off-Route Altitude)

A route MORA provides a reference point clearance within 10 NM (18.5 km) of the route
centreline (regardless of the route width) and end fixes.
MORA values clear all reference points by 1000 ft (300 m) in areas where the highest
reference points are 5000 ft (1500 m) MSL, or lower.
MORA values clear all reference points by 2000 ft (600 m) in areas where the reference
points are above 5000 ft (1500 m) MSL.
GRID MORA is an altitude provided by state authorities and assures terrain and manmade
structure clearance within the section outlined by latitude and longitude lines as specified
above. GRID MORA does not provide for NAVAID signal coverage or communication
coverage. Figures are shown in thousands and hundreds of feet (omitting the last two
digits so as to avoid chart congestion).
When a MORA is shown along a route as “unknown” or within a grid as “unsurveyed” a
(Grid) MORA is not shown due to incomplete or insufficient information.
MOCA (Minimum Obstruction Clearance Altitude)

The lowest published altitude in effect between radio fixes on VOR airways, off-airways
routes, or route segments, which meets obstacle clearance requirements for the entire
route segment.
MSA (Minimum Safe Altitude)

Altitude depicted on instrument approach, SID or STAR charts and identified as the
minimum safe altitude which provides a 1000 ft (300 m) obstacle clearance within a 25 NM
(46 km) (or other value as stated) radius from the navigational facility upon which the MSA
is predicated. This altitude does not necessarily guarantee NAVAID reception. When the
MSA is divided into sectors, with each sector showing a different altitude, the altitudes in
these sectors are referred to as Minimum Sectors Altitude.
MRVA (Minimum Radar Vectoring Altitude)

The lowest altitude at which an aircraft will be vectored by radar controller. The altitude
meets IFR obstacle clearance criteria. It may be lower than the published MEA along an
airway or route segment. It may be used for radar vectoring only upon the controller’s
determination that an adequate radar return is being received from the aircraft under radar
control.
Radar control does not relieve the Commander of the responsibility to ensure adequate
terrain clearance is maintained.

CHAPTER 8 P: 8-8
MHA (Minimum Holding Altitude)

The lowest altitude prescribed for a holding pattern that assures navigation signal
coverage, communications and meets obstacle clearance requirements.
MCA (Minimum Crossing Altitude)

The lowest altitude at certain fixes at which an aircraft must cross the fix when proceeding
in the direction of a route section with higher minimum en-route IFR altitude (MEA).
8.1.2.4 Flight below Minimum Altitudes
Descent below MEA or GRID MORA
• When navigating by the use of a radio navigation aids, descent below the MEA or
GRID MORA to the MSA may be made when overflying the navigation aid from
which an approach-to-land will be conducted, provided the aeroplane's position can
be accurately established as being within 25 NM from the navigation aid upon which
the minimum sector altitude is based.
• When being radar vectored (unambiguously announced by radar controller, e.g.
»RADAR CONTACT, THIS WILL BE (RADAR) VECTORING...«), descent below
the MEA or GRID MORA to the MSA may be made, provided the aeroplane's
position can be accurately established as being within 25 NM from the navigation
aid upon which the minimum sector altitude is based.
Descent below MSA
• When conducting radar vectored instrument approaches (unambiguously

announced by radar controller, e.g. »RADAR CONTACT, THIS WILL BE (RADAR)
VECTORING...«), clearance to descend below the MSA may be accepted provided
the Commander is able to monitor the aeroplane's position using the available
navigation aids.
• In certain instances the MSA for a given sector may be higher than MEA
established for a particular route segment between fixes or for a holding area within
that sector. In such cases descent below MSA down to the MEA is permitted,
provided the flight is conducted along the respective route or within the holding
area.
Flight below Minimum Altitudes during Departure
• Aeroplane proceeding laterally and vertically in accordance with published SID is

safe in respect of terrain and other restrictions on any level included in the SID or
otherwise assigned by ATC.
• MEA published for subsequent segments of a departure route shall be observed by
commencement of climb sufficiently in advance to ensure that the point from which
the higher MEA applies is crossed not below such altitude.

CHAPTER 8 P: 8-9
• During an off-route departure, level flight may only be accepted at or above

applicable MSA or GRID MORA.
• An aeroplane being radar vectored during departure may be flown below
MEA/MSA/GRID MORA, provided the Commander is able to monitor the
aeroplane's position using the available navigation aids. Radar vectoring
procedures shall only be accepted if unambiguously announced by radar controller
(e.g. »RADAR CONTACT, THIS WILL BE (RADAR) VECTORING ...«) when
positive radar control is established and maintained.
8.1.2.5 Methods to Establish Escape Route Charts (Depressurization /

Driftdown)
Diversion procedures for critical cases are established taking into account the topography
along the route and the requirements mentioned below (engine(s) failure,
depressurisation).
One engine inoperative en-route net flight path for expected weather conditions should be
above the minimum flight altitude or a drift down procedure will be published which will
allow the aeroplane to continue flight from cruising altitude to an adequate alternate
aerodrome if destination cannot be reached. A detailed analysis of all the routes using
published minimum flight altitudes (MEA or MORA) will be done in order to determine
whether it is possible to maintain level flight with one engine inoperative 1000 feet above
the highest point of the crossing. If this is not possible, or if the associated weight penalties
are unacceptable, a drift down procedure will be worked out, based on engine failure at the
most critical point and clearing critical obstacles during the drift down by at least 2000 feet.
Company routes which transit areas of the world with high terrain exceeding 10.000 feet
GRID MORA are assessed for depressurization and drift down compliance. If applicable,
critical segments along a route are identified and an analysis of the terrain is carried out
using topographical and/or aeronautical charts. In those cases instructions will be
published for an escape procedure in case of depressurization or drift down.
8.1.2.6 Corrections to Minimum Flight Altitudes and Flight Levels
All published altitudes are TRUE altitudes above MSL. They do not take into account the
means of measuring aeroplane altitude. All minimum flight altitudes and flight levels
described in OM Part A, Chapter 8.1.1, shall be corrected for the effects of:
• High wind speed in areas of high terrain;
• Temperature variations from standard;
• Pressure variations from standard.
In order to be prepared for emergency conditions it is advisable to calculate the above

mentioned corrections before entering an area where minimum altitude are high.

CHAPTER 8 P: 8-10
Wind Correction in Areas of High Terrain
When flights are conducted within 20 NM of terrain that rises over 2000 ft, the minimum
flight altitudes shall be corrected for the wind effect in accordance with the following table:
Wind Speed
Elevation
< 30 kts 31 – 50 kts 51 – 70 kts > 70 kts
2000 ft to 8000 ft Add 500 ft Add 1000 ft Add 1500 ft Add 2000 ft
Above 8000 ft Add 1000 ft Add 1500 ft Add 2000 ft Add 2500 ft
Allowance in Wind Speed Table
Note: When flying En-route, MOC over mountainous areas is normally applied during the
design of the routes and is stated in the AIP. For the Terminal Areas the states
may provide guidance; it is up to the Commander to evaluate whether the
combination of terrain, wind strength and direction are such as to make a
correction for wind. When this is done the controller shall be notified.
The Commander should also consider the effect of mountain waves and take suitable
precautions when such conditions are reported or forecast. The effect of mountain waves
is detailed in paragraph 8.3.8.10. When mountain waves are forecast, reported or
encountered, the minimum flight altitudes shall be further increased when flying over
mountainous terrain in order to provide a vertical clearance over the highest ridge at least
equal to the height of the ridge above the surrounding terrain. Naturally, common sense
suggests that it is preferable, when practicable, to avoid such conditions by choosing an
alternate routing, particularly if significant wind shear or turbulence is forecast.
Temperature Correction
For operational procedures refer to OM Part B, 3.7.2 Low Temperature Corrections.
The calculated minimum altitudes must be corrected when the OAT is much lower than
that predicted by the standard atmosphere. The correction has to be applied on the height
above the elevation of the altimeter setting source. The altimeter setting source is
generally the atmosphere pressure at an airport, and the correction on the height above
the airport has to be applied on the indicated altitude. The same correction value is applied
when flying at either QFE or at QNH.
Low Altitude Temperature Correction
1) Approximate correction:
Increase obstacle elevation by 4% per 10ºC below ISA of the height above the
elevation of the altimeter setting source or decrease aeroplane indicated altitude by 4%
per 10°C below ISA of the height above the elevation of the altimeter setting source.

CHAPTER 8 P: 8-11
This method is generally used to adjust minimum safe altitudes and may be applied for
all altimeters setting source altitudes for temperatures above 15ºC below zero.
2) Tabulated corrections:
For colder temperatures, a more accurate correction should be obtained from the
following table calculated for a sea level aerodrome. It is conservative when applied at
higher aerodrome.
Aerodrome
Height above the elevation of the altimeter setting source (feet)
OATºC
200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0º 20 20 30 30 40 40 50 50 60 90 120 170 230 280
-10º 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20º 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30º 40 60 80 100 120 140 150 170 190 280 380 570 760 950
-40º 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
-50º 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
Values to be added by the pilot to minimum promulgated heights/altitudes (ft)

CHAPTER 8 P: 8-12
High Altitude Temperature Correction
The graph given hereafter has to be used en-route for high altitude operation. It does not
take into account the elevation of the altimeter setting source. In theory, this correction
applies to the air column between the ground and the aeroplane. When flying above high
terrain, the use of this correction gives a conservative margin.
Altitude temperature correction for high altitude use
Example:
Given: MEA = FL200 / ISA - 30ºC;
Find: Minimum FL = ___ (Answer = FL230).

CHAPTER 8 P: 8-13
Pressure Correction
When flying at levels with the altimeter set to 1013 hPa, the minimum safe altitude
(MSA/MEA) must be corrected for deviations in pressure when the pressure is lower than
the standard atmosphere (1013hPa).
A conservative correction method of 30 ft per hPa below 1013 hPa shall be used.
Example:
Given: Indicated altitude = 20000 ft, ISA, local QNH = 995 hPa;
Find: Geometrical (True) Altitude = ___ (Answer: 20000 - (18 x 30) = 19460 ft).
The following table gives more accurate data. The correction is to be applied to the
indicated altitude (reference 1013 hPa) to determine the geometrical aircraft altitude.
When the pressure is higher than the standard atmosphere (1013hPa), no correction is
needed; values are presented in the table for information only.
QNH of Nearest Station Correction in feet

975 -1080
980 -920
985 -780
990 -630
995 -510
1000 -380
1005 -220
1010 -80
1013 0
1015 NIL (+50)
1020 NIL (+180)
1025 NIL (+320)
1030 NIL (+460)
QNH Correction
8.1.3 Criteria for Determining the Usability of Aerodromes
Departure, destination and alternate aerodromes to be used for operations must be

adequate for the type of aircraft and operation concerned. To be selected for conducting
an operation they should be suitable at the time of the operation.
Flights to aerodromes without radio or radar approach aid(s) are prohibited.

CHAPTER 8 P: 8-14
Aerodrome, requiring special skills, may be selected as alternate only if the Commander
has a valid authorization for that aerodrome.
Any aerodrome selected as departure, destination or alternate aerodrome will be chosen

from the list of categorized aerodromes in JC Airlines’ OM Part C or will be custom
planned under the supervision of Flight Operations Manager. Selected aerodromes shall
be specified in Operational Flight Plan (OFP).
8.1.3.1 Adequate Aerodrome
JC Airlines shall only approve aerodromes for use that are adequate.
In this context, adequate infers that the runway dimensions, runway pavement bearing
strength and significant obstacles in the local areas are such that the aeroplane
performance requirements for take-off and landing are met in the conditions which may be
expected to exist at the time of operation.
In addition, it should be anticipated that at the expected time of use, the aerodrome will be
available and equipped with necessary auxiliary services, such as ATS, sufficient lighting,
communications, weather reporting, navaids and emergency services.
The aerodrome Rescue and Fire Fighting (RFF) category must be sufficient for the aircraft
type using the aerodrome.
The following items should also be considered when necessary:

• Landing and over flying permission has been obtained;
• The flight crew have the required qualification, experience and documentation
including up-to-date approach and airport charts on board;
• For international flights, police, customs and immigration services are available at
the expected time of use.
8.1.3.2 Suitable Aerodrome
An aerodrome shall be considered suitable if the aerodrome is adequate for JC Airlines

operation and:
• RVR or meteorological visibility is at or above the applicable planning minima,
• Ceiling or vertical visibility is at or above the applicable planning minima,
• Steady crosswind component is below the prescribed limitations,
for a period commencing 1 hour before and ending 1 hour after the ETA on that
aerodrome.

CHAPTER 8 P: 8-15
8.1.3.3 Rescue and Fire Fighting Services (RFFS)
ICAO Annex 14 specifies the aerodrome requirements for Rescue and Fire Fighting (RFF).
JC Airlines is, as part of its safety management system, assessing the level of rescue and
firefighting service (RFFS) protection available at any aerodrome intended to be specified
in the operational flight plan in order to ensure that an acceptable level of protection is
available for the aeroplane intended to be used.
Requirements regarding RFF aerodrome categories are laid down, depending upon:
• The aeroplane's overall length,
• The max fuselage width, and
• The number of movements of individual aeroplane types.
As per the table below, the following aerodrome RFF categories are applicable:
Aircraft Type Required Minimum

A320 6 4
Special considerations regarding minimum required RFF:

• For certain flight or series of flights operation to aerodromes with lower than
required RFF category may be authorised by the Flight Operations Manager;
• Temporary downgrading of aerodromes RFF category before the flight or
unforeseen downgrading of RFF category during the flight may be accepted by the
Commander, however never below category 4 for A320 aircraft;
• In case of emergency Commander shall decide on best course of actions.
8.1.3.4 Aerodrome Classification Process
Aerodrome classification process includes consideration of all relevant aspects that define
adequacy of a certain aerodrome. Process shall be accomplished using team work
principles by the following function holders:
• Chief Pilot;
• Flight Safety Officer;
• Flight Operations Manager.
Final discretion regarding classification of a certain aerodrome is with Flight Operations

Manager.
For specific flights, when no time for standard evaluation is available, a temporary
authorization and categorization may be performed by the Flight Operations Manager.
Such temporary evaluation is normally valid for that particular flight and the normal
CHAPTER 8 P: 8-16
evaluation and categorization will be done according to standard procedure at a later

stage.
Following aspects are considered during aerodrome classification process:

• Aerodrome dimensions with regard to performance requirements, aeroplane size
and pavement condition;
• Obstacle clearance in the approach, missed approach, departure and cruise
sectors;
• Take-off, cruise and approach facilities (electronic and visual aids);
• Availability of ATS;
• Local conditions such as special weather situations, night flying restrictions or even
political aspects which might affect operations;
• Ground service facilities for fuelling, loading, de-/anti-icing, firefighting and rescue,
catering, general handling and the availability of immigration authorities;
• Considerations of engine failure or cabin depressurization impacts over critical
areas.
8.1.3.5 Aerodrome Categorisation for Flight Crew Competence
Aerodrome classification process produces categorisations regarding required flight crew

competence. Aerodromes are categorized, in ascending order of difficulty, from Category
A to Category C according to characteristics as listed below.
Aerodrome categorisation for flight crew competence is published in OM Part C.
Category A aerodromes
Aerodromes which satisfy all of the following requirements:

• An approved instrument approach procedure;
• At least one runway with no performance limited procedure for take-off and/or
landing;
• Published circling minima not higher than 1000 ft AAL;
• Night operations capability.
No additional competences are required before operating to Category A aerodrome.
Category B aerodromes
Aerodromes which do not satisfy the Category A requirements or require extra

considerations such as:
• Non-standard approach aids and/or approach patterns;
• Unusual local weather conditions;
CHAPTER 8 P: 8-17
• Unusual characteristics or performance limitations;

• Any other relevant considerations including obstructions, physical layout, lighting
etc.
Prior to operating to Category B aerodrome, the Commander shall be briefed, or self

briefed.
Category C aerodromes
Category C aerodromes are aerodromes requiring additional considerations to those for

Category B aerodromes.
Category C aerodromes require special crew authorisation. Prior to operating to such

aerodrome, the Commander shall be briefed and visit the aerodrome as an observer
and/or undertake instruction – special training in a flight simulator.
Take-off and landing at Category C aerodromes shall be performed by the Commander

only.
8.1.3.6 Performance Requirements
General
All Company aircraft shall be operated as performance class A aircraft.
The performance regulations state, as a basic principle, that the flight shall be dispatched
in such a way that, in the event of an engine failure, the aircraft can clear all obstacles
throughout all phases of the flight by the margins prescribed by the regulations.
Furthermore, the available runway distances such as TORA, TODA, ASDA or LDA shall
not be exceeded. Whenever the runway is wet or contaminated, the required corrections
shall be applied.
For take-off and landing, the runway which gives the best safety margin under prevailing
conditions shall be used, paying due regard to all relevant factors such as approach and
landing aids, ATC requirements, payload etc.
When possible, take-off and landing shall be performed into the wind, especially if braking
coefficients are reduced (e.g. wet runway). The tail-wind component for take-off and
landing shall not exceed values specified in the AFM and OM Part B.
The crosswind (steady component and gusts) for take-off and landing shall not exceed the
values specified in the OM Part B; due consideration shall be given to the runway
condition and the braking action to be expected.

CHAPTER 8 P: 8-18
Any systems failures, which affect the take-off and/or landing distance, must be taken into
account for performance and distance calculations. Supplementary information, such as
tire speed limitations, may be found in applicable FCOM.
For all take-off and landing performance calculation, wind direction and velocities
expressed as ‘light and variable’ should be considered as 5 knots tailwind.
Whenever take-off performance is limited by field length or obstacles, pilots shall use the
maximum available TORA distance.
The Commander should never permit exceedances of weight limitations given in the
manufacturer's documents (AFM, FCOM) for any of the following:
• Maximum structural taxi weight;
• Maximum structural take-off weight;
• Maximum zero fuel weight;
• Maximum landing weight;
• En-route weight limits.
Exceptionally, overweight landing may be performed if the circumstances so require –

refer to applicable OM Part B.
The take-off weight (weight at brake release or at start of take-off roll) may be further
restricted to less than the maximum take-off weight by any of the following requirements:
• Maximum take-off weight for altitude and temperature;
• Take-off field length requirements;
• Tire speed and brake energy limits;
• Obstacle clearance, en-route requirements and landing limitations;
• Drift-down weight requirements;
• Landing field requirements;
• Maximum approach and landing climb weight for altitude and temperature.
Take-off
The Commander shall ensure that the take-off weight does not exceed the maximum take-
off weight specified in the OM Part B for the:
• Pressure altitude and the ambient temperature at the aerodrome at which the take-
off is to be made;
• Structural limit.
The Commander must adhere to the following requirements when determining the
maximum permitted take-off weight:
• The accelerate-stop distance must not exceed the accelerate-stop distance
available;
CHAPTER 8 P: 8-19
• The take-off distance must not exceed the take-off distance available, with a
clearway distance not exceeding half of the take-off run available;
• The take-off run must not exceed the take-off run available;
• Compliance with this paragraph must be shown using a single value of V1 for the
rejected and continued take-off;
• On a wet or contaminated runway, the take-off weight must not exceed that
permitted for a take-off on a dry runway under the same conditions.
When showing compliance with requirements above, the Commander must take account
of the following:
• The pressure altitude at the aerodrome;
• The ambient temperature at the aerodrome;
• The runway surface condition and the type of runway surface;
• The runway slope in the direction of take-off;
• Not more than 50% of the reported head-wind component or not less than 150% of
the reported tailwind component;
• The loss, if any, of runway length due to alignment of the aeroplane prior to take-off.
All above requirements shall be built into approved take-off performance calculations aids
(e.g. RTOW tables ...).
As far as the obstacle accountability is concerned, the following items shall be observed:
1. Net Flight Path begins at 35 ft above the end of the take-off distance and ends at
1500 ft above the take-off surface. Obstacles must be cleared vertically by at least
35 ft. For performance reasons, all obstacles of each side shall be considered if
they are within 90 m on either side of the extended centreline plus 0.125 x the
distance from the end of the take-off distance available or the end of the take-off
distance if a turn is scheduled before the end of the take-off distance available.
2. Standard Instrument Departure Routes (SIDs) - as published by ATC Services - are

constructed using the procedures outlined under Doc8168 PANS/OPS. If no special
altitudes/levels are promulgated in the SID, procedures are based on a 2,5% slope
plus a safety margin of 0,8% - thus requiring a gradient of 3,3% to be highlighted in
the all engine case. The 3,3% slope starts at the departing end of the runway, and
extends to the point where the SID ends, or to the minimum IFR safe altitude. From
the above, it is evident that the 3,3% (min. gradient) must be achieved also in case
of engine failure if flying along published departure route with one engine-out.
Note: Some SIDs do not comply with the PAN OPS Doc8168; these are clearly
identified as such on the respective charts. In these cases, the gradients and
restrictions defined by the local Civil Aviation Authority must be complied with.
Landing - Destination and Alternate Aerodromes

CHAPTER 8 P: 8-20
The Commander shall ensure that the landing weight of the aeroplane does not exceed:
• The maximum landing weight specified in the OM Part B for the pressure altitude
and the ambient temperature expected for the estimated time of landing at the
destination and alternate aerodrome;
• The maximum structural limit weight.
For instrument approaches with a missed approach gradient greater than 2.5% the
Commander shall verify that the expected landing weight allows a missed approach with a
climb gradient equal to or greater than the applicable missed approach gradient in the one-
engine inoperative missed approach configuration and speed. If requirement cannot be
met, the contingency missed approach procedure shall be pre-planned and executed.
For instrument approaches with decision heights below 200 ft, the Commander must verify
that the landing weight of the aeroplane, taking into account the take-off weight and the
fuel expected to be consumed in flight, allows a missed approach gradient of climb, with
the critical engine failed and with the speed and configuration used for go-around of at
least 2.5%, or the published gradient, whichever is the greater. If requirement cannot be
met, the contingency missed approach procedure shall be pre-planned and executed.
Required Landing Distance - Dry Runways
During flight preparation or in-flight re-planning, the Commander shall ensure that the
landing weight of the aeroplane for the estimated time of landing at the destination
aerodrome and at any alternate aerodrome allows a full stop landing from 50 ft above the
threshold within 60% of the landing distance available.
When showing compliance with requirement above, the Commander must take account of
the following:
• The altitude at the aerodrome;
• Not more than 50% of the head-wind component or not less than 150% of the
tailwind component; and
• The runway slope in the direction of landing if greater than +/-2%.
When showing compliance with sub-paragraph above, it shall be assumed that:

• The aeroplane will land on the most favourable runway, in still air; and
• The aeroplane will land on the runway most likely to be assigned considering the
probable wind speed and direction and the ground handling characteristics of the
aeroplane, and considering other conditions such as landing aids and terrain.
Required Landing Distance - Wet Runways

CHAPTER 8 P: 8-21
During flight preparation or in-flight re-planning when the appropriate weather reports or
forecasts, or a combination thereof, indicate that the runway at the estimated time of
arrival may be wet, in addition to the requirements for dry runways, the Commander shall
ensure that, the landing distance available is at least 115% of the required landing
distance on dry runway.
Required Landing Distance - Contaminated Runways
During flight preparation or in-flight re-planning when the appropriate weather reports or
forecasts, or a combination thereof, indicate that the runway at the estimated time of
arrival may be contaminated, in addition to the requirements for dry runways:
• The Commander shall ensure that, the landing distance available is at least 115%
of the required landing distance on dry runway; or
• The Commander shall ensure that, the landing distance available must be at least
115% of the actual landing distance determined in accordance with approved
contaminated landing distance data or equivalent; whichever is greater.
Approach Climb
This corresponds to an aircraft’s climb capability, assuming that one engine is inoperative
and gear up. The “approach climb” wording comes from the fact that go-around
performance is based on approach configuration, rather than landing configuration. The
minimum gradient to be demonstrated is 2,1% for twin engine aircraft.
Landing Climb
Contrary to all other phases of the flight, the aircraft in its final landing configuration (gear
down and flaps for landing) is not expected to demonstrate a one engine-out climb
performance. Also, air-worthiness requirements require for all aircraft an all engine climb
gradient of 3,2%. In case of a balked landing, a go around with one-engine failed may only
be executed when the height is such as to allow a configuration change from landing climb
into approach climb configuration.
All Engine Climb Gradient
For individual all engine take-off gradient tables for each aeroplane type refer to applicable
OM Part B.
One Engine Inoperative Net Flight Path
The net flight path is established considering a drift-down procedure taking into account a
given drift-down speed associated with the expected aircraft weight and the remaining
engine being set at Maximum Continuous Thrust (MCT). Refer to applicable OM Part B
and QRH.

CHAPTER 8 P: 8-22
8.1.3.7 Special Operations
Increased Bank Angles
For the use of bank angles of more than 20° between 200 - 400 ft AGL, or more than 30°
above 400 ft AGL, special procedures, subject to the approval of the SSCA, shall be used.
Such procedures shall meet at least, the following criteria:
• The applicable OM PART B must contain approved data for the required increase of
operating speed and data to allow the construction of the flight path considering the
increased bank angles and speeds;
• Visual guidance must be available for navigation accuracy;
• Weather minima and wind limitations must be specified for each runway and
approved by the SSCA;
• Appropriate simulator training shall be accomplished for applicable Commanders.
Steep Approach Procedures
For the use of steep approach procedures using glide slope angles of 4° or more and with
screen heights of less than 50 ft (but not less than 35 ft) special procedures, subject to the
approval of the SSCA, shall be used. Such procedures shall meet at least, the following
criteria:
• The applicable OM Part B must state the maximum approved glide slope angle, any
other limitations, normal, abnormal or emergency procedures for the steep
approach as well as amendments to the field length data when using steep
approach criteria;
• A suitable glide path reference system comprising at least a visual glide path
indicating system must be available at each aerodrome at which steep approach
procedures are to be conducted;
• Weather minima must be specified and approved for each runway to be used with a
steep approach.
Such aerodrome shall be classified as category C aerodrome.
Consideration must be given to the following:

• The obstacle situation;
• The type of glide path reference and runway guidance;
• The minimum visual reference to be required at DH and MDA;
• Required airborne equipment;
• Required Commander qualification and aerodrome familiarization;
• OM Part B limitations and procedures;
• Missed Approach criteria.

CHAPTER 8 P: 8-23
8.1.3.8 Planning Minima
Departure
Actual weather conditions shall be taken into account at the departure aerodrome.
Take-Off Alternate
When weather condition on departure aerodrome is below the landing minima, a take-off
alternate should be nominated and noted on OFP. This take-off alternate should be within
one hour of flight with one-engine inoperative (330 NM). Terrain and weather en-route to
take-off alternate must permit single-engine operation.
Planning minima for take-off alternate:

• Aerodrome weather conditions must be at or above the applicable minima at least
from one hour before to one hour after ETA (but not below CAT I minima);
• The ceiling must be taken into account when the only approaches available are
non-precision and/or circling approaches;
• Any limitation related to one-engine inoperative operations must be taken into
account.
Destination
For destination aerodromes (except isolated destination aerodromes) the following

planning minima must be met:
• Forecasted RVR and/or visibility shall be according Aerodrome Operating Minima
as stated in OM Part A, Chapter 8.1.3 for intended approach procedure; and
• For intended non-precision approach or circling approach (if applicable), the
forecasted ceiling shall be at or above applicable MDH.
Destination Alternate(s)
A take-off must not be commenced unless the appropriate weather reports or forecasts, or
any combination thereof, indicate that during a period commencing 1 hour before and
ending 1 hour after the ETA at:
• Destination aerodrome and destination alternate aerodrome, or
• Destination alternate aerodromes (two),
the weather conditions will be at or above the applicable planning minima for destination
and alternate aerodrome. The alternate(s) have to be specified in the OFP.

CHAPTER 8 P: 8-24
Flight may be planned and executed without selected destination alternate(s) when a
certainty exists that:
1) The approach and landing may be made under visual meteorological conditions;
and
2) Separate runways are usable at the estimated time of use of the destination
aerodrome with at least one runway having an operational instrument approach
procedure
Important: Runways on the same aerodrome are considered to be separate
runways when they are separate landing surfaces, each having an
approach procedure based upon a separate aid, which may overlay or
cross such that, if one of the runways is blocked, it will not prevent the
planned operation on the other runway.
or
3) The destination aerodrome is isolated and no destination alternate exists.
Two destination alternates must be selected, if:

• The appropriate weather reports or forecasts for the destination or any combination
thereof, indicate that during a period commencing 1 hour before and ending 1 hour
after the ETA at the destination, the weather conditions will be below the applicable
planning minima, or
• No weather forecasts are available for destination.
For destination alternate aerodromes the minima specified in the following table must be
met:
Planned Type of Approach Planning Minima

CAT II / III CAT I minima (RVR)
CAT I Non-Precision minima (RVR and Ceiling)
Increased Non-Precision minima
Non-Precision
(RVR + 1000 m and Ceiling + 200 ft)
Circling Circling minima
Planning Minima for Destination (& Enroute) Alternates
Enroute Alternate(s)
When choosing Enroute Alternates they must comply with 60 minutes maximum diversion
distance for single engine operation (refer to FCOM-PRO-SPO-40-60 Performance).
Planning minima for enroute alternates shall be the same as for destination alternate.

CHAPTER 8 P: 8-25
Equitime Point (ETP) is point on the aircraft route, which is located at the same flying time
(in forecasted atmospheric conditions) from two suitable diversion aerodromes. For
extended overwater flights, the ETP position should be determined using a computerized
flight planning, or graphically on a navigation or plotting chart.
8.1.4 Methods for Establishing Aerodrome Operating Minima

8.1.4.1 Aerodrome Operating Minima – General
The term Aerodrome Operating Minima refers to the minimum weather conditions required
for particular operations at an aerodrome and are expressed in terms of cloud ceiling, RVR
and visibility.
Required minima are affected by:

• Aircraft Capability – defined in the Airplane Flight Manual (AFM) and described in
OM part B and FCOM;
• Obstacle Clearance and Procedure Type – calculated in accordance with ICAO
Document 8168;
• Operator’s Approved Minima;
• Crew Minima;
• Aircraft system degradation;
• Ground system degradation;
• Aeroplane category.
Company's Aerodrome Operating Minima (AOM) are compliant with the AOCR
requirements, however they shall never be below any existing State Minima. The AOM
depicted in OM Part C comply with this policy unless specifically stated otherwise.
Aerodrome Operating Minima defines the limits of usability of an aerodrome for either
take-off or landing, usually expressed in terms of RVR or VIS, DA (H), MDA (H) and cloud
conditions. Unless stated otherwise AOM are depicted on aeronautical charts (refer to OM
Part C) and never below any State minima.
Aeroplane capability given in the OM Part B defines the lowest minima for which an
aeroplane has been certified.
JC Airlines Minima are approved by the SSCA and stated in the AOC Operational
Specifications. They are the lowest minima that JC Airlines is allowed to use on specified
aerodromes. They cannot be lower than the aeroplane capability and the minima required
by the national Civil Aviation Authority of the aerodrome.
Crew minima are the minima to which individual flight crew members are authorised to
use. They are based upon the training and qualification of the flight crew members.

CHAPTER 8 P: 8-26
8.1.4.2 Aeroplane Approach Categories
For approach, aeroplanes are classified in categories A, B, C, D, and E.
A320 aircraft are classified as Category C aircraft (refer to OM Part B). The criteria taken
into consideration for the classification of aeroplanes by categories is the IAS at threshold
(VAT) in landing configuration at the maximum certified landing weight.
Aircraft Category VAT

C 121 - 140 knots
The category is a permanent value and is independent of the changing conditions of day to
day operations.
8.1.4.3 Take-off Operating Minima
Take-off minima are generally expressed as VIS or RVR Limits. Where there is a specific
need to see and avoid obstacles, a ceiling or climb gradient will be specified.
• Take-off shall not be commenced unless weather conditions at the airport of
departure are equal to or better than applicable minima for landing at that airport,
unless a suitable take-off alternate aerodrome is available is available within 330
NM for jet aeroplanes.
• When the reported visibility VIS is below that required for take-off and RVR is not
reported, a take-off may only be commenced if the Commander can determine that
the RVR along the take-off runway is equal to or better than the required minimum.
• When no report of VIS or RVR is available, a take-off may only be commenced if
the Commander can determine that the RVR along the take-off runway is equal to
or better than the required minima.

CHAPTER 8 P: 8-27
Minimum RVR for Take-off (Cat C)

Operational Requirements RVR (m)
• Nil (Day only) 500
• Runway edge lights or centre line markings
400
For night operations at least (REDL or RCCL) and RENL are available
For RVR below 400 m LVP shall be in force. CM1 and CM2 shall be qualified for
LVTO. CM1 shall be PF.
• Runway edge lights and runway centre line markings
300
For night operations at least (REDL or RCCL) and RENL are available
• Runway edge lights and runway centre line lights 200
• Runway edge and runway centre line lights
• Multiple RVR information; the required RVR value shall be
achieved for all of the relevant RVR reporting points with the 150
exception of the initial part of the take-off run where reported
RVR may be replaced by pilot assessment
• High intensity runway centre line lights spaced 15 m or less and
high intensity edge lights spaced 60 m or less and multiple RVR
• The required RVR value has been achieved for all of the relevant
125
RVR reporting points
• A 90 m visual segment is available from the cockpit at the start
of the take-off run
Important: To conduct LVTO in RVR less than 150m special SSCA approval is required.
8.1.4.4 Authorized Approaches
The approach procedures published in the OM Part C for ILS, PAR, LOC (GS inoperative),
VOR, VOR/DME, SRA, NDB and NDB/DME are authorized, provided:
• All the required navigation aids, as specified in the title of the approach charts are
available during the appropriate phases of an approach;
• The minimum required equipment on board, to use the specified navigation aids is
serviceable.
8.1.4.5 Visual Approach
A visual approach takes place when either part or all of an instrument approach procedure
is not completed and approach is executed by visual reference to the terrain. Visual
approach shall not be attempted unless:
• ATC clearance for visual approach has been issued;
• It is daytime;

CHAPTER 8 P: 8-28
• Reported cloud ceiling is higher than MDH specified in approach chart (under circle
to-land) or 1500 ft, whichever is greater;
• Reported visibility is at least 5000 m;
• Reported RVR on applicable parts of landing runway is at least 800 m.
Visual approach shall not be initiated and/or continued unless:

• The aeroplane is clear of clouds;
• The active runway and/or runway lights and/or approach lights and/or other lights,
markings or objects identifiable with the runway can be kept in sight.
8.1.4.6 Circling Approach
Circling is the term used to describe the visual phase of an instrument approach required
to position an aeroplane for landing on a runway, which is not suitably located for a
straight-in approach. During circling manoeuvres the relevant approach category is
associated with a maximum speed for manoeuvring. In the case of category C this speed
is normally 180 kt. Circle-to-land approach shall not be attempted unless:
• ATC clearance for circle-to-land has been issued;
• Reported cloud ceiling is equal or higher than MDH specified in approach chart
(under circle-to-land) or MDH specified in table Circle-to-land Minima below,
whichever is greater;
• Reported visibility is equal or greater than minimum required specified in approach
chart (under circle-to-land) or visibility specified in table Circle-to-land Minima
below, whichever is greater;
• Reported RVR on applicable parts of landing runway is at least 800 m.
Circle-to-land manoeuvre (circling flight path) shall not be initiated and/or continued
unless:
• The aeroplane is clear of clouds;
• The active runway and/or runway lights and/or approach lights and/or other lights,
markings or objects identifiable with the runway can be kept in sight.
Approach Category C
MDH 600 ft
VIS 2400 m
Circle-to-land Minima

CHAPTER 8 P: 8-29
8.1.4.7 Non-Precision Approaches
General
A Non-Precision Approach (NPA) operation is an instrument approach with a MDH not

lower than 250 ft and an RVR/CMV of not less than 750 m.
Non-precision approach procedures are based on the use of ILS without glideslope (LOC
only), VOR, NDB, SRA, RNAV or VDF.
Flight Crews should aim to fly all Non-Precision Approaches using the Continuous Descent
Final Approach technique (CDFA). To conduct CDFA the pilot must have adequate
information of a distance to the runway threshold or applicable approach navaid.
The MDH on a non-precision approach shall not be less than the highest of:
• The OCH for the category of aircraft;
• The system minimum, as contained in the table below;
• Any state minima if applicable; or
• Where a non-precision approach is flown as a continuous descent approach, 50
feet is to be added to the published minima and it is to be treated exactly as the DA
during a precision approach i.e. if the specified visual references are not achieved
then a go-around is to be initiated.
Note: For operational purposes the MDH calculated must be converted to an MDA.
Approach Aid System Minima (feet)

LOC (ILS w/o GS) 250
SRA (terminating at ½ NM) 250
SRA (terminating at 1 NM) 300
SRA (terminating at 2 NM) 350
VOR/DME 250
VOR 300
NDB/DME 300
NDB 350
VDF 350
RNAV Not allowed
The lateral part of the missed approach procedure must be flown via the Missed Approach
Point unless otherwise stated on the approach chart.

CHAPTER 8 P: 8-30
Required visual reference
Non-precision approach shall not be continued below minima unless at least one of the
following visual references for the intended runway is distinctly visible to and identifiable by
the pilot:
• Elements of the approach light system;
• Threshold, or its markings, lights or identification lights;
• Visual glide slope indicator(s);
• Touchdown zone or zone markings or zone lights;
• Runway edge lights; or
• Other visual references accepted by the SSCA and specified in the OM Part C.
8.1.4.8 Precision Category I Approach (CAT I / CAT 1)
General
A Category I approach operation is a precision instrument approach and landing with:

• Runway visual range (RVR) not less than 550 metres, and
• Decision height (DH) not lower than 200 feet.
The following are Category I approaches that may be used by JC Airlines:

• ILS (CAT I);
• PAR.
Required Visual Reference
Precision approach CAT I shall not be continued below DA unless at least one of the
the pilot:
• Elements of the approach lighting system;
• Threshold, or its markings, lights or identification lights;
• Visual glide slope indicator(s);
• Touchdown zone or zone markings or zone lights;
• Runway edge lights.

CHAPTER 8 P: 8-31
8.1.4.9 Precision Category II Approach (CAT II / CAT 2)
General
(ICAO): A Category II approach operation is a precision instrument approach and landing

using ILS with:
• A runway visual range (RVR) not less than 300 metres, and
• A decision height (DH) not lower than 100 feet.
The minimum RVR for particular precision approach Category II is governed by the DH,
aeroplane approach category and the approach lighting and runway lighting/marking
available. Unless stated otherwise, OM Part C (approach charts) shows adequate
minimum RVR information to the flight crew.
Precision approach CAT II shall not be continued below DH unless at least one of the
the pilot:
• A segment of at least 3 consecutive lights being:
- The centre line of the approach lights, or
- Touchdown zone lights, or
- Runway centre line lights, or
- Runway edge lights, or
- A combination of these;
is attained and can be maintained; and
• A lateral element of the ground pattern being:
- An approach lighting crossbar, or
- The landing threshold or a barrette of the touchdown zone lighting.
Approval
JC Airlines is approved to conduct Category II approaches.
8.1.4.10 Precision Category III Approach (CAT III / CAT 3)
General
A Category III approach operation is a precision instrument approach and landing using
ILS divided in two subcategories:
• Category IIIA approach is a precision instrument approach and landing with:
- A runway visual range (RVR) not less than 175 m, and

CHAPTER 8 P: 8-32
- A decision height (DH) not lower than 50 feet, or no DH.

• Category IIIB approach is a precision instrument approach and landing with:
- A runway visual range (RVR) less than 175 m but not less than 50 m (75 m
being Airbus limitation), and
- A decision height (DH) below 50 ft, or no DH.
Note: Where the decision height (DH) and runway visual range (RVR) do not fall within
the same Category, the RVR will determine in which Category the operation is to
be considered.
Approval
JC Airlines is approved to conduct Category IIIA approaches with lowest required RVR
200 meters and DH 50 feet. Fleet specific capability is described in the relevant OM Part B
and FCOM.
Decision Height
Decision height to be used not shall not be lower than:

• The minimum decision height specified in the AFM;
• The minimum height to which the precision approach aid can be used without the
required visual reference;
• The decision height to which the flight crew is authorised to operate.
No Decision Height (No DH) Operations
Operations with no DH may only be conducted if:

• The no decision height operation is authorised in the OM Part B; and
• The approach aid and airport facilities can support operations with no DH.
Note: On a CAT III approved runways it may be assumed that operations with no DH
can be supported, unless specifically restricted, as published in the AIP or
NOTAM.
Precision approach CAT IIIA using fail-passive flight control system shall not be continued
below DH unless a visual reference containing a segment of at least 3 consecutive lights
being:
• The centre line of the approach lights, or
• Touchdown zone lights, or
• Runway centre line lights, or

CHAPTER 8 P: 8-33
• Runway edge lights, or

• A combination of these,
is attained and can be maintained.
Precision approach CAT IIIB using fail-operational flight control system shall not be
continued below DH unless a visual reference containing at least 1 centre line light is
attained and can be maintained.
For precision approach CAT IIIB operations with no DH there is no requirement for visual
contact with the runway prior to touchdown. The required RVR depends on the level of
aeroplane equipment.
8.1.4.11 Runway Visual Range (RVR)
Relevant Runway Visual Range
Take-off: RVR for that part of the runway used to accelerate to V1 followed by a rejected
take-off and deceleration down to a speed of approximately 60 knots.
Landing: RVR for that part of the runway used during the high speed phase of the landing
run down to a speed of approximately 60 knots.

CHAPTER 8 P: 8-34
Controlling RVR – Approach
The touchdown RVR is always controlling for any instrument approach. If reported and
relevant, the mid-point and stop-end RVR are also controlling. A summary of lowest
minima, as used in JC Airlines, is given below:
RVR (m)
Category Decision Height (ft) Touchdown Mid point Stop end
Category I above 300 800 N/R N/R
251-300 650 N/R N/R
201-250 600 N/R N/R
200 550 N/R N/R
Category II 141-199 450 75 / 125 75
121-140 400 75 / 125 75
100-120 300 75 / 125 75
Category III 50-99 200 75 / 125 75
Notes: N/R – Not Required.

Only relevant mid-point and stop-end RVR need to be accounted for.
If mid-point RVR is reported and relevant it shall indicate not less than 75 m; 125
m if roll guidance is U/S or when conducting manual roll-out.

CHAPTER 8 P: 8-35
Converted Meteorological Visibility (CMV)
AOM are depicted on aeronautical charts (OM Part C) using RVR. If RVR reports are not
available, and only meteorological visibility is reported, then for straight in instrument
approaches only, the reported meteorological visibility may be converted to RVR according
to the table below. The converted meteorological visibility (CMV) may then be compared
with the charted RVR values to determine whether the approach may be commenced or
continued.
CMV = VIS x Factor

Lightning Elements in Operation
Day Night
HI approach and runway lightning 1.5 2.0
Any type of lightning installation other than above 1.0 1.5
Nil 1.0 N/A
The table above shall not be used:

• When calculating take-off minima;
• For CAT II and CAT III low visibility procedures;
• Whenever a reported RVR is available;
• When a visibility minimum is published for the approach;
• When reported visibility is less than 800 metres.

Effect on Landing Minima 8.1.4.12 @a
Temporary failed or
downgraded ground equipment
Cat lilA Cat II Cat I Non-Precision
ILS stand-by transmitter No effect
Outer Marker (OM) Not allowed, except if replaced by height check at 1000 ft NPA with FAF: no effect
unless used as FAF
Middle Marker (MM) No effect No effect unless used as

MAPt

RVR assessment systems On runways equipped 2 or more RVR assessment units. one may be No effect
inoperative
Approach Lights (APL) Not allowed for operations Not allowed Minima as for NALS1
with DH > 50 ft
APL except the last 210m No effect Not allowed Minima as for BALS1
CHAPTER 8
APL except the last 420 m No effect Minima as for IALS1
Standby power for APL No effect

OPERATING PROCEDURES
REDLmTHRLorRENL Day: no effect Day: no effect; Night not allowed

Night: RVR <: 550 m
RCLL spacing increased to 30 m No effect

Effect of Failed or Downgraded Ground Equipment
RCLL Day: RVR ~ 300 m Day: RVR 350 m No effect

No effect if FD or
Night: RVR <: 400 m Night: RVR 550 m (or 2: 400 m with AL)
AL; otherwise RVR
TDZL Day: RVR 300 m ~750 m No effect
Night RVR 550 m (~350m withAL)
TVVY light system No effect
JC CAMBODIA INTERNATIONAL AIRLINES

Rev. 00, 10 JAN 2017
P: 8-36
CHAPTER 8 P: 8-37
1
Note: Any APL other than FALS for Cat I, then RVR ≥ 750 m.
Remarks:
- Multiple failures of RWY lights other than indicated in the table are not
acceptable;
- Deficiencies of approach and RWY lights are treated separately;
- Cat II or Cat III operations: a combination of deficiencies in runway lights and
RVR assessment equipment is not allowed;
- Failures other than ILS affect RVR only and not DH.
8.1.4.13 Approach Lights Systems
Approach Lights System

Length, configuration and intensity of approach lights
(ALS)
ICAO: Precision approach CAT I Lighting System (HIALS 720
FALS (Full)
m ≥) distance coded centreline, Barrette centreline
ICAO: Simple approach lighting system (HIALS 420-719 m)
IALS (Intermediate)
single source, Barrette
Any other approach lighting System (HIALS, MIALS or ALS
BALS (Basic)
210-419 m)
Any other approach lighting system (HIALS, MIALS or ALS <
NALS (Nil)
210 m) or no approach lights
RVR/CMV vs. DH/MDH for Cat I and Non-Precision Approaches:

Type of Approach Lights System
DH or MDH FALS IALS BALS NALS
RVR/CMV
200 – 210 ft 550 m 750 m 1000 m 1200 m
211 – 220 ft 550 m 800 m 1000 m 1200 m
221 – 230 ft 550 m 800 m 1000 m 1200 m
231 – 240 ft 550 m 800 m 1000 m 1200 m
241 – 250 ft 550 m 800 m 1000 m 1300 m
251 – 260 ft 600 m 800 m 1100 m 1300 m
261 – 280 ft 600 m 900 m 1100 m 1300 m
281 – 300 ft 650 m 900 m 1200 m 1400 m
301 – 320 ft 700 m 1000 m 1200 m 1400 m
321 – 340 ft 800 m 1100 m 1300 m 1500 m
341 – 360 ft 900 m 1200 m 1400 m 1600 m
361 – 380 ft 1000 m 1300 m 1500 m 1700 m

CHAPTER 8 P: 8-38
Type of Approach Lights System

DH or MDH FALS IALS BALS NALS
RVR/CMV
381 – 400 ft 1100 m 1400 m 1600 m 1800 m
401 – 420 ft 1200 m 1500 m 1700 m 1900 m
421 – 440 ft 1300 m 1600 m 1800 m 2000 m
441 – 460 ft 1400 m 1700 m 1900 m 2100 m
461 – 480 ft 1500 m 1800 m 2000 m 2200 m
481 – 500 ft 1500 m 1800 m 2100 m 2300 m
501 – 520 ft 1600 m 1900 m 2100 m 2400 m
521 – 540 ft 1700 m 2000 m 2200 m 2400 m
541 – 560 ft 1800 m 2100 m 2300 m 2500 m
561 – 580 ft 1900 m 2200 m 2400 m 2600 m
581 – 600 ft 2000 m 2300 m 2500 m 2700 m
601 – 620 ft 2100 m 2400 m 2600 m 2800 m
621 – 640 ft 2200 m 2500 m 2700 m 2900 m
641 – 660 ft 2300 m 2600 m 2800 m 3000 m
661 – 680 ft 2400 m 2700 m 2900 m 3100 m
681 – 700 ft 2500 m 2800 m 3000 m 3200 m
701 – 720 ft 2600 m 2900 m 3100 m 3300 m
721 – 740 ft 2700 m 3000 m 3200 m 3400 m
741 – 760 ft 2700 m 3000 m 3300 m 3500 m
761 – 800 ft 2900 m 3200 m 3400 m 3600 m
801 – 850 ft 3100 m 3400 m 3600 m 3800 m
851 – 900 ft 3300 m 3600 m 3800 m 4000 m
901 – 950 ft 3600 m 3900 m 4100 m 4300 m
951 – 1000 ft 3800 m 4100 m 4300 m 4500 m
1001 – 1100 ft 4100 m 4400 m 4600 m 4900 m
1101 – 1200 ft 4600 m 4900 m 5000 m 5000 m
1201 ft and above 5000 m 5000 m 5000 m 5000 m

CHAPTER 8 P: 8-39
8.1.5 En-Route Operating Minima for VFR Flights or VFR portions of an IFR
Flight
VFR flights are generally not allowed except when authorised by the Flight Operations
Manager.
It is prohibited to cancel IFR flight plans at night or in congested terminal areas.
When authorised, VFR flights shall be conducted in accordance with the Visual Flight
Rules and in accordance with the table below (applicable for pre-flight planning and in-
flight IFR cancellation).
TAS below 250 kts TAS above 250 kts

Cloud Distance Cloud Distance
Airspace Min. Height VIS VIS
(horizontal/vertical) (horizontal/vertical)
All Classes
2500 AGL 8 km 1.5 km / 1000 ft 10 km 3.0 km / 2000 ft
(except A)
8.1.6 Presentation & Application of Aerodrome & En-Route Operating Minima
Operating minima as presented in the OM Part C (Jeppesen airport and enroute charts)
shall be used unless otherwise stated or specified for a particular flight, aerodrome,
runway or type of operation.
8.1.6.1 Presentation
Jeppesen Inc. is provider of Jeppesen aeronautical (navigation) charts, used in JC Airlines’

operations. Only such charts and other information from OM Part C shall be used which
are edited, or approved, by JC Airlines.
Minima to be used are the highest of:

• Minima depicted on the aeronautical charts;
• State minima;
• Company minima.
For precision approaches, minima are listed in terms of DA and RVR. For non-precision
approaches, minima are usually listed in terms of MDA and RVR (or Visibility). For circling
approaches, the MDA will be shown together with a minimum Visibility.
The following philosophy and descent limits apply for different types of instrument
approaches:
1) Decision Altitude (DA) for:
• Precision Category I Approach;
CHAPTER 8 P: 8-40
• Non-Precision Approach (LNAV, LOC, NDB, VOR) flown as a continuous

descent approach (using CDFA technique):
Where DA or MDA(H) is published on the approach chart, 50 feet is to be
added to the published minima and new value is to be treated exactly as the
DA during a precision approach i.e. if the specified visual references are not
achieved then a go-around is to be initiated;
2) Decision Height (DH) for Precision Category II/III Approach;
3) No Decision Height (no DH) or Precision Category III Approach;
4) Minimum Descent Altitude (MDA) for Circling Approach;
5) DA or MDA increased by OCA (H); where OCA is increased above published DA or
MDA, for example by NOTAM, the new OCA will become the revised DA or MDA.
A Decision Height (DH) or Decision Altitude (DA) is a specified height or altitude in the
precision approach at which a missed approach must be initiated if the required visual
reference to continue the approach has not been acquired. Decision Height or Descent
Altitude (DH/DA) for precision approaches is referenced to the threshold elevation of the
landing runway.
Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH) is a specified

altitude or height in a non-precision approach or circling approach below which descent
must not be made without the required visual reference. Minimum descent altitude (MDA)
is referenced to mean sea level and minimum descent height (MDH) is referenced to the
aerodrome elevation or to the threshold elevation if that is more than 2m (7ft) below the
aerodrome elevation. A minimum descent height for a circling approach is referenced to
the aerodrome elevation.
CAT II Decision Heights are referenced to the threshold elevation and are published with
an accuracy of 1 foot.
CAT III Decision Heights are not calculated individually since the standard DH value as
approved for the particular aeroplane type are applicable unless a higher value is shown
on the approach chart as specified by the State concerned.
The following dimensional units shall be used for the expression of aerodrome
meteorological minima:
• Decision Height – feet;
• Decision Altitude – feet;
• Minimum Descent Height – feet;
• Minimum Descent Altitude – feet;
• Ceiling – feet;
• RVR/Visibility – metres.

CHAPTER 8 P: 8-41
8.1.6.2 Application
A Commander is not permitted to operate to minima which are lower than those published
in OM Part C (on aeronautical charts), calculated in accordance with Chapter 8.1.3 of this
manual, or notified by the state which controls the aerodrome in question. A Commander
may nevertheless elect to operate to higher minima than those established by any of these
means if he considers that under the circumstances of the flight to do otherwise might
compromise the safety of his aeroplane or the passengers. Once the flight has started, the
Commander must be prepared to amend the intended minima for any aerodrome he is
scheduled to use, in order to take account of any change in status of the relevant
approach aids which occurs during the flight.
The pilots shall increase published minima to account for:

• Failed or downgraded ground equipment (refer to Chapter 8.1.3.12 Effect of Failed
or Downgraded Ground Equipment);
• Any limitations in accordance with the MEL;
• In-flight aeroplane systems failures;
• Crew qualification;
• Information provided by NOTAM or AIP Supplement.
Whenever any requirement of the Operations Manual governing the application of a

published minimum (e.g. availability of ground facilities or airborne equipment
components, crosswind limitation, crew qualification) cannot be met, the published minima
shall be increased accordingly.
The values for DA/DH/MDA/MDHs, published on approach charts, take into account
OCA/OCHs and/or official minima values published by the state Civil Aviation Authority,
and any other particular regulations prescribed by the state Civil Aviation Authority.
Landing minima may sometimes have to be modified on short term basis, but applicable
state Civil Aviation Authorities will publish raised or lowered OCA and/or OCH values only.
If an OCA (OCH) published in NOTAM is higher than DH/DA/MDH/MDA indicated on
approach chart, this higher value shall be used. The applicable VIS/RVR shall be checked
for a possible increase.
8.1.6.3 Altitude Correction
Pressure altimeters are calibrated to indicate true altitude under ISA conditions. In case
where the temperature is higher than ISA the true altitude will be higher than the figure
indicated by the altimeter and the true altitude will be lower when the temperature is lower
than ISA. The altimeter error may be significant under conditions of extremely low
temperatures. Refer to OM Part A, Chapter 8.1.2.6 for details on increasing minima.

CHAPTER 8 P: 8-42
8.1.7 Interpretation of Meteorological Information

8.1.7.1 General
All flight crews are required to develop and maintain a sound working knowledge of the
system used for reporting aerodrome actual and forecast weather conditions and for the
associated codes. The information provided in the relevant parts of OM Part C (Jeppesen
Airway Manual - General) highlights the different weather reports and their interpretation.
8.1.7.2 Airport Meteorological Data
METARS and TAFS are produced by airport meteorological offices and used by the
Commander (Pilot-In-Command) to decide whether actual/forecast conditions would allow
a safe landing within the permitted aerodrome operating minima.
METARS (Aviation routine weather reports), are compiled half hourly or hourly and contain
the following coded information:
• Type of report (METAR) or SPECI (special report);
• ICAO station identifier;
• Time of observation;
• Wind direction (normally degrees true, occasionally degrees magnetic) and speed
(kts or km/h or m/s);
• Gusts;
• Horizontal visibility;
• RVR, if visibility is less than 1500 m;
• Weather phenomena (if any);
• Clouds;
• CB (cumulonimbus) or TCB, (towering cumulus) if any;
• Temperature and dew point (T, DT);
• QNH;
• Supplemental information, if applicable (recent weather, windshear, etc.);
• Trend;
• BECMG (becoming) indicates an expected permanent change;
• TEMPO (temporarily) indicates a temporary fluctuation in weather conditions;
• PROB (probability) indicates a probable (given in percent) change;
• AT – at a specific time;
• FM – from …;
• TL – until …;
• CAVOK (Cloud And Visibility OK) - if visibility is 10 km or more, no clouds are
reported/expected below 1500 m (5000 feet) or below the highest minimum sector
altitude, whichever is greater, and no cumulonimbus is reported or expected;

CHAPTER 8 P: 8-43
• Ceiling - the height above the ground or water of the base of the lowest layer of
cloud below 6000 m (20.000 feet) covering more than half of the sky (BKN or OVC);
• NSC – No Significant Clouds;
• NSW – No Significant Weather.
Clouds are reported in six character groups. The first three characters indicate the cloud
amount:
• FEW = 1 to 2 oktas;
• SCT (scattered) = 3 to 4 oktas;
• BKN (Broken) = 5 to 7 oktas;
• OVC (overcast) = 8 oktas;
• SKC = Sky clear.
The next three characters indicate base of the cloud layer in hundreds of feet above
aerodrome level. Note: In some countries the cloud amount may still be given in oktas
instead of FEW, SCT, BKN or OVC.
TAFS (Terminal Aerodrome Forecast) are usually valid for a period of not less than 9
hours but no more than 24 hours. Routine aerodrome forecasts valid for less than 12
hours should normally be issued every 3 hours, all others every 6 hours. The structure is
similar to the METAR but lists forecast weather conditions without dew point, temperature
and QNH.
8.1.7.3 En-route Meteorological Data
Meteorological charts are issued four times a day at fixed intervals 00:00, 06:00, 12:00 and
18:00 UTC and are normally available at least 9 hours before such times.
Significant Weather Charts cover the layers between surface to FL 100, FL 100 – FL 250,
FL 100 – FL 450 and FL 250 – FL 630. These charts show significant en-route weather
phenomena such as:
• Thunderstorms;
• Tropical cyclones;
• Severe squalls;
• Moderate or severe turbulence;
• Moderate or severe icing;
• Type of clouds – particularly cumulonimbus type clouds;
• Surface position of convergence zones;
• Tropopause height;
• Jetstreams;
• Information on the location and times of volcanic eruptions.

CHAPTER 8 P: 8-44
These charts shall be used to determine hazardous weather conditions en-route and to
check route planning.
Wind charts - the following wind charts should be available to determine the wind en-route
and to the alternate(s):
Pressure Surface Approximate Altitude Flight Level

850 hPa 4.780 feet 50
700 hPa 9.900 feet 100
500 hPa 18.300 feet 180
400 hPa 24.000 feet 240
300 hPa 30.100 feet 300
250 hPa 33.980 feet 340
200 hPa 38.700 feet 390
150 hPa 44.650 feet 450
Note: The above is for information only.
8.1.7.4 Non-Routine Aeronautical Information
The following “non-routine” meteorological information is provided when applicable:

• SPECI, a special report amending a METAR;
• Amended TAF’s;
• SIGMET (significant meteorological reports) when significant weather phenomena
occur;
• Aerodrome Warnings such as microburst or windshear.
Note: Full details of weather reports and meteorological data presentation are available in
the Jeppesen Airway Manual – General (section Meteorology).

AP,PLI rRENDj TQ PRE.fU!;;2HT PLANNIN!;;2
1. APPLICATION OF INITIAL PART OF TAF (For aerodrome planning minima see JAR·OPS 1.297) 8.1.7.5 @a
a. Applicable time period: From the start of the TAFvalidity period up to 1he time of applicability or the first subseQueni'FM..."' or'BECMG' or, if no 'FM' or BECMG' is given,up to the
end of the validity period of the TAF.
b. Application of forecast The prevailing wea1tler conditions forecast in the. initial partofthe TAF should be flJIIY app.lied with lhe ex.ception oflhe mean wind and gusts (and crosswind)
which should be ~plied in a()C()rdance vAth the pGiicy in Ute column 'FM and BECMG Ar in the table below. This may however be overruled temporarily by a
'TEMPO' or 'PROB"' ' if applicable ace. lo the table below.
2. 6~~LI~6IIQ~ QE EQB~!;;6~I EQL~Q~I~~ ~tl6~g~ l~lli!;;6TOR~ lti I6E 6~C IB~~C
FM (alone) and BECMG (alone), BECMG FM, BECMG TL, W4fQ (alone), IEMPQ fM. IEM~Q IL !EM~O EM,. ~Tl. ~BQiil I~M~Q
BE~M~ AT: BE~f~Z FMI ...• TL1 in case ot: PRQB~gJ4•0 {alone)·

~E Sit !B;t-~~ ~t ~~~r!g~IIS~!l iltUI !;l~l~t~g~UgiJ IDlllLQl:~LUill ~~~tlgr.ai!Qil IDlillW~Dl~!ll ~~~tlgrilllQ!l i!lg
AERODROME Improvement Transient/Showery P·erslstent In any case Improvement
PLANNED AS: Conditions Collditions
In connection wHh in connedion with
short-ived weather e.g. haze, mist, fog,
ph!tnomen.a, e.g. dust/sandstorm,
thunderstorms, continuous
showers precipitation
CHAPTER 8
DESTINATION Applicable from lhe start of the change. Not .appi cable Applicable
at ETA ±1 HR
TAKE-OFF Mean wind : Should
ALTERNATE be within required Deterioratioo may be

at ETA ± 1 HR limits; disre-garded:
Should be Improvement should
OEST. ALTERNATE Mean wilid: Sha1..1ld be \vllhin required limits; Gusts: May boe: disregarded. be disregarded
al ETA± 1 HR disregarded including mean wind
ENROUTE Gusts: May be disregarded.
I Mean wind and
and gusts.
ALTERNATE gusts ex.c~ding

Application of Aerodrome Forecasts to Pre-flight Planning
at ETA± 1 HR required Iimits may be

disregarded.
Note: "Required limits" are those contained in 1tle OM A, OM B and FCOM.
• The spaoe following 'FM' should alvtays indude a time group e.g. 'FM1031L

Rev. 00, 10 JAN 2017
P: 8-45
CHAPTER 8 P: 8-46
8.1.8 Determination of the Quantities of Fuel and Oil Carried

8.1.8.1 General
An aeroplane shall carry a sufficient amount of usable fuel to complete the planned flight
safely and to allow for deviations from the planned operation. Adequate fuel quantity (block
fuel) to cover the requirements of Trip, Contingency, Alternate, Reserve and Taxi must be
loaded prior to departure.
The amount of usable fuel to be carried shall, as a minimum, be based on current

aeroplane-specific data provided by the aeroplane manufacturer and the operating
conditions for the planned flight.
An Operational Flight Plan (OFP) = Computerized Flight Plan (CFP) is produced using
performance data provided by the aeroplane manufacturer's documentation, navigation
and wind data from the software provider, and fuel required for the flight is calculated,
using the Company fuel policy at the planning stage taking into account:
• Current meteorological reports or a combination of current reports and forecasts
(anticipated meteorological conditions);
• Anticipated (aeroplane) weight;
• Routings;
• ATS procedures, restrictions and anticipated delays;
• Notices to Airmen;
• Any procedures or limitations contained in the Operations Manual;
• Possibility of the failure of one engine while en-route;
• The effects of deferred maintenance items and/or configuration deviations;
• Minimum cost operation;
• Realistic aircraft fuel consumption data based on data provided by the aircraft
manufacturer. For this purpose a fuel performance factor shall be determined for
each aircraft – refer to OM Part B.
The OFP will include an amount of recommended extra fuel where experience on a route
has shown that flight level restrictions or destination holdings are common.
When weather or other factors dictate the use of an alternate which is not listed in the
OFP, the Commander must request another OFP with the alternate used.
At any time during a flight the fuel quantity remaining on board must be enough to deal
with the planned operation and the possible deviations.
The final authority and responsibility for fuel loads and the fuel management in flight rests
with the Commander (Pilot-In-Command)
.

CHAPTER 8 P: 8-47
8.1.8.2 Standard Fuel Calculation Procedure
The pre-flight calculation of usable fuel required shall include:

1) Taxi Fuel;
2) Trip Fuel;
3) Contingency Fuel;
4) Destination Alternate Fuel (if required according to OM Part A, Chapter 8.1.2);
5) Destination Alternate Fuel;
6) Final Reserve Fuel;
7) Additional Fuel (if required); and
8) Extra Fuel (if economically and/or operationally justified).
Taxi Fuel
The fuel expected to be used prior to take-off, including engine start, taxi and APU
consumption.
To define amount of taxi fuel a statistical average taxi time at various departing stations
should be used. If statistical data are not available a minimum of 10 minutes taxi time shall
be applied for calculation.
Maximum ramp weight may not be exceeded with taxi fuel on board.
Trip Fuel
Trip Fuel shall be sufficient for:

• Fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude,
taking into account the expected departure routing; and
• Fuel from top of climb to top of descent, including any step expected climb/descent,
using predefined cursing speed strategy (e.g. cost index, fixed mach number, etc.);
and
• Fuel from top of descent to the point where the approach is initiated, taking into
account the expected arrival procedure; and
• Fuel for approach and landing at the destination aerodrome.
Contingency Fuel
The purpose of contingency fuel (route reserve fuel) is to compensate for any
unforeseeable factors, such as:
• Deviation from forecast meteorological conditions; or
• Deviation from planned routings and/or cruising levels/altitudes.

CHAPTER 8 P: 8-48
Contingency fuel shall be 5% of the planned trip fuel or of the fuel required from the point
of re-planning but in any case shall not be lower than the amount required to fly for five
minutes at holding speed at 450 m (1500 ft) above the destination aerodrome in standard
conditions.
Note: Unforeseen factors are those which could have an influence on the fuel
consumption to the destination aerodrome, such as deviations of an individual
aeroplane from the expected fuel consumption data, deviations from forecast
meteorological conditions, extended taxi times before take-off, and deviations from
planned routings and/or cruising levels.
Destination Alternate Fuel
Where a destination alternate aerodrome is required, the amount of fuel required to enable
the aeroplane to:
1) Perform a missed approach at the destination aerodrome;
2) Climb to the expected cruising altitude;
3) Fly the expected routing;
4) Descend to the point where the expected approach is initiated; and
5) Conduct the approach and landing at the destination alternate aerodrome.
If two destination alternates are required, alternate fuel shall be sufficient to proceed to the
alternate which requires the greater amount of alternate fuel.
If alternate fuel is not required it shall be substituted at least by additional fuel.
Destination Alternate Contingency Fuel
Destination alternate contingency fuel shall normally represent 5% of destination alternate

fuel.
Final Reserve Fuel
Final reserve fuel shall be sufficient for 30 minutes at holding speed at 1500 ft above
alternate aerodrome elevation (or destination aerodrome when no alternate is required) in
ISA conditions, calculated with estimated weight on arrival at the alternate or the
destination (when no alternate is required).
Additional Fuel
Additional fuel may include effect of any CDL and/or MEL item if no adjustment has been
made to the fuel calculations. Any ballast fuel carried shall not be included in endurance
calculation.

CHAPTER 8 P: 8-49
On top of that additional fuel shall be sufficient for:

• 15 minutes of flight at holding speed at 1500 ft above the destination aerodrome in
ISA conditions when the flight is operated without a destination alternate; and/or
• To allow for the possible failure of a power plant or loss of pressurisation, based on
the assumption that such a failure occurs at the most critical point along the route,
for the aeroplane to:
- Descend as necessary and proceed to an adequate aerodrome; and
- Hold there for 15 minutes at 1500 ft above the aerodrome elevation in ISA
conditions; and
- Make an approach and landing.
This additional fuel is only required if the minimum amount of fuel calculated in
accordance with standard procedure does not cater for such an event.
Extra Fuel
Extra fuel may be uplifted at the discretion of the Commander for operational reasons.
However it should be remembered that carrying too much unnecessary extra fuel
increases the fuel consumption for that sector and therefore reduces the economy of the
operation (lower flex temperature, more tire and brake wear, more time in climb phase,
lower optimum flight level etc.).
To cater for very short sectors, and for alternates which are close to the destination, JC
Airlines has specified the following minimum fuel values:
• Minimum contingency fuel shall not be below 200 kg;
• Minimum destination alternate fuel shall not be below 1000 kg and minimum
diversion fuel (destination alternate fuel + destination contingency alternate fuel +
final reserve fuel) shall not be below 2000 kg.
8.1.8.3 Decision Point Fuel Calculation Procedure
When planning to an alternate destination with re-dispatch in flight (planning to a

destination aerodrome via an en-route decision point) the trip fuel shall comprise fuel from
take-off including climb and cruise to the in-flight re-dispatch/replanning point (decision
point) and fuel from the in-flight re-dispatch point to landing at the final destination.
The contingency fuel may be reduced to 5% of the planned fuel burn from the in-flight re-
despatch/re-planning point (decision point) to the final destination, but not below JC
Airlines’ stated minimum contingency fuel (200 kg).
The total fuel load calculated shall be increased if necessary to not less than the fuel load
needed for flight to the alternate destination, calculated in accordance with paragraph
8.1.8.2 Standard Fuel Calculation Procedure or paragraph 8.1.8.5 Minimum Fuel
Reserves.

CHAPTER 8 P: 8-50
The alternate destination must be available for landing at the appropriate time, and its
weather forecast must allow a technical stop to be made.
8.1.8.4 Isolated Destination Fuel Calculation Procedure
Destination aerodrome is considered to be geographically isolated if the distance to its

closest alternate is such, that it would require reserve fuel (alternate + final reserve) in
excess of fuel required to hold for 2 hours (based on estimated landing weight and related
to statistical data on local weather conditions). Thus, when planning to an isolated
aerodrome (also referred to as “island hold”), fuel required is the sum of:
1) Taxi fuel;
2) Trip fuel;
3) Contingency fuel;
4) Fuel required to fly for 2 hours at normal cruise consumption above the destination
aerodrome (calculated for a weight estimated at landing), including final reserve
fuel.
8.1.8.5 Minimum Fuel Reserves
If the weather forecast for the destination gives a reasonable certainty that the landing may
be made under visual meteorological conditions, the final reserve fuel, destination
alternate fuel and destination alternate contingency fuel may be replaced by minimum fuel
reserve comprising either:
• Alternate fuel from decision height at destination to landing at alternate plus 5%
contingency; or
• 60 minutes holding fuel at 450m (1500ft) above destination aerodrome elevation
whichever is the greater.
The minimum fuel reserves are only to be permitted provided that:

• Appropriate weather minima (as described below) are met;
• The destination aerodrome must have at least two independent runways available
and suitable for landing.
The use of minimum fuel reserves to destinations which pose special problems is not
allowed.
Appropriate weather minima refers to appropriate weather reports or forecasts for the
destination aerodrome, or any combination thereof, which indicate that for the period from
one hour before, until one hour after the expected time of arrival (ETA) at destination, the
ceiling will be at least 2000 ft or circling height + 500 ft, whichever is greater, and the
visibility will be at least 5 km.

CHAPTER 8 P: 8-51
8.1.8.6 Tankering
Commanders shall base decision for or against economical tankage on fuel index concept
and recommendations and/or limitations stated below.
Tankering is not recommended when:

• Maximum take-off weight is restricted by RWY length;
• Performing take-off in very hot and/or high environment;
• Landing RWY is expected to be wet;
• Next rotation of an applicable aeroplane is not known.
Tankering is not authorised when:

• It would impose exceeding of take-off or landing performance limits;
• Take-off RWY is contaminated;
• Landing RWY is expected to be contaminated;
• Maximum take-off weight is restricted by aeroplane technical status (MEL item);
• It may cause significant delay;
• It would impose payload reduction.
Final decision to perform tankering is always under Commander’s discretion.
8.1.8.7 Oil
The minimum oil quantity requested for any flight is equal to the minimum quantity
specified for a particular engine, plus the estimated oil consumption. Adequate oil quantity
to cover the requirements of trip, contingency, alternate, reserve and taxi must be loaded
prior to departure.
Minimum and maximum oil quantities and maximum average estimated oil consumption (if
no data from maintenance available) are indicated in the applicable OM Part B/FCOM.
8.1.8.8 Consumption Records of Fuel and Oil
Fuel records will be retained with the OFP, Journey Log and Aircraft Technical Log. Oil
carriage and consumption will be recorded in the Aircraft Technical Log.
8.1.9 Weight and Centre of Gravity
In all JC Airlines documents the term “Weight” is usually used instead of the term “Mass”.
For operational purposes the term Weight (W) is to be considered equal to the term Mass
(M).

CHAPTER 8 P: 8-52
8.1.9.1 Definitions
Manufacturer’s Empty Weight (MEW): The weight of the structure, power plant,
furnishings, systems and other items of equipment that are considered an integral part of
the aircraft. It is essentially a “dry” weight, including only those fluids contained in closed
systems (e.g. hydraulic fluid).
Operational Empty Weight (OEW): The manufacturer’s weight empty plus the operator’s
items, i.e. flight and cabin crew and their baggage, unusable fuel, engine oil, emergency
equipment, toilet chemicals and fluids, galley structure, catering equipment, seats,
documents, etc.
Dry Operating Weight (DOW): The total weight of the specific aircraft ready for a specific
type of operation excluding all usable fuel and traffic load. It represents Operational Empty
Weight plus items specific to the type of flight, i.e. catering, pantry equipment, extra crew,
etc.
The DOW includes:

• Crew and crew baggage;
• Catering and removable passenger service equipment;
• Potable water and lavatory chemicals;
• Special emergency equipment as required for the route(s);
• Cabin service equipment (newspapers, pillows, blankets, etc.).
Dry Operating Index (DOI): The applicable index on the aeroplane index system
corresponding to the specific DOW.
Maximum Zero Fuel Weight (MZFW): The maximum permissible weight of an aircraft
with no usable fuel. The weight of the fuel contained in particular tanks must be included in
the zero fuel weight when it is explicitly mentioned in the Aircraft Flight Manual limitations.
Zero Fuel Weight (ZFW): The weight obtained by addition of the total traffic load and the
dry operating weight.
Maximum Allowed Weight for Take-Off: The maximum allowed weight for take-off for a
specific flight considers:
• The maximum (structural) take-off weight, and
• The maximum permitted take-off weight as limited by performance reasons and the
calculated trip fuel, to assure that the maximum permitted landing weight is not
exceeded.
Maximum (Structural) Take-Off Weight (MTOW): The maximum permissible total aircraft
weight at the start of the take-off run. This is the maximum structural limit and must not be

CHAPTER 8 P: 8-53
mistaken with the Maximum Allowed Weight for Take-Off which also considers any
additional performance limitations for a particular route.
Take-Off Weight (TOW): The weight at take-off at the departure aerodrome. It is equal to
the landing weight at destination plus the trip fuel (fuel needed for the trip), or to the zero
fuel weight plus the take-off fuel (fuel needed at the brake release point including
reserves).
Maximum Allowed Weight for Landing: The maximum allowed weight for landing
considers:
• The maximum (structural) landing weight, and
• The maximum permitted landing weight for performance reasons.
Maximum (Structural) Landing Weight (MLW): The maximum permissible total aircraft
weight upon landing under normal circumstances.
Landing Weight (LW): The weight at landing at the destination aerodrome.
Take-Off Fuel: The weight of the fuel on board at take-off.
Traffic Load (TL): The total weight of passengers, baggage and cargo including
nonrevenue loads (if any).
Payload (PL): The total weight of the revenue load (passengers, cargo or mail).
Last Minute Change (LMC): A late change/amendment to the weight and balance sheet
which does not require the preparation of a new weight and balance sheet if the
changes/amendments to the existing weight and balance sheet do not exceed the limits
specified in the OM Part B.
Maximum Approved Passenger Seating Configuration: The maximum passenger

seating capacity of an individual aeroplane, excluding pilot seats or flight deck seats and
cabin crew seats as applicable, used by the operator, approved by the SSCA and
specified in the OM Part B.
Passenger Classification:
• Adults (male and female) are defined as persons of an age of 12 years and above;
• Children are defined as persons of an age of 2 years and above, but who are less
than 12 years of age;
• Infants are defined as persons who are less than 2 years of age.
Certified Centre of Gravity Limits (CG): These are the CG limits the aircraft was certified
with. Making full use of the certified limits would assume that the centre of gravity was
correctly computed without any errors.
CHAPTER 8 P: 8-54
Operational Centre of Gravity Envelope: This is the operational centre of gravity

envelope which further restricts the certified centre of gravity envelope to compensate for
errors such as the differences between assumed passenger weights and actual weights,
use of one common moment-arm for several seat rows, deviations in the distribution of
baggage/cargo/mail in the various compartments, inaccuracies in the actual weight of
baggage, deviation caused by gear and/or flap positions, in flight movements of
passengers, cabin crew and pantry equipment (trolleys), deviation in fuel distribution etc.
The operational centre of gravity envelope shall never be exceeded.
8.1.9.2 Methods, Procedures and Responsibilities for Preparation and

Acceptance of Weight and Centre of Gravity Calculations
The Weight and Balance Document (i.e. Load and Trim sheet), manual or computerised,
will establish the aircraft’s weight and centre of gravity. It must contain the weight and
disposition of all loaded items, including fuel, indicating whether standard or actual weight
values for passengers have been used.
The Commander shall insure that before each flight a load calculation is prepared on the
correct form and complies with the aircraft weights and CG certified limitations. The ground
handling staff is responsible for ensuring the correct traffic load totals and correct Load
and Trim sheet calculation. The person who prepares the Load and Trim sheet must be
named on it.
The person supervising the loading must confirm by signature that the load and its
distribution are in accordance with Load and Trim sheet.
The correct loading of the aircraft is the legal responsibility of the Commander. He must
satisfy himself that the load is distributed in a correct and safe manner and that it is
properly stowed and secured. Actual weight must be used when taking freight or ballast
into account.
The weight of fuel on board the aircraft is directly given by the Fuel Quantity Indication
(FQI) of the aircraft. The Commander should assess this quantity by comparing this figure
with the quantity on board before refuelling plus the quantity delivered by the tanker. Fuel
measurement through magnetic fuel level indicators (dipsticks) should be used only in
case of FQI failure (dispatch under MEL).
The Commander (Pilot-In-Command) is personally responsible for:

• Checking that sufficient fuel and oil are on board and correctly loaded and
distributed;
• Checking the Load and Trim calculation;
• Accepting and signing the Load and Trim sheet.

CHAPTER 8 P: 8-55
If deemed necessary, the Commander has full authority to modify the aircraft loading.
The method for preparation of the Load and Trim sheet is given in OM Part B, Chapter 6,
Weight and Balance. The CG limits given in the Load and Trim sheet include tolerances to
cope with the combination of the following independent errors and movements:
• Error on initial conditions (dry operating weight and index);
• Error on cargo loading (weight and distribution);
• Error on passenger boarding (weight and distribution);
• Error on fuel (quantity and distribution);
• Error due to graphical method;
• Landing gear, flaps and slats movements;
• Movements in the cabin.
The Load and Trim sheet should be handed over to the Commander not later than 10
minutes prior to the estimated time of departure. The Commander shall thoroughly check
the Load and Trim sheet. Prior to signing it he must specifically check the following:
• Load and Trim sheet calculation shall be based on kilograms;
• Date;
• Route and flight number;
• Crew configuration;
• Passenger totals do not exceed or deviate from the seating and safety equipment
limitations according to the aeroplane certification;
• Actual weight will not exceed the structural and operational limits for Take-off,
Landing and Zero Fuel weight;
• ZFW, ZFW MAC and T/O MAC;
• Stabiliser setting is within limits;
• Fuel figures correspond to the actual amount and distribution in the tanks;
• LMC limits.
By signing the Load and Trim sheet, the Commander certifies on behalf of the Company
that:
• The aeroplane is carrying all necessary legal and operational documents;
• The aeroplane is airworthy and maintenance released;
• All traffic load is authorised, correctly distributed and secured for safe flight.
If Load sheet calculation is not supported by applicable Ground Handling service, the
Commander is authorised to prepare manual Load and Trim sheet.
Load and Trim sheet shall be issued and signed, at least, in triplicate and distributed as
follows:

CHAPTER 8 P: 8-56
• 1 Original for the Commander (for flight envelope);

• 1 Copy for CIC (for destination station);
• 1 Copy for Ground Handling Staff (for the departure station).
8.1.9.3 Standard Weight Values
Standard Weight Values for Operating Crew
• The standard weight value to be used for operating flight crew is 85 kg.
• The standard weight value to be used for operating cabin crew is 75 kg.
The standard crew weights include usual hand baggage. Any additional baggage piece
must be taken into account.
Standard Weight Values for Passengers and Persons other than Operating Crew
To determine the weight of passengers, normally standard (including hand baggage)

weight values given in table below shall be used. However, if a significant number of
passengers on any flight and/or a significant amount of checked baggage are expected to
exceed the standard weights then actual weight must be used or an adequate increment to
the standard weights must be added.
Standard passenger weights should normally be used for calculation. Alternate weights
may be used, provided that hand baggage is accounted separately and the Commander is
being informed about using those alternate weights.
Passenger Category Standard Alternate

Adults 75 67
Male Adults 81 73
Female Adults 69 61
Children 36 36
Infants 11 11
When using alternate weight values for carry-on baggage, 8 kg should be used per piece.
Standard Weight Values for Baggage
• Crew baggage: The standard weight value to be used for crew baggage is 15 kg
per crew member.
• Passenger baggage: To determine the total weight of the passenger baggage,
normally the actual weight determined by weighing shall be used. When weighing is

CHAPTER 8 P: 8-57
not possible, the Commander shall determine the total baggage weight by means of
the following standard baggage weight values:
Type of Flight Standard Baggage Weight (kg/piece)

Domestic 11
Within Asian Region 13
Intercontinental 15
All Other 13
Note: Domestic flight means a flight with origin and destination within the borders of one
State.
Flights within the Asian region means flights, other than domestic flights, whose origin and
destination are within the area bounded by rhumb lines as depicted below:
Intercontinental flights, other than flights within the European or Asian region, are flights
with origin and destination in different continents.
8.1.9.4 Last Minute Change (LMC) Procedures
LMC is only permitted if the changes of the load (either plus or minus) are within the limits
defined in the applicable OM Part B (+/- 500kg). The changes have to be entered into the
Load and Trim sheet into the ‘LMC’ column.
In exceptional cases - if time does not permit otherwise – changes may be relayed to the
Commander via radio or the ground service interphone. The Commander and Ground
Handling Staff shall amend their copies accordingly. The load message sent to the
destination must contain the corrected figures of passengers, cargo, baggage or mail load.

CHAPTER 8 P: 8-58
8.1.9.5 Specific Gravity of Fuel and other Fluids
When entering the weight figures for the take-off fuel and trip fuel (burn off) the correct
specific gravity must be used to convert the volume into mass value. The same applies to
any other fluids, such as oil. Whenever possible and practicable, the specific gravity of fuel
- as obtained from the fuelling crew - must be used. If this is not possible or practicable,
the following specific gravity values may be used:
• Jet fuel A/A1: 0.796 kg/litre;
• Jet fuel B/JP-4: 0.760 kg/litre;
• Oil: 0.880 kg/litre.
8.1.9.6 Seating Policy
The weight and balance sheet is prepared assuming a particular passenger seating
distribution. If a seat allocation system is used in connection with the preparation of the
Load and Trim sheet, any possible errors in the CG position will be covered by the
operational CG envelope – provided the passengers are seated as allocated.
‘Free seating’ however might require a repositioning of passengers in the cabin. The
Commander shall instruct the cabin crew to reseat passengers so that the actual seating
distribution complies with the balance part of the Load and Trim sheet. Alternatively, the
Commander shall adjust the Load and Trim sheet to reflect the actual distribution.
8.1.10 ATC Flight Plan
An ATC flight plan must be filed for each Company flight (IFR, VFR, revenue or non-
revenue). Special procedures or manoeuvrability limitations (if any) shall be indicated.

CHAPTER 8 P: 8-59
Sample of ICAO Flight Plan Form
FLIGHT PLAN
PLAN DE VOL
PRIORITY ADDRESSE~~S)
Prio<ite Destinataire(s
<<= FF -+
ORIGINATOR
I<<=
k~%G~I~'k.t Ex~~eur
I -+I I I I
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGNATOR
I I I I<<-
ldenbfocation prtlcise du(des) destinataire(s) etlou de l'exp6doteur
3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT

Type de message ldentifocation de l'aeronef Regles de vo1 Type devol
<<=( FPL -I I I I I I I I WAKE TURBULENCE CAT. D 10 ~QUIPMENT
D <<=
9 NUMBER TYPE OF AIRCRAFT
Nombre T : d'aeronef Cat. de turbulence de sillage guie!ment
-D 13 DEPARTURE AERODROME
I I I I TIME
;O - I I I<<=
Aerodrome de dej rt Heure
-1
15 CRUISING SPEED
I I I
LEVEL
I I
ROUTE
I I I<<=
Vrtesse croisiere Niveau Route
-I I 1-+1
I <<-
TOTALEET
Duree l otale estlmee ALTN AERODROME 2ND. ALTN AERODROME
16 DESTINATION AERODROME
Aerodrome de destlnatioro HR. MIN Aerodrome de degagement 2' ae<6drome de degagement
-I I I I I I I I I I ..... I I I I I ..... I I I I I <<=

18
~!~~~~~~~~~:
-I
SUPPLEMENTARY ~FORMATION~NOT TO BE TRANSMtTIED IN FPL MESSAGE~

I><<=
Renseignements ccmptementaires ( NE PAS TRA SMETIRE DANS LES MESSAGES DE PLAN D VOL Di:POSI:)
19 ENDURANCE
Autonomle EMERGENCY RADIO
PERSONS ON BOARD Radio de secours
HR. MIN a
Personnes bord UHF VHF ELT
- El i I I I I ..... PI I I I I ..... R;[QI ~ ~

SURVIVAL EQUIPMENT!I:qulpernenl de survle JACKETS/Gilets de sauvetage
POLAR DESERT MARITIME JUNGLE LIGHT FLUORES
Potaire Desert Maritime Jungle Lampes Ftuores UHF VHF
-+[ID I ~ [QJ lMI QJ ..... QJ I [1J [EJ [ID [YJ
DINGHIES/Ganols
NUMBER 8!"ACITY COVER ~OUR
Nomb<e paatl! Couverture leur
-+[QJ;C]-+1 I
AIRCRAFT COLOUR AND MARKINGS
I 1-+[g-+1 I<<=
Cooleur et maraues de l'al!ronel
A ll
REMARKS
Remarques
-{~}I I<<=
PILOT-IN-COMMAND
Pilote ccmmandant de bord
C 11 I)<<=
FILED BY/Dl!pose par
SPACE RESERVED FOR ADDITIONAL REQUIREMENTS
Espace rl!serve <\ des fins supplementaires

CHAPTER 8 P: 8-60
8.1.10.1 Filling and Filing ATC Flight Plan
The procedure to fill an ATC flight plan is defined in ICAO Doc 4444. The ATC flight plan
must be filed at least 1 hour before the ETD, unless national regulations state otherwise.
The ATC flight plan should be amended or a new ATC flight plan submitted and the old
one cancelled, whichever is applicable in the event of a delay of 30 minutes in excess of
the estimated off-block time for which an ATC flight plan has been submitted.
At home base the Flight Dispatch (Operations Control Centre), at outstations the
contracted ground handling company/agent should file the ATC Flight Plan. The
Commander is provided with a copy of the ATC Flight Plan on the OFP.
Important: While the Commander is on board he is responsible to initiate required

actions to amend filed ATC flight plan in case of delay or changes.
Instructions for the Completion of the ICAO Flight Plan Form
Adhere closely to the prescribed formats and manner of specifying data.
Commence inserting data in the first space provided. Where excess space is available,
leave unused spaces blank.
Insert all clock times in 4 figures UTC.
Insert all estimated elapsed times in 4 figures (hours and minutes).
Complete Items 7 to 18 as indicated hereunder.
Complete also Item 19 as indicated hereunder, when so required by the appropriate ATS
authority or when otherwise deemed necessary.
ITEM 7: AIRCRAFT IDENTIFICATION (MAXIMUM 7 CHARACTERS)
Insert one of the following aircraft identifications, not exceeding 7 characters:

• The registration marking of the aircraft (e.g. XUXXX), when:
- In radiotelephony the call sign to be used by the aircraft will consist of this
identification alone, or preceded by the ICAO telephony designator for the
aircraft operating agency;
- The aircraft is not equipped with radio; or
• The ICAO designator for the aircraft operating agency followed by the flight
identification (e.g. JC558) when in radiotelephony the call sign to be used by the
aircraft will consist of the ICAO telephony designator for the operating agency
followed by the flight identification (e.g. JC AIRLINES 558).

CHAPTER 8 P: 8-61
Note: Provisions for the use of radiotelephony call signs are contained in Annex 10,
Volume II, Chapter 5. ICAO designators and telephony designators for aircraft
operating agencies are contained in Doc 8585 - Designators for Aircraft Operating
Agencies, Aeronautical Authorities and Services.
ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT (ONE OR TWO CHARACTERS)
Flight Rules
Insert one of the following letters to denote the category of flight rules with which the pilot
intends to comply:
I if IFR
V if VFR
Y if IFR first and specify in Item 15 the point or points where a change of
Z if VFR first flight rules is planned
Type of Flight
Insert one of the following letters to denote the type of flight when so required by the
appropriate ATS authority:
S if scheduled air service

N if non-scheduled air transport operation
G if general aviation
M if military
X if other than any of the defined categories above
ITEM 9: NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY
Number of aircraft (1 or 2 characters)
Insert the number of aircraft, if more than one.
Type of aircraft (2 to 4 characters)
Insert the appropriate designator as specified in ICAO Doc 8643, Aircraft Type Designator:
A319 for Airbus A319

A320 for Airbus A320
or, if no such designator has been assigned, or in case of formation flights comprising
more than one type, insert:
ZZZZ, and specify in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/

CHAPTER 8 P: 8-62
Wake turbulence category (1 character)
Insert an oblique stroke followed by one of the following letters to indicate the wake
turbulence category of the aircraft:
H HEAVY, to indicate an aircraft type with a maximum certificated take-off weight of

136000 kg or more;
M MEDIUM, to indicate an aircraft type with a maximum certificated take-off weight of
less than 136000 kg but more than 7000 kg;
L LIGHT, to indicate an aircraft type with a maximum certificated take-off weight of
7000 kg or less.
ITEM 10: EQUIPMENT
Radio communication, navigation and approach aid equipment
Insert one letter as follows:
N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the

equipment is unserviceable, or
S if standard COM/NAV/approach aid equipment for the route to be flown is carried
and serviceable (see Note 1), and/or
Insert one or more of the following letters to indicate the COM/NAV/approach aid
equipment available and serviceable:
A (Not allocated) M Omega

B (Not allocated) O VOR
C LORAN C P Precision RNAV
D DME Q (Not allocated)
E (Not allocated) R RNP type certification (see Note 5)
F ADF T TACAN
G (GNSS) U UHF RTF
H HF RTF V VHF RTF
I Inertial Navigation W RVSM approved
J (Data Link) (see Note 3) X When prescribed by ATS
K (MLS) Y VHF 8.33kHz
L ILS Z Other equipment carried (see Note 2)

CHAPTER 8 P: 8-63
Note:
1) Standard equipment is considered to be VHF RTF, ADF, VOR and ILS, unless another
combination is prescribed by the appropriate ATS authority.
2) If the letter Z is used, specify in Item 18 the other equipment carried, preceded by
COM/ and/or NAV/, as appropriate.
3) If the letter J is used, specify in Item 18 the equipment carried, preceded by DAT/
followed by one or more letters as appropriate.
4) Information on navigation capability is provided to ATC for clearance and routing
purposes.
5) Inclusion of letter R indicates that an aircraft meets the RNP type prescribed for the
route segment(s), route(s) and/or area concerned.
Surveillance equipment
Insert after the slash:
SSR equipment
N Nil or the equipment is unserviceable

A Transponder - Mode A (4 digits - 4 096 codes)
C Transponder - Mode A (4 digits - 4 096 codes) and Mode C
X Transponder - Mode S without both aircraft identification and pressure-altitude
transmission
P Transponder - Mode S, including pressure-altitude transmission, but no aircraft
identification transmission
I Transponder - Mode S, including aircraft identification transmission, but without
pressure-altitude capability
S Transponder - Mode S, including both pressure-altitude and aircraft identification
transmission.
ADS equipment
D1 ADS-C with FANS1/A capability.
ITEM 13: DEPARTURE AERODROME AND TIME (8 CHARACTERS)
Insert the ICAO four-letter location indicator of the departure aerodrome, or, if no location
indicator has been assigned, insert ZZZZ and specify, in Item 18, the name of the
aerodrome preceded by DEP/ or, if the flight plan is received from an aircraft in flight,
insert AFIL, and specify, in Item 18, the ICAO four-letter location indicator of the location of
the ATS unit from which supplementary flight plan data can be obtained, preceded by
DEP/ , then, without a space, insert for a flight plan submitted before departure, the

CHAPTER 8 P: 8-64
estimated off-block time, or, for a flight plan received from an aircraft in flight, the actual or
estimated time over the first point of the route to which the flight plan applies.
ITEM 15: ROUTE
Insert the first cruising speed as in (a) and the first cruising level as in (b), without a space
between them, then, following the arrow, insert the route description as in (c).
a) Cruising speed (maximum 5 characters)
Insert the True Air Speed for the first or the whole cruising portion of the flight, in terms of:
Kilometres per hour, expressed as K followed by 4 figures (e.g. K0830), or

Knots, expressed as N followed by 4 figures (e.g. N0485), or
Mach number, when so prescribed by the appropriate ATS authority, to the
nearest hundredth of unit Mach, expressed as M followed by 3
figures (e.g. M080).
b) Cruising level (maximum 5 characters)
Insert the planned cruising level for the first or the whole portion of the route to be flown, in
terms of:
Flight level, expressed as F followed by 3 figures (e.g. F085; F330), or

Metric Levels, in tens of metres (when so prescribed by the appropriate ATS
authorities), expressed as S followed by 4 figures (e.g. S1130), or
Altitude, in hundreds of feet, expressed as A followed by 3 figures (e.g. A045;
A100), or
Altitude, in tens of metres, expressed as M followed by 4 figures (e.g. M0840),
or
The letters VFR, (for uncontrolled VFR flights).
c) Route (including changes of speed, level and/or flight rules)
Flights along designated ATS routes:
Insert if the departure aerodrome is located on or connected to the ATS route, the
designator of the first ATS route, or if the departure aerodrome is not on or connected to
the ATS route, the letters DCT followed by the point of joining the first ATS route, followed
by the designator of the ATS route.
Then insert each point at which either a change of speed or level, a change of ATS route,
and/or a change of flight rules is planned (note: When a transition is planned between a
lower and upper ATS route and the routes are oriented in the same direction, the point of
transition need not be inserted).

CHAPTER 8 P: 8-65
Follow in each case by the designator of the next ATS route segment, even if the same as
the previous one, or by DCT, if the flight to the next point will be outside a designated
route, unless both points are defined by geographical coordinates.
Flights outside designated ATS routes:
Insert points normally not more than 30 minutes flying time or 370 km (200 NM) apart,
including each point at which a change of speed or level, a change of track, or a change of
flight rules is planned, or, when required by appropriate ATS authority(ies), define the track
of flights operating predominantly in an east-west direction between 70°N and 70°S by
reference to significant points formed by the intersections of half or whole degrees of
latitude with meridians spaced at intervals of 10 degrees of longitude. For flights operating
in areas outside those latitudes the tracks shall be defined by significant points formed by
the intersection of parallels of latitude with meridians normally spaced at 20 degrees of
longitude. The distance between significant points shall, as far as possible, not exceed one
hour's flight time. Additional significant points shall be established as deemed necessary.
For flights operating predominantly in a north-south direction, define tracks by reference to

significant points formed by the intersection of whole degrees of longitude with specified
parallels of latitude which are spaced at 5 degrees.
Insert DCT between successive points unless both points are defined by geographical
coordinates or by bearing and distance.
Use only the conventions in (1) to (5) below and separate each sub-item by a space.
1) ATS route (2 to 7 characters)
The coded designator assigned to the route or route segment including, where
appropriate, the coded designator assigned to the standard departure or arrival route (e.g.
Y711, UB10, BULLS1P).
Note: Provisions for the application of route designators are contained in Annex 11,
Appendix 1, whilst guidance material on the application of an RNP type to a
specific route segment(s), route(s) or area is contained in the Manual on Required
Navigation Performance (RNP) (Doc 9613).
2) Significant point (2 to 11 characters)
The coded designator (2 to 5 characters) assigned to the point (e.g. NAH, OLMEN), or, if
no coded designator has been assigned, one of the following ways:
• Degrees only (7 characters):
2 figures describing latitude in degrees, followed by "N" (North) or "S" (South),
followed by 3 figures describing longitude in degrees, followed by "E" (East) or "W"

CHAPTER 8 P: 8-66
(West). Make up the correct number of figures, where necessary, by insertion of

zeros, e.g. 46N078W.
• Degrees and minutes (11 characters):
4 figures describing latitude in degrees and tens and units of minutes followed by
"N" (North) or "S" (South), followed by 5 figures describing longitude in degrees and
tens and units of minutes, followed by "E" (East) or "W" (West). Make up the correct
number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W
• Bearing and distance from a navigation aid:
The identification of the navigation aid (normally a VOR), in the form of 2 or 3
characters, then the bearing from the aid in the form of 3 figures giving degrees
magnetic, then the distance from the aid in the form of 3 figures expressing nautical
miles. Make up the correct number of figures, where necessary, by insertion of
zeros - e.g. a point 180° magnetic at a distance of 40 nautical miles from VOR
"DUB" should be expressed as DUB180040.
3) Change of speed or level (maximum 21 characters)
The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level
is planned, expressed exactly as in (2) above, followed by an oblique stroke and both the
cruising speed and the cruising level, expressed exactly as in (a) and (b) above, without a
space between them, even when only one of these quantities will be changed.
Examples:
LN/N0284A045MAY/N0305Fl80
HAKAO/N0420F330
4602N07805W/N0500F350
46N078W/M079F330
DUB180040/N0330M0810
4) Change of flight rules (maximum 3 characters)
The point at which the change of flight rules is planned, expressed exactly as in (2) or (3)
above as appropriate, followed by a space and one of the following:
VFR if from IFR to VFR

IFR if from VFR to IFR
Examples:
LN VFR
LN/N0284A050 IFR

CHAPTER 8 P: 8-67
5) Cruise climb (maximum 28 characters)
The letter C followed by an oblique stroke; then the point at which cruise climb is planned
to start, expressed exactly as in (2) above, followed by an oblique stroke; then the speed
to be maintained during cruise climb, expressed exactly as in (a) above, followed by the
two levels defining the layer to be occupied during cruise climb, each level expressed
exactly as in (b) above, or the level above which cruise climb is planned followed by the
letters plus, without a space between them.
Examples:
C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620
ITEM 16: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME,

ALTERNATE AERODROME(S)
Destination aerodrome and total estimated elapsed time (8 characters)
Insert the ICAO four-letter location indicator of the destination aerodrome followed, without
a space, by the total estimated elapsed time, or, if no location indicator has been assigned,
insert ZZZZ followed, without a space, by the total estimated elapsed time, and specify in
Item 18 the name of the aerodrome, preceded by DEST/
Note: For a flight plan received from an aircraft in flight, the total estimated elapsed time
is the estimated time from the first point of the route to which the flight plan
applies.
Alternate aerodrome(s) (4 characters)
Insert the ICAO four-letter location indicator(s) of not more than two alternate aerodromes,
separated by a space, or, if no location indicator has been assigned to the alternate
aerodrome, insert ZZZZ and specify in Item 18 the name of the aerodrome, preceded by
ALTN/
ITEM 18: OTHER INFORMATION
Insert: 0 (zero) if no other information, or, any other necessary information in the preferred
sequence shown hereunder, in the form of the appropriate indicator followed by an oblique
stroke and the information to be recorded:
EET/: Significant points or FIR boundary designators and accumulated estimated

elapsed times to such points or FIR boundaries, when so prescribed on the

CHAPTER 8 P: 8-68
basis of regional air navigation agreements, or by the appropriate ATS

authority.
Examples:
EET/CAP0745 XYZ0830
EET/EINN0204
RIF/: The route details to the revised destination aerodrome, followed by the ICAO
four-letter location indicator of the aerodrome. The revised route is subject to
reclearance in flight.
Examples:
RIF/DTA HEC KLAX
RIF/ESP G94 CLA APPH
RIF/LEMD
REG/: The registration markings of the aircraft, if different from the aircraft
identification in Item 7.
SEL/: SELCAL Code, if so prescribed by the appropriate ATS authority.
OPR/: Name of the operator, if not obvious from the aircraft identification in Item 7.
STS/: Reason for special handling by ATS, e.g. hospital aircraft, one engine
inoperative, e.g. STS/HOSP, STS/ONE ENG INOP.
TYP/: Type(s) of aircraft, preceded if necessary by number(s) of aircraft, if ZZZZ is
inserted in Item 9.
PER/: Aircraft performance data, if so prescribed by the appropriate ATS authority.
COM/: Significant data related to communication equipment as required by the
appropriate ATS authority, and not specified in Item 10.
DAT/: Significant data related to data link capability, using one or more of the letters S,
H, V and M, e.g. DAT/S for satellite data link, DAT/H for HF data link, DAT/V for
VHF data link, DAT/M for SSR Mode S data link, and not specified in Item 10.
SUR/: Surveillance applications or capabilities not specified in Item 10.
NAV/: Significant data related to navigation equipment, other than specified in PBN/,
as required by the appropriate ATS authority.
DEP/: Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAO four-
letter location indicator of the location of the ATS unit from which supplementary
flight plan data can be obtained, if AFIL is inserted in Item 13.
DEST/: Name of destination aerodrome, if ZZZZ is inserted in Item 16.
ALTN/: Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16.
PBN/: RNAV and/or RNP capabilities. Should include as many of the indicators, as
applied to the flight (max 8 entries, max 16 characters). Indicators: A1 (RNAV
10/RNP 10), B1 (RNAV 5 all permitted sensors), B2 (RNAV GNSS), B3 (RNAV
5 DME/DME), B4 (RNAV VOR/DME), B5 (RNAV 5 INS or IRS), B6 (RNAV 5
LORAN C), C1 (RNAV 2 all permitted sensors), C2 (RNAV 2 GNSS), C3 (RNAV
2 DME/DME), C4 (RNAV 2 DME/DME/IRU), D1 (RNAV 1 all permitted
sensors), D2 (RNAV 1 GNSS), D3 (RNAV 1 DME/DME), D4 (RNAV 1
DME/DME/IRU), L1 (RNP$), 01 (Basic RNP 1 all permitted sensors), 02 (Basic
RNP 1 GNSS), 03 (Basic RNP 1 DME/DME), 04 (BASIC RNP 1
DME/DME/IRU), S1 (RNP APCH), S2 (RNP APCH with BARO-VNAV), T1
(RNP AR APCH with RF), T2 (RNP AR APCH without RF).

CHAPTER 8 P: 8-69
RALT/: Name of en-route alternate aerodrome(s).

CODE/: Aircraft address (expressed in the form of an alphanumerical code of six
hexadecimal characters) when required by the appropriate ATS authority.
Example: "F00001" is the lowest aircraft address contained in the specific block
administered by ICAO.
RMK/: Any other plain language remarks when required by the appropriate ATS
authority or deemed necessary.
ITEM 19: SUPPLEMENTARY INFORMATION
Endurance
After E/ insert a 4-figure group giving the fuel endurance in hours and minutes.
Persons on board
After P/ insert the total number of persons (passengers and crew) on board, when required
by the appropriate ATS authority. Insert TBN (to be notified) if the total number of persons
is not known at the time of filing.
Emergency and survival equipment
R/ (RADIO):
Cross out U if UHF on frequency 243.0 MHz is not available. Cross out V if VHF on
frequency 121.5 MHz is not available. Cross out E if emergency locator transmitter (ELT)
is not available.
S/ (SURVIVAL EQUIPMENT):
Cross out all indicators if survival equipment is not carried. Cross out P if polar survival
equipment is not carried. Cross out D if desert survival equipment is not carried. Cross out
M if maritime survival equipment is not carried. Cross out J if jungle survival equipment is
not carried.
J/ (JACKETS):
Cross out all indicators if life jackets are not carried. Cross out L if life jackets are not
equipped with lights. Cross out F if life jackets are not equipped with fluorescein. Cross out
U or V or both as in R/ above to indicate radio capability of jackets, if any.
D/ (DINGHIES)
(NUMBER):
Cross out indicators D and C if no dinghies are carried, or insert number of dinghies
carried; and
(CAPACITY):
Insert total capacity, in persons, of all dinghies carried; and
(COVER):

CHAPTER 8 P: 8-70
Cross out indicator C if dinghies are not covered; and

(COLOUR):
Insert colour of dinghies if carried.
A/ (AIRCRAFT COLOUR AND MARKINGS):

Insert colour of aircraft and significant markings.
N/ (REMARKS):
Cross out indicator N if no remarks, or indicate any other survival equipment carried and
any other remarks regarding survival equipment.
C / (PILOT IN COMMAND):
Insert name of pilot-in-command.
Filed by
Insert the name of the unit, agency or person filing the flight plan.
Space reserved for Additional Requirements
8.1.10.2 Pilot and ATC Agreement
A clearance issued by ATC and accepted by a pilot constitutes an agreement between

ATC and the Commander regarding planned execution of the flight. This agreement is the
current flight plan, whether or not it is the same as the originally filed flight plan.
If at any point after take-off the Commander wishes to change the flight plan, he must
request the change and obtain the concurrence of ATC in the form of an amended
clearance. Likewise, ATC may initiate an amended clearance for traffic requirement and if
concurrence between the Commander and an ATC controller is not possible, the flight is
continued under the emergency authority of the Commander.
Any request for an amended clearance should be made considering traffic and the
planning and co-ordination requirements of the ATC. A pilot shall not accept a clearance
with which he cannot safely comply with or which exceeds the capabilities of the
aeroplane. The Commander has the final authority as to the operation of the aeroplane.
An ATC clearance is not an authorisation for a pilot to deviate from any regulation or to
conduct an unsafe operation. If, due to severe weather, an immediate deviation is
required, the pilot’s emergency authority will be exercised. A pilot should question any
clearance or any part of a clearance that he does not understand. Each pilot-in-command
who is given priority by ATC in an emergency shall submit a detailed report of that
emergency through an ASR.
Direct routing clearances do not relieve Commander (Pilot-In-Command) from ensuring

safe terrain clearance.

CHAPTER 8 P: 8-71
Clearance Limits
An ATC clearance issued before take-off normally includes the destination airport as the
clearance limit. A flight may be cleared to a point short of the destination if ATC has no
assurance that co-ordination with a subsequent area control centre will be accomplished
before that flight enters its FIR.
A flight must not continue beyond its clearance limit without further clearance. It is the
controller’s responsibility to furnish further clearance before a flight reaches the clearance
limit. This clearance may change the clearance limit to a point beyond or it may include
holding instruction at the clearance limit. In that case the controller should provide the pilot
with an expected further clearance time.
Departure Procedure
The departure procedure includes the routing and any altitude restrictions during after
take-off to the en-route phase. At most airports, Standard Instrument Departures (SID)
have been established which identify each departure procedure with a name and a
designator. SIDs are charted and used routinely to simplify and shorten clearance delivery.
A pilot is to accept a SID as part of the ATC clearance only if the SID number in the
clearance corresponds with his charted information.
Route of Flight
If the route of flight is different from that filed, or if the flight is an oceanic flight, or if a
clearance is issued en-route, the clearance must include a description of the route using
airway designations and waypoints.
When ATC includes the Mach number as part of the clearance or a route has Mach
number technique that Mach number must be maintained as closely as possible (e.g. in
MNPS airspace), any change in Mach number must be approved by ATC. Additionally,
ETA amendments of more than 3 minutes must also be reported to ATC.
Altitude
A cleared altitude means an assigned altitude or flight level including any climb or descent
restrictions (e.g. altitude constraints). A new clearance is required to leave that altitude or
flight level.
In some part of the world, altitude clearances are based on separation from known air
traffic and may not provide separation from terrain and obstructions. The Commander is
responsible for ensuring that any clearance issued by ATC provides terrain and
obstruction separation.
Upon receiving a clearance containing altitude information, the Commander must verify
that the clearance does not violate any altitude restriction for the route to be flown.

CHAPTER 8 P: 8-72
Holding Instructions
If a flight is cleared to hold, ATC holding instructions must be complied with. These
instructions may be issued by the controller or they may be available on the charts.
Arrival Route
Clearance for an arrival route is not issued until a flight is approaching the terminal area.
This is a detailed clearance that fully describes the routing to a point from which the flight
will be manoeuvred for the approach to the airport.
At most airports, Standard Terminal Arrival Routes (STARs) have been established. They
identify each airport arrival route with a name and a designator. STARs are charted and
used routinely to simplify and shorten clearance delivery. A pilot is to accept a STAR as
part of the ATC clearance only if the STAR number in the clearance corresponds with his
charted information.
Communications
The frequency of departure control or the next en-route facility may be included with the
clearance.
Approach Clearance
An approach clearance is authorisation to conduct an approach and missed approach. If

the type of approach is not specified, the pilot may execute any type of instrument
approach approved for the runway to be used. In this case, the pilot must announce his
intended choice of approach procedure.
Important: An approach clearance does not include clearance to land.
Complying with a Clearance
When ATC issues a clearance, a pilot is expected to comply promptly after acceptance.
ATC may use the term ‘immediate’ to communicate urgency and the requirement for
expeditious compliance.
Clearance Recording / Read Back
The PM shall make a visible record of each ATC route clearance or revision hereto on the
OFP. All ATC clearances shall be read back using standard phraseology.
Termination of an IFR Flight Plan
After a landing on a non-controlled airport the Commander (Pilot-In-Command) must

ensure that the flight plan is terminated.

CHAPTER 8 P: 8-73
8.1.10.3 Calculated Take-Off Time (CTOT)
For flights into areas or aerodromes with limited acceptance rate, a departure calculated
take-off time (CTOT/or time SLOT) may be assigned, i.e. a specified time or time period
at/during which the flight may take-off. The CTOT begins 5 Minutes before and ends 10
minutes after the predetermined take-off time. The tolerance is primarily intended for use
by ATC to allow for aerodrome congestion problems. Therefore, flight crew must plan for
an off-block time consistent with the CTOT. If possible, the arrangement for departure shall
ensure that the flight will be ready for departure at the runway at the assigned CTOT
minus 5 Minutes.
Pilots will usually be informed of their assigned CTOT by station personnel/OCC/ handling
agent or ATC.
Assigned CTOT’s are frequently improved (see Ready Message below) at short notice.
For that reason Commanders should not delay the boarding based solely on current CTOT
information – to avoid unnecessary rush or even delay in case of sudden CTOT
improvement.
When the CTOT is clearly behind schedule and the flight is able to depart well before
CTOT, the Commander shall inform Company station personnel/OCC and/or ATC unit to
dispatch a “ready” message and to request a revised CTOT from flow control coordination
centres. A ready message may lead to an improvement.
If a CTOT cannot be operationally met, it is important to instruct the Company station

personnel/OCC to request a revised CTOT.
8.1.11 Operational Flight Plan (OFP)

8.1.11.1 General
For production of operational flight plans Jeppesen JetPlan System is being used.
An Operational Flight Plan (OFP) is completed for each JC Airlines operated flight. It shall
indicate that all requirements regarding meteorological conditions and fuel consumption
have been met. The OFP shall include take-off, en-route and destination alternate(s), as
required.
Prior to the completion of the OFP, the flight crew has to check all relevant aspects of the
flight including the regulations considering departure, arrival and alternate minima and any
personal minima before deciding on the feasibility of the flight. The OFP must be approved
by the Commander before the departure.
The printout of the OFP is an official form which becomes a document by the signature of
the Commander (Pilot-In-Command).

CHAPTER 8 P: 8-74
Before signing, the OFP must be crosschecked with regard to:

• The basic data;
• The legality of the alternate(s); and
• The completion of the fuel calculation.
Note: With his signature the Commander also certifies adequate knowledge of the route
and aerodromes (Route and Aerodrome Competence Qualification).
A copy of the signed OFP shall remain at the departure station and will be retained on the
ground for at least the duration of each flight or series of flights.
A least one copy (but preferably two) of the OFP shall be carried on the flight deck.
Only entries and records relevant for the flight shall be made on the OFP. All flight crew
entries and records on the OFP shall be made concurrently and permanent in nature. The
OFP shall be comprehensively completed during the flight by PM (PNF), except when
operating in busy areas at lower altitudes (practically below 10.000 ft).
Filled OFP shall be placed into Flight Envelope and returned for storage after the flight.
8.1.11.2 OFP Contents
The OFP/flight release used for JC Airlines flights shall contain the following information:
1) Air Operator's name;
2) Date of flight;
3) Aeroplane registration;
4) Aeroplane type and model;
5) Flight number;
6) Commander’s name and names of each flight crew member;
7) Flight Dispatcher's name, as applicable;
8) Departure aerodrome;
9) Destination aerodrome;
10) Alternate aerodrome(s), as applicable, including destination, departures and
enroute alternate(s);
11) Routing to destination by successive navigational way points and a method to
obtain associated tracks for each;
12) Routing to alternate aerodrome, as applicable;
13) Planned cruise altitudes to destination and alternate, as applicable;
14) Planned cruise true air speed;
15) Planned cruise indicated air speed, ground speed or mach number, as applicable;
16) Winds at planned cruise altitude, expressed in terms of direction/velocity;
17) Temperature at cruise altitude;
CHAPTER 8 P: 8-75
18) Minimum off-route safe altitudes;

19) Estimated time enroute - if broken down into way point time components, a total
shall be specified;
20) Time from destination to alternate, as applicable;
21) Distance to destination and distance from destination to alternate;
22) Fuel burn enroute and from destination to alternate, as applicable;
23) Fuel computations;
24) Estimated/planned minimum required planned fuel;
25) Final block fuel, as approved by the Commander;
26) Estimated weights;
27) Signature of the Commander and the Flight Dispatcher, as applicable, or alternate
means of certifying acceptance;
28) Number of persons on board, crew and passengers, as amended by final load
figures;
29) A statement of the type of operation (e.g. IFR);
30) The latest available weather reports and forecasts for the destination aerodrome
and alternate aerodromes;
31) Any additional available weather information that the Commander considers
necessary.

CHAPTER 8 P: 8-76
8.1.11.3 OFP Sample
PLAN 1299 VDPP TO VTBS 3201 30/F IFR 10/01/17
NONSTOP COMPUTED 0742Z FOR ETD 0100Z PROGS 0300NWS XUXXX KGS
JC (CAMBODIA) INTERNATIONAL AIRLINES CALL.SIGN: JC101
FLIGHT DISPATCHER SIGN ....................... .
PILOT IN COMMAND SIGN ....................... .
FUEL TIME DIST ARRIVE TAKEOFF LAND AV PLD OPNLWT
POA VTBS 0 002475 00/56 0348 0156Z 065270 062813 016000 043516
ALT VDSR 001716 00/40 0189 0233Z
HLD 000000 00/00
COT 000213 00/06
RES 001250 00/30
XTR 000500 00/11
TXO 000120 00/10
TXI 000000 00/00
APU 000105 01/00
TOT 005879 02/23 TRK VDPPVTBS-Cl
VDPP A340 RYN DOLN1C VTBS
ENR ALTN: VDSR
"' MOST CRITICAL MSA 08000 FEET AT BISOR *
WIND P008 MXSH 02/TOC ROUTE AVG TEMP M51

FL 380
ALT.LEVEL ETE WIND FUEL

360 0053 PODS 002396
340 0053 P003 002405
REASONS FOR EXTRA FUEL ................... .
REASON FOR DELAY ........................ .
DEPARTURE ATIS:
ATC CLEARANCE:

CHAPTER 8 P: 8-77
FLIGHT ROUTE DESCRIPTION: COMPANY ROUTE
VDPP ELEV 00040FT ATIS: 127.250
CPT FLT T WIND S TAS GRS MCS DST DSTR ETE ETR FU FR AFR FF/E
FREQ COORDS AW MSA
TOC 380 ..... . .. .. 292. 003 0204 0/01 0/34 017 0042 ..... .
N12198 E102492 A340 080
BISOR 380 5117020 02 457 463 292. 070 0201 0/09 0/33 000 002 ...... 1130
N12211 E102468 A340 080
RYN 380 5119023 02 416 427 317. 042 0131 0/05 0/24 003 0039 ...... 1138
112.5 N12468 E101407 DOLNl 079
DOLNI .. .. 295. 0100089 ./.. ./..

Nl3177 E101108 DOLNl 047
BEATS .. .. 294. 015 0079 ./.. ./..

Nl3219 E101012 DOLNl 040
SALSA .. .. 016. 012 0064 ./. . ./..

N13280 E100471 DOLNl 040
LATIN .. .. 016. 016 0052 ./.. ./..

N13397 E100504 DOLNl 027
SE191 .. .. 016. 005 0036 ./.. ./..

N13548 E100545 DOLN1 027
EKCHO .. .. 208. 0310031 ./. . ./..

N13598 E100559 DOLNl 035
VTBS .. 207.5 0310000 0/24 0/00 003 0036

N13412 El00449 DOLNl 035
ELEV 00005FT ATIS: 133.600
ATA .......... .
ENDFUEL ......... .
FIRS VTBB/0021
DESTINATION ATIS:
DESTINATION ALTERNATE
MSA TTK DIST FL W/C TIME FUEL
ALTERNATE- 1 VDSR 075 095 180 250 M001 00.35 1716
END OF JEPPESEN DATAPLAN

REQUEST NO. 1305

CHAPTER 8 P: 8-78
8.1.11.4 Compulsory Data Recording
All entries on the OFP shall be made concurrently and shall be permanent in nature.
The OFP is to be used to record the following information:

• Actual block times for departure and arrival;
• Actual take-off and landing times;
• Departure (en-route) and arrival clearances;
• Corrected times overhead waypoints (at least once every 30 minutes);
• FOB monitoring checks (at least once every 30 minutes);
• Any additional information of use (e.g. re-routing, direct routings, routine and non-
routine weather information for departure, destination and alternate aerodromes,
etc.);
• RVSM altimeter checks (at least once every 60 minutes).
8.1.12 Aircraft Technical Log
The Aircraft Technical Log (ATL) is a technical information system used for:
• Recording defects and malfunctions discovered during the aeroplane operation and
for recording details of all maintenance carried out on the particular aeroplane;
• Recording operating information relevant to flight safety and maintenance
information that the operating crew needs to know.
It shall also be used to keep a record of flying times and landings.
All known defects, suspected defects and irregularities shall be recorded in ATL until flight
crews are advised that maintenance is aware of the problem.
The flight crew and engineering staff have separate responsibilities in the use of the ATL.
The Aircraft Technical Log allows the Commander to satisfy himself that the aircraft is
airworthy in accordance with the approved maintenance system, MEL and CDL.
The ATL is a legal document. Details of any failure, defect or malfunction to the aeroplane
including emergency systems, and any failure, defect or malfunctions in the cabin or
galleys that affect the safe operation of the aeroplane or the safety of its occupants that
are known to the commander must be recorded in the ATL.
The ATL is made out of self-coping paper. A unique sequence number identifies each ATL
page, which comprises one original page and 3 copy pages, all in different colours.

CHAPTER 8 P: 8-79
ATL distribution shall be performed as follows:

• Original (white page) remains in the ATL booklet. When a particular ATL booklet
has been completed it has to be stored on board of the aeroplane until the next ATL
booklet is completed. After that it has to be removed from the aeroplane by
maintenance staff and passed to the Engineering Department office;
• Pink copy is removed and inserted in the Flight Envelope for later processing;
• Yellow copy must be removed after completion by the departing Commander before
each flight and handed over to the ground handling agent in order to remain at the
departure station. The ground handling agent must ensure that each yellow copy
received will be stored at the departing station for at least one week. Thereafter it
may be discarded;
• Blue copy is dedicated to the Engineering Department and is collected by the
maintenance staff after the arrival to home base.
Important: Verbal reporting to maintenance personnel does not substitute the Aircraft
Technical Log system. The Commander shall avoid the temptation to only
verbally pass on information about defects to maintenance personnel no
matter how ‘trivial’ the defects appear to be.
8.1.12.1 General Instructions
• All Aircraft Technical Log (ATL) entries shall be printed in capital letters (excluding
signature) in black or blue indelible ink and must be legible;
• Signature, not initials, will be followed by a printed surname, authorization number
(if applicable), and the entry date;
• If an error is made, a line will be drawn through the entry and a new entry must be
made - erasures are not permitted;
• All entries shall be made in English;
• An ATL page shall never be destroyed or deleted on account of an error;
• Maintenance action entries shall list any or all work done to correct, defer or
describe troubleshooting accomplished to correct a malfunction or pilot report;
• The Commander shall verify that the ATL is on board the aeroplane and that it
contains a sufficient number of pages for the flights scheduled. At least one spare
Aircraft Technical Log should be on-board the aircraft. If used, the flight crew should
make an entry in the Aircraft Technical Log accordingly;
• The Commander shall review the ATL for defects and the corrective actions taken
on prior flight irregularities, type of service performed, and airworthiness release (if
applicable);
• The Commander will record the oil quantity indicated by the flight deck
instrumentation. Physical checks of engine oil quantity will be carried out by
Maintenance in accordance with the maintenance programme. When this has been
done the engineer will make the Aircraft Technical Log entry and sign.

CHAPTER 8 P: 8-80
The following entries in the Aircraft Technical Log shall be made:

• The Commander shall fill all required items as applicable and enter any defect in
the defect area at the end of each flight;
• Details of any defect in any part of the aircraft or its equipment known to the aircraft
Commander shall be entered. If no defects were encountered, a statement “NIL”
shall be entered for the continuity of records;
• The date, place and times at which the aircraft take-off and land;
• The number of landings/flight cycles;
• Engine condition monitoring data recorded (in-flight readings);
• Arrival data certification by the Commander leaving the aircraft;
• The quantity of fuel, oil and hydraulics uplifted and the quantity of fuel available in
each tank at the beginning and end of each flight. In the same units of quantity, the
amount of fuel actually uplifted must be entered;
• A statement signed by the certifying staff relating to item above;
• If applicable, the time when ground de-icing and/or anti-icing was started and the
type of fluid applied, including the mixture ratio of fluid/water;
• Details of the corrective action taken to rectify recorded defects;
• Part, serial and batch numbers of replaced components;
• A Certificate of Release to Service (CRS) relating to the rectification of any defect,
and/or authorization of daily checks;
• Signature of the Commander (Pilot-In-Command) accepting the aircraft for the flight
after satisfying himself that the aircraft is fit for the flight and the stated fuel
quantities is on-board the aircraft.

liD; Aircraft Techni cal Log I No 000000
8.1.12.2 @a
I A!C REG. XU-
IAJC TYPE FROM: TO: IFitNo: I Nature of Flight: CPT: IF/0:
ALTITIInF'
__ _ Gross Weight: OAT RAT SAT lAS MACH IG
EN,_ . 0 11 tomo I BLEEDS
t~I Flight Lev: LH . UN

- ·· u OFF D
,;; ~ I<..LTINO I FOALTIIIO "RH ON D OFF D
No DEFEC TS (state if NIL) No ACTION TAKEN SI!J'I•~·~:~ Stamp IDA TE: (D-1'11-Y)
I i
land: (UTC)
T ake-off: (UTC)
Flight Time
HRS MIN

DMI No IMEL yes no I Date in Icat· HRS BJF:
Total ~IRS .AJF: I I T I
1------------------------------·- Corr~>etion if required
1------·------------..----·-----------..- Cycles BIF-

-·---------------·------------·--------------··-- r
Cycles this Sector· I !
DMI No IMEL yes no I Date in lc"l Totcol CydAs I I
Aircraft Technical Log Sample
Correction if required I
1----------------·----·------------
Certifle!i that the 'i¥Ork s.pecl~ed except ll!.; oth~&rwkie s.ped~ ed was c.arTied out
CHAPTER 8
in accordanca 'With ttl• SSCA a irwor1hilen r•qu irement~ currentfy in rorce

end in r•-sp•ct to tiat work the e.ircra~i"craft component ts ccnsideraC- r . .dy
for releaselo service
Caot Sianature: DMI No I MEL yes no IDate in I out: lcat·
Details of Parts Replaced Ground anti/ de-Icing 0 Transit 1 0 Daily Check
Nol Parts lion PIN ON PIN OFF I SIN ON SIN OFF Station:
D Wed<ly Check
Start: I Finish:
1 1 I Fluid: I Ratio: IPer/med by:
I I I I Signatu~ Data: ...... ./ .... ./..
Time: .. .... .......... ..... .
Engine Oil Servicing APUOII Hydraulics Servicing Signature or stamp
quarts Servicing quarts Refueling and distribution in 0 Kg I 0 Lbs
qu<rts
I t.A•In l •ft!o
LH I RH I TG _ I y. I
I - IB I I lltal RIQhl I Conter I Au:<. tlwd I Au<. • ·" I CPT Aceept•nco PFI (Pr•llliah~l,.p,.;ti"n)
II I hereby cert1fy lhot I he AIC.
R R : R : R
•• : I R;.rrein
..... _ .. the que!ul tity a nd ci~rit:~Jtion
Per/mod by: ............ ..
UPL l UPL l Planed u =L orlue4, the quantity of oil and
~-- ~--L_ -- l!- - - - -1 hydoaulic aro acc"f''ed lor
L TL. I TL. i n i I Ad.~. ,_4 L P lhe inten ded fli~l
Date:
RV!IM Signatull! Servicing performed by Totll
Signature
Namt-!Sign Signature
ompl. 0 HonCompl. D ~
JC lnlomotlonal Alrilno• ATL. form· Rov. 00 I 17.01.2017 Groy arou must bo complotod bolore ftight. Wh~o Copy· Romai"' On Boord: BloJo CoPII· To E&M; Pink Copy· To ATL. copy; Yolla.v Copy· To Stall on of Dopa~uro

Rev. 00, 10 JAN 2017
P: 8-81
CHAPTER 8 P: 8-82
8.1.12.3 Deferred Maintenance Items (DMI) Procedure
All JC Airlines MEL related deferred defects must also be recorded on the applicable
aeroplane Deferred Maintenance Items (DMI) folder. The following information has to be
recorded in the DMI folder:
• Applicable consecutive DMI entry number;
• ATL Sequence Number of the related ATL page in order to cross refer to the origin
of the DMI entry;
• Defect description as defined on the related ATL page;
• Any required spare part number (if applicable);
• Signature and stamping with authorisation number of the authorized maintenance
person, who has transferred the defect to DMI;
• The date when the defect was transfer to the DMI;
• The applicable MEL Code and its applicable repair interval time limit.
When a defect, which has been recorded on the DMI, becomes rectified, a proper ATL
entry has to be performed by the certifying maintenance staff in order to record the
particular maintenance action and to ensure the cross-reference to the particular DMI
entry. In addition the following information has to be recorded in the applicable DMI by the
person who has cleared the particular DMI item:
• ATL Sequence Number of the ATL page on which the related defect rectification
was recorded in order to cross-refer to the origin of the DMI item clearance;
• Signature and stamping with authorisation number of the authorized maintenance
person who clears the applicable DMI item;
• The date when the DMI item has been cleared.

CHAPTER 8 P: 8-83
8.1.12.4 Deferred Maintenance Items (DMI) Sample
A/C REG :
DEFERRED MAINTENANCE ITEMS ( MEL / CDL )
EXTENSION CLOSE
DEFECT IDENTIFICATION, DESCRIPTION & RECTIFICATION DUE
TAKEN ACTION
DATE : MEL/CDL REF : LOG SHEET : LOG SHEET :
DMI NUMBER : CAT : SIGN/AUTH : SIGN/AUTH :
SIGN / AUTHO : DUE DATE : DUE DATE : DUE DATE :
EXTENSION CLOSE
TAKEN ACTION
EXTENSION CLOSE
TAKEN ACTION
EXTENSION CLOSE
TAKEN ACTION
NOTES A: 1. THIS FORM IS CONSIDERED AS INTEGRAL PART OF THE AIRCRAFT TECHNICAL LOG SYSTEM; ONCE THIS SHEET IS
CLOSED BY ALL ITEMS – IT SHALL BE REMOVED FROM AIRCRAFT AND TRANSFERED TO EMO.
2. DMI NUMBER IS CODED AS AIRCRAFT LOG SHEET NUMBER MEL CATEGORY AND ATL ITEM NUMBER
NOTES B: 1. Pink = Send to Technical Record when open DMI

2. Blue = Send to Technical Records when close DMI
3. White = Remain

CHAPTER 8 P: 8-84
8.1.12.5 Damage Chart
Minor damages to aeroplane exterior such as dents, scratches and visible repairs (e.g.
patches on the fuselage) within acceptable limits shall be marked to avoid repeated
dealing with the same damage. The marking shall be done by the approved line
maintenance staff according to the following guidelines:
• The damaged spots will be marked by a red dot of 5 – 8 mm at the most
characteristic point (e.g. deepest point of a dent, next to a scratch, etc.). For this
purpose a resistant red colour for aeroplane exterior should be used;
• All damages within acceptable limits and all already repaired damages shall be
marked;
• All marked damages shall be documented in the Damage Chart;
• Damage to windscreen shall only be documented in the Damage Chart (not marked
on the windscreen). Windscreen delamination can be marked as a damaged area.
Pilots should check if all defects or damage discovered during walk-around have already
been marked and documented in the Damage Chart. In case of an observed new damage,
Aircraft Technical Log (ATL) entry shall be made by the Commander.
8.1.12.6 Cabin Defects
Certain cabin defect may influence aeroplane’s overall safety status and shall be recorded
in Aircraft Technical Log (ATL). All cabin crew members are responsible for informing CIC
and/or Commander (Pilot-In-Command) about cabin defects in the respective areas upon
their discovery before or during a flight. The following list indicates cabin defects that must
be recorded in the ATL. It is not limiting, and Commanders must exercise their judgment
when recording cabin defects to ATL:
• Any MEL related item;
• Any safety related defect;
• PA/Interphone system;
• Portable oxygen system;
• Floor proximity emergency escape path lighting system;
• Cabin emergency lights;
• Emergency slides and rafts;
• Evacuation system;
• No smoking and fasten seat belts signs;
• Lavatory smoke detection and extinguishing system;
• Smoke/fire/sparks or smell of smoke in the cabin;
• Crew and/or passenger seat belts defect;
• Cabin crew seat mechanical defects;
• Passenger seat mounting or recline mechanism;
CHAPTER 8 P: 8-85
• Under seat baggage restraint bars;

• Cabin overhead locker mechanisms;
• Passenger main or emergency door defects;
• Cockroach or rodent seen in the cabin;
• Passenger evacuation systems/placards/markings;
• Passenger tray will not extend/secure up;
• Un-serviceability of galley inserts e.g. ovens/water boilers/beverage makers and
equipment utilising galley power supplies including unserviceable meal carts;
• Lavatory equipment/block drains/toilet door locks/potable water systems/water
leaks from washbasins and spillage of toilet fluid inside or outside the aeroplane;
• Carpet tear/dirty/lifting/capping strips missing;
• Curtains/rails/tie backs.
8.1.13 Journey Log

8.1.13.1 General
Journey Log is prepared for each commercial, training or technical flight in JC Airlines as
an integral part of Company flight scheduling information system.
Journey Log is prepared for series of flights delegated to one Commander with following
information to be filled:
• Aircraft type and registration;
• Date/day of month of the departure date;
• Captain and First Officer sectors flown;
• Flight data (ATL number, flight number);
• Sector (departure/arrival place);
• Scheduled times;
• Block and flight times;
• Delay information (time and code);
• Load information (passengers, baggage);
• Fuel record;
• Crew (names of crew members);
• Flight crew records (duty time information for all crew members);
• Captain’s (Commander’s) comments;
• Captain’s (Commander’s) signature.
All Journey Log entries shall be printed in capital letters (excluding signature) in black or
blue indelible ink and must be legible.
All entries shall be made in English.

CHAPTER 8 P: 8-86
The Journey Log is made out of self-coping paper. Each Journey Log page comprises of
one original page and 3 copy pages, all in different colours.
A Commander shall ensure that the Journey Log is properly completed by First Officer
before he signs it and that original (white page) is inserted in the Flight Envelope for later
processing.
Pink copy is removed and retained by the Commander for personal record.
Blue copy must be removed after completion and handed over to CIC for cabin crew
records.
Yellow copy – reserved.

&b JOURNEY LOG
JC AIRLINES 8.1.13.2 @a
A/C; REGISTRATION DATE CAPT Sectors flown F /0 St>ctors nown
FLIGHT DATA SECTOR SCHEDULED (lJTC) BLOCK AND FliGHT TIMES (IJTC) DELAY PAX
S~C'J'OI( 0 1'1' ON I>LOCK T!U<I!· I'Ll GilT LuJ:gMe
,\TL # F:IGHT # FROM TO STD STA !.A'lDII\'G TIME CODE .'IDULT CHD INF !{(;
TIMI1 n1.or." ni.OCI< TIMF IWfo TIME
1
2
3
4

5
Journey Log Sample
U?WrT
S~:<:TOR ]) ~: NS I'I'V \III':'I.IH!j Hf:<:J-:11'1' II
KG
CHAPTER 8
CRJ::W HT CREW RECORDS (UH:) Ci\PT COI\11\olENTS

~A N I( NAM~ r.nr.ri( Tii fliiTYTTMr. S!\CT ORS
n nnr.rrnur MOR/CAPT REPORT ATTACHED DYES DNO
CAl'T SIG N:
j r. A irli n~s. journey Lot: foorm, R..v. 00 / 1 0 j ;m 2017

Rev. 00, 10 JAN 2017
P: 8-87
CHAPTER 8 P: 8-88
A/C; REGISTRATION: Insert type of aircraft and registration number.

DATE: Insert the date (day/month/year).
CAPT Sectors flown: Insert the sectors that were flown by the Captain.
F/O Sectors flown: Insert the sectors that were flown by the First Officer.
FLIGHT DATA: Insert aircraft technical log number (ATL #) and flight number
(FLIGHT #) for relevant sector.
SECTOR: Insert three letter IATA code for departure (FROM) and
destination (TO) aerodrome.
SCHEDULED (UTC): Insert scheduled time of departure (STD), scheduled time of
arrival (STA) – all in UTC and scheduled sector time
(SECTOR TIME).
BLOCK AND FLIGHT Insert block-off time (BLOCK OFF), block-on time (BLOCK
TIMES (UTC): ON), take-off time (TAKE OFF), landing time (LANDING) - all
in UTC and the sum of block time (BLOCK TIME) and flight
time (FLIGHT TIME).
DELAY: If applicable, insert the delay time in hours and minutes
(TIME) and the reason for delay in two numbers code
(CODE).
PAX: Insert the number of passengers: adults (ADULT), children
(CHD), infants (INF); and the baggage boarded on the aircraft
in kilograms (baggage KG).
123456 Each number represents the applicable sector.

CHAPTER 8 P: 8-89
FUEL RECORD: Insert the number for applicable sector (SECTOR), remaining
fuel in kilograms from previous sector (REMAINING KG),
uplifted fuel in litres or gallons – mark the appropriate
(UPLIFT LTR/GAL), density of uplifted fuel (DENSITY),
uplifted fuel in kilograms (UPLIFT KG), block fuel in kilograms
(BLOCK FUEL KG), arrival fuel in kilograms (ARR FUEL KG),
fuel used in kilograms (FUEL USED KG), fuel supplier and
receipt number (SUPPLIER/RECEIPT #). In case of multiple
fuel uplifts, insert the sum of all uplifted fuel and the last fuel
receipt number.
CREW: Insert the rank (RANK), name (NAME) and ID of the crew
members (NAME); Ranks: Captain (CAPT), first officer (F/O),
observer (OBS), cabin crew in charge (CIC), cabin crew
member (CC), engineer (ENG), etc.
CREW RECORD Insert check-in time (CHECK-IN) and check-out time (CHECK
(UTC): OUT) in UTC, duty time (DUTY TIME) and sectors flown.
CAPT COMMENTS:
Tick, as appropriate, if mandatory occurrence reports or
Commander's report is attached to the journey log
(MOR/CAPT REPORT ATTACHED G YES G NO) and add
any comments, if applicable.
CAPT SIGNATURE:
Signature of Commander.

CHAPTER 8 P: 8-90
8.1.13.3 Delay Codes
The Delay Codes should be used to express the reason for delay, diversion or other
irregularities. The standardization of codes is essential for commonality in handling,
exchange of information, statistical comparison and management analysis.
The flight crew should use the code that, in their opinion, expresses the reason for the
delay. It is essential that these codes be applied impartially and not be considered as
reasons for blame but rather to identify corrective action.
Internal Airline Purpose (codes starting with 0)
Delay Codes starting with 0 are used for internal airline purposes. Every airline is free to
use these codes and to determine particular application fields.
However the following codes are standard, even if some airlines do not use them:
01 - 05 Airline internal codes

06 No gate/stand availability due to own airline activity
09 Scheduled ground time less than declared minimum ground time
Passenger and Baggage Handling (codes starting with 1)
These Codes are used to describe delays caused by Passenger and Baggage handling.
11 Late check-in, acceptance of passengers after deadline

12 Late check-in, congestion in check-in area
13 Check-in error
14 Oversales, booking errors
15 Boarding, discrepancies and paging, missing checked-in passenger at gate
Commercial publicity, passenger convenience, VIP, press, ground meals and
16
missing personal items
17 Catering order, late or incorrect order given to supplier
18 Baggage processing, sorting, etc.

CHAPTER 8 P: 8-91
Cargo and Mail Handling (codes starting with 2)
These Codes are used to describe delays caused by Cargo (21-26) and Mail Handling (27-
29).
21 Documentation, errors, etc.

22 Late positioning
23 Late acceptance
24 Inadequate packing
25 Oversales, booking errors
26 Late preparation in warehouse
27 Mail oversales, packing, etc.
28 Mail late positioning
29 Mail late acceptance
Aircraft and Ramp Handling (codes starting with 3)
These Codes are used to describe delays caused by aircraft and ramp handling.
Aircraft documentation late or inaccurate, weight and balance (Loadsheet),

31
general declaration, passenger manifest, etc.
32 Loading, unloading, bulky/special load, cabin load, lack of loading staff
Loading equipment, lack of or breakdown, e.g. container pallet loader, lack of
33
staff
34 Servicing equipment, lack of or breakdown, lack of staff, e.g. steps
35 Aircraft cleaning
36 Fuelling, defuelling, fuel supplier
37 Catering, late delivery or loading
38 ULD, containers, pallets, lack of or breakdown
39 Technical equipment, lack of or breakdown, lack of staff, e.g. pushback

CHAPTER 8 P: 8-92
Technical Reasons (codes starting with 4)
These Codes are used to describe technical delay reasons.
41 Aircraft defects
42 Scheduled maintenance, late release
Non-scheduled maintenance, special checks and / or additional works beyond
43
normal maintenance
44 Spares and maintenance equipment, lack of or breakdown
AOG (aircraft on ground for technical reasons) spares, to be carried to
45
another station
46 Aircraft change for technical reasons
47 Standby aircraft, lack of planned standby aircraft for technical reasons
48 Scheduled cabin configuration and version adjustment
Aircraft Damage and Automated Equipment Failure (codes starting with 5)
These Codes are used to describe damage to aircraft and automated equipment failure.
Damage during flight operations, bird or lightning strike, turbulence, heavy or

51
overweight landing
Damage during ground operations, collisions (other than during taxiing),
52 loading/offloading damage, contamination, towing, extreme weather
conditions
Departure control system, check-in, weight and balance (loadcontrol),
55
computer system error, baggage sorting, gate-reader error or problems
56 Cargo preparation/documentation system
57 Flight plans
58 Other computer systems

CHAPTER 8 P: 8-93
Operational and Crew Delay (codes starting with 6)
These Codes are assigned to Operations and Crew caused delays.
61 Flight plan, late completion or change of flight documentation

62 Operational requirements, fuel, load alteration
63 Late crew boarding or departure procedures
64 Flight deck crew shortage, crew rest
65 Flight deck crew special request or error
66 Late cabin crew boarding or departure procedures
67 Cabin crew shortage
68 Cabin crew error or special request
69 Captain request for security check, extraordinary
Weather (codes starting with 7)
These Codes explain weather caused delays.
71 Departure station
72 Destination station
73 En route or alternate
75 De-icing of aircraft, removal of ice / snow, frost prevention
76 Removal of snow / ice / water / sand from airport/runway
77 Aircraft ground handling impaired by adverse weather conditions

CHAPTER 8 P: 8-94
ATC and Airport (codes starting with 8)
These Codes are used for Air Traffic Control (ATC) Restrictions (81-84) and Airport or
Governmental Authorities caused delays.
81 ATC restriction en-route or capacity

82 ATC restriction due to staff shortage or equipment failure en-route
83 ATC restriction at destination
84 ATC restriction due to weather at destination
85 Mandatory security
86 Immigration, customs, health
87 Airport facilities, parking stands, ramp congestion, buildings, gate limitations
Restrictions at airport of destination, airport/runway closed due obstruction,
88 industrial action, staff shortage, political unrest, noise abatement, night
curfew, special flights
Restrictions at airport of departure, airport/runway closed due obstruction,
89 industrial action, staff shortage, political unrest, noise abatement, night
curfew, special flights, start-up and pushback
Miscellaneous (codes starting with 9)
Codes uses for reactionary reasons or Miscellaneous.
Passenger or load connection, awaiting load or passengers from another

91
flight, protection of stranded passengers onto a new flight
92 Through check-in error
93 Aircraft rotation
94 Cabin crew rotation
95 Crew rotation (entire or flight crew)
Operations control, rerouting, diversion, consolidation, aircraft change for
96
reasons other than technical
97 Industrial action within own airline
98 Industrial action outside own airline
99 Miscellaneous, not elsewhere specified

CHAPTER 8 P: 8-95
8.1.14 List of Documents, Forms and Additional Information to be carried
The documentation listed below shall be carried onboard of each JC Airlines aeroplane.
The Commander (Pilot-In-Command) shall produce these documents to a person
authorised by the SSCA or other foreign Civil Aviation Authority within a reasonable time if
requested to do so.
8.1.14.1 Aeroplane Documents
Aeroplane's documents belong permanently to the specific aeroplane and shall be placed
in a special folder (Documents Folder) located on the flight deck, or in the Aircraft
Technical Log. Care must be taken to ensure these files are not damaged, mislaid or
removed from the aircraft.
Following documents shall be included:

• Certificate of Aircraft Registration issued to the owner - original;
• Certificate of Airworthiness - original;
• Aeroplane Radio Station License - original;
• Air Operator Certificate (AOC) with corresponding Operations Specifications
(OPSSPECS) including leased aircraft - certified true copy;
• Noise Certificate - original or a copy;
• Third Party Liability Insurance Certificate(s) - original or a copy;
• Air Passenger Accident Insurance Certificate - original or a copy;
The validity of above documents is assured by appropriate update process. Before

accepting the aeroplane the flight crew shall check that all required documents are on
board. Operations Control Centre (OCC) must be informed in the event that any certificate
is missing and a report shall be filled. Operations are allowed to continue until the flight
reaches a base or destination where replacement documents can be provided.
In case of missing certificates a letter will be added to the Documents Folder detailing
which certificates have been lost or damaged and which replacement certificates have
been applied for. OCC will send out a replacement copy of the certificate to the
appropriate base or destination where the Documents Folder can be updated. Damaged or
worn certificates should also be reported to OCC; they should remain onboard until they
can be replaced.
8.1.14.2 Operations Manuals and other Information/Forms
The following manuals are to be carried on each flight:

• Parts of the Operations Manual relevant to operation(s) conducted - OM Part A; OM
Part B for the type of aircraft, OM Part C;

CHAPTER 8 P: 8-96
• Airplane Flight Manual (AFM);Airplane Flight Manual (AFM);

• MEL (Minimum Equipment List);
• FCOM (Flight Crew Operating Manual) - covering also CAT II/III manual requirements;
• Quick Reference Handbook(s) (QRH);
• Operational Flight Plan(s) (refer to OM Part A, Chapter 8.1.10 for details);
• Aircraft Technical Log (refer to OM Part A, Chapter 8.1.11 for details).
In addition to the above the following information and forms, relevant to the type and area
of operation, shall be carried on each flight:
• Details of the filed Air Traffic Service flight plan;
• Appropriate NOTAM/AIS briefing documentation;
• Appropriate meteorological information;
• Weight and balance documentation / Load & Trim Sheet (refer to OM Part A,
Chapter 8.1.8 and OM Part C for details);
• Notification of special categories of passenger such as security personnel, if not
considered as crew, PRMs, inadmissible passengers, deportees and persons in
custody;
• Notification of special loads including Dangerous Goods including written
information to the Commander;
• Current maps and charts and associated documents for the routes and aerodromes
to be used (in electronic or paper form);
• Normal checklist(s), as specified in OM Part B;
• Copy of the "ICAO 9481 N/928" Emergency Response Guidance for Aircraft
Incidents Involving Dangerous Goods;
• Any other documentation that may be required by the states concerned with this
flight, such as cargo manifest, passenger manifest, etc.;
• Forms to comply with the reporting requirements of the SSCA and JC Airlines;
• Information regarding Search and Rescue procedures.
Following logs shall be available onboard in paper form:

• Journey Log Report;
• Aircraft Technical Log;
• Load & Trim Sheet.
8.1.14.3 Crew Documents
Each flight crew member shall carry:

• Valid Flight Crew Licence with appropriate ratings for the purpose of the flight;
• Valid Medical Certificate.

CHAPTER 8 P: 8-97
Each crew member shall carry:Valid passport with appropriate visas (if applicable);
• Certificates of vaccination (if required); and
• Valid Crew Identification Card.
8.1.14.4 Flight Envelope
The Flight Envelope (or Flight Return Envelope) contains the various papers assembled
during a given flight. All flight related required documents and forms, as per JC Airlines’
OM Part A requirement, have to be clearly and properly filled, handled, and retained in the
Flight Envelope after the flight for record keeping. It is the responsibility of the first officer
(co-pilot) to organize and submit the envelope. The Commander shall ensure that all
relevant operational documents are available during flight and signed. Used operational
documentation shall, upon completion of the flight or series of flights, be handed over to
authorised JC Airlines personnel (who collect the Flight Envelope either on the aircraft or
in the Flight Dispatch (Operations Control Centre).
At any aerodrome authorized to operate to in accordance with Company’s AOC and

corresponding Operations Specifications, the flight crew and operational personnel should
be able to obtain the pre-flight aeronautical information essential for the safety, regularity
and efficiency of air navigation. On flights with a crew-change, the on-duty-crew into base
(Phnom Penh or other designated JC Airlines base) is responsible for all Flight
Envelope(s) on board and their submission to the authorised Company personnel.
On return, the Flight Envelope shall include the following documents/papers as applicable:
• Journey Log (signed by the Commander);
• Operational Flight Plan (signed by the Commander);
• NOTAMS/AIS/MET briefing documentation;
• Weight and Balance Documentation (signed by the Commander);
• Aircraft Technical Log (signed by the Commander);
• Special Categories of Passenger Notification (if applicable);
• Special Loads Notification and/or Dangerous Goods Notification (if applicable);
• Dangerous Goods Transport Document (if applicable);
• General Declaration (if applicable);
• Passenger Manifest(s) (if applicable);
• Cargo Manifest(s) (if applicable);
• Air Mail Documents (if applicable);
• Fuel uplift receipts (if applicable);
• De-/Anti-icing Declaration (if applicable);
• Any irregular event forms (if applicable);
• Air Safety Report (ASR) / Occurrence Report (if applicable);
• Any other document reflecting any operational activity applicable to the flight.

CHAPTER 8 P: 8-98
8.1.15 Use of Electronic Flight Bag (EFB)
Reserved.

CHAPTER 8 P: 8-99
8.2 GROUND HANDLING

8.2.1 Fuelling or Defuelling
8.2.1.1 General
Fuelling/defuelling is considered to start as soon as the filler hoses are connected to the
aircraft and pressurized. The flight crew shall ensure the necessary safety measures
onboard. Fuelling must not commence without clearance from the flight crew. Clearance
may be given verbally, with undoubted hand signals, or via an intercom.
Fuelling/defuelling shall be considered completed only after all filler hoses have been
disconnected from the aircraft. Flight crew shall be informed about the end of the fuelling
process. Details of the fuel uplift have to be correctly entered in the Aircraft Technical Log
and a gross error check shall be carried out, checking of accuracy of fuel uplift and total
contents, particularly for operations in remote areas.
The Commander (Pilot-In-Command) is responsible that sufficient fuel is ordered for the
completion of the planned flight. The flight crew shall calculate and check the sufficient
amount of fuel for the planned flight, based on the current flight preparation procedures.
Planned fuel figures for trip and take-off fuel (together with aircraft weight data) should be
completed in the appropriate form, usually provided by the handling agent.
Supervision of Fuelling/Defuelling
For all fuelling procedures at least one flight crew member must be present in the cockpit
during the entire process (subject that the aircraft was handed over by maintenance and
flight crew is already on board).
The engineer or other qualified station personnel or flight crew, as appropriate, shall
ensure adherence to the safety precautions by spot checks. The Commander is
responsible for observing the correct technical and safety procedures during the
fuelling/defuelling operation but he may delegate the supervision of the fuelling process to
the qualified person(s) listed above.
The person supervising the fuelling/defuelling must be readily identifiable by means of

distinctive clothing or uniform, and must remain in the vicinity of the aircraft whilst fuelling
is in progress. He is to ensure that in the event of fire or a major fuel spill, immediate and
follow-up actions is taken to assure fuelling is stopped, appropriate ground response staff
or airport firefighting service is summoned, as applicable. In case of any hazardous
condition or situation, operating crew onboard the aeroplane and ground handling staff
must be notified.
In the absence of competent ground engineering staff, the Commander (Pilot-In-

Command) is responsible for supervising re-fuelling and ensuring that filler caps, re-
fuelling valves, freight hold doors, etc. are secured.

CHAPTER 8 P: 8-100
Fuel Types
Particular care shall be taken in advising the fuel supplier of the type, grade and fuel
quantity required, with special reference to the units of measurement quoted (litres, US
gallons, pounds etc.).
JC Airlines standard fuel type is JET A-1. In addition, the following types are acceptable:
Fuel Type Freezing Point (Max.) Flash Point (Min.)

JET A-1 (kerosene) - 47°C + 38°C
JET A (kerosene) - 40°C + 38°C
JET B (wide-cut) - 50°C + 18°C
TS-1* - 60°C + 28°C
Fuel Types
Note*: For limited use of max 50 % hours.
In China equivalent grade to freezing point of JET-A1 fuel is No.3 Jet Fuel.
Fuel Suppliers
Fuel suppliers are published on respective Airport Briefing sheet in OM Part C. Unless
otherwise authorised, fuel should only be obtained from these suppliers, since the (lowest)
contract fuel prices apply with these suppliers.
Fuel-Water Check
Flight crew member or other authorized personnel supervising refuelling should request
that fuel-water test has been accomplished by the fuelling operator at each refuelling.
8.2.1.2 Safety Measures
Safety precautions must be always taken to preclude the possibility of fire during refuelling
and defuelling procedures.
The main causes of risk of fire with fuel deal with sparks due to static electricity and hot
point (engines, APU, ground installations, smoking).
The fuel generally does not catch fire easily, but the risk of fire is increased when the fuel
is sprayed (link, disconnecting pipe) and in the presence of fuel vapour especially when
low flash point fuels are used.

CHAPTER 8 P: 8-101
The handling agent or the flight crew, as appropriate, shall ensure strict adherence to the
safety measures listed below during fuelling or defuelling. In addition, local airport
regulations, which may exceed the regulations listed in this sub-chapter, shall also be
considered. If any of these safety measures are not respected the fuelling shall be stopped
immediately.
During refuelling the parking brake should be ON with ACCU PRESS having sufficient
pressure.
Fuelling Safety Zones
The fuelling safety zone is an area extending 3 meters radially (or as specified by local
regulations) from filling and venting points on aeroplane, fuelling vehicle and within the
hydrant pits.
Due to the fire hazard associated with fuel vapours, following items and processes shall
not be used within the fuel safety zone:
• Matches, open flames, welding, use of photographic flashbulbs;
• Portable electronic devices, such as mobile (cell) telephones, portable radios and
pagers.
Venting Areas
Venting area is a spherical zone around the fuel relief valves of an aeroplane, within which
inflammable fuel vapours have to be expected during fuelling. The extension of the venting
area is 3 metres radially for Jet A1 fuel.
Refuelling Vehicle
Refuelling vehicle should, if possible, always move forward into the fuelling position. If a
vehicle has to be reversed, a guidance person shall be used. Vehicle should approach the
aeroplane at walking speed.
Vehicle and their hoses shall not block the access to the cabin and hold doors.
Extreme care shall be taken to position vehicle and equipment correctly, ensuring that
strain is not applied to the fuelling hoses.
The aeroplane and the vehicle shall be electrically bonded together throughout the fuelling
operation to ensure that no difference in electrical potential exists.
Access to the hydrant emergency stop button shall be visible and clear of obstruction and
all ramp staff trained in its location and use.
The fuel operator shall maintain control of fuelling operations using the hand held
deadman device throughout the operation, remaining outside the vehicle cab at all times.
CHAPTER 8 P: 8-102
The fuel operator should conduct a final walk around the vehicle before driving away from
the aeroplane to ensure all hoses have been disconnected and stowed correctly.
Auxiliary Power Unit (APU)
APU starts or shutdowns are permitted during refuel/defuel procedures.
Electrical transients (caused by switching among the APU, the external and the engine
electrical supply) during automatic refuelling may stop the process.
An APU start is not permitted during refuel/defuel procedure if the APU has failed to start
or an automatic shutdown has occurred.
Fuelling vehicles should be positioned to avoid any risk of coming in the path of the
exhaust stream from the APU.
In the event of APU fire during fuelling/refuelling, the operation shall be stopped
immediately. A normal APU shutdown must be completed if a fuel spill has occurred during
refuel/defuel procedure.
Cabin crew shall be warned immediately of any APU emergency condition which might
require the rapid evacuation of passengers from the aircraft.
Ground Power Unit (GPU)
Ground Power Unit (GPU) may be functioning, but starting or stopping it should be
avoided.
GPU shall be positioned 6 m from the aeroplane fuelling vents and venting points.
If applicable, GPU should be started and electrical connections made before fuelling
begins. The unit should not be disconnected or switches operated during fuelling.
In the event of fuel spillage, if safe to do so, the GPU shall be stopped immediately and
shall remain stationary until the spill is removed and there is no danger from flammable
vapour.
Electrical Equipment
The weather radar shall be switched OFF.
HF radio shall not be used or transmit.
Engine ignition system shall be OFF.

CHAPTER 8 P: 8-103
The connection or disconnection of any aeroplane electrical equipment, e.g. batteries and
battery chargers, is not permitted during refuelling.
Electrical circuits in the tanks area shall not be connected or disconnected.
Aeroplane electrical/electronic systems, except weather radar and HF transmitter, may be

operated to the extent required for pre-flight preparation.
Ground Servicing Equipment (GSE)
Equipment shall be positioned so that the fuelling vehicle has a clear exit route and can be
moved away from the aeroplane in a forward direction.
Vehicles, except fuel truck, shall not be positioned within the venting areas/fuelling safety
zones.
A distance of 3 m should be maintained, wherever possible, between GSE and any fuelling
equipment, i.e. vehicles, hoses, hydrant pits.
Equipment shall be positioned so that the ground area beneath the exits intended for
emergency evacuation and slide deployment areas are kept clear.
The engines of unattended vehicles shall be switched off.
Smoking is not permitted within 20 meters of the aeroplane (or more, if required by local
regulations).
Adverse Weather Conditions
If thunderstorms are near the aerodrome, flight crew shall be consulted, whether to start,
continue or to interrupt the fuelling. In case of doubt, the fuelling process shall be
suspended.
8.2.1.3 Delivered Fuel
After fuelling, refuelling operator shall hand over a copy of a Fuel Delivery Sheet with
indicated fuel quantity, specific gravity and OAT to the supervising flight crew or line
maintenance staff.
The flight crew shall:

• Compare the quantity of fuel on the Fuel Delivery Sheet with the:
- Fuel gauges of the fuel truck. If the quantity is correct, they confirm it with the
signature on behalf of the Company;
- Indicated quantity at the cockpit fuel quantity gauges;

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• Enter correctly the details of the fuel uplift in the Aircraft Technical Log and carry out
the gross error check;
• Keep and file a copy of the Fuel Delivery Sheet in the Flight Envelope.
8.2.1.4 Mixed Fuelling
In case Jet A1 fuel is unavailable, the use of another fuel type may be authorized by the
Commander. Mixing of fuel is only permitted as specified in the ‘Limitations’ section of the
OM Part B.
The various types of fuels available could be mixed in all proportions. When mixing the
fuels:
• The density varies proportional to the percentage of the mixture;
• The flash point of the mixture varies in function of non-straight laws.
A major consideration when mixing fuels at normal temperatures is the fuel air mixture that
develops in the space above the fuel inside the tank. JP4 and JET B develop an ignitable
fuel air mixture at frequently encountered ambient temperatures. When JP4 or JET B and
JET A1 are being mixed, the fuel vapour mixture with air is in the explosive or ignitable
envelope throughout the range of ground temperatures common at the majority of
aerodromes during all or part of the year.
8.2.1.5 Wide-cut Fuel
Wide-cut fuel is considered to be used when it is being supplied or when it is already

present in aeroplane fuel tanks (when loading JET B or JP4 into an aeroplane with JET A1
or other kerosene type already onboard and vice versa).
Important: Use of wide-cut fuel types should be avoided whenever possible.
If a situation arises, that only wide-cut fuels are available for refuelling/defuelling, flight
crew should be aware that mixtures of wide-cut fuels and kerosene turbine fuels can result
in the air/fuel mixture in the tank being in the combustible range at ambient temperatures.
The extra precautions set out below are advisable to avoid arcing in the tank due to
electrostatic discharge.
The risk of this type of arcing can be minimized by the use of a static dissipation additive in
the fuel. When this additive is present in the proportions stated in the fuel specification, the
normal fuelling precautions set out in this chapter are considered adequate. When
refuelling/defuelling with fuels not containing anti-static additive, and where widecut fuel
are involved, top-up at fuel filling rates reduced by 50% of the normal filling rate.
Over-wing refuelling is not permitted when wide-cut fuels are involved.

CHAPTER 8 P: 8-105
When refuelling with wide cut fuels the aeroplane electrical supply should be switched off
before refuelling starts, and remain off until refuelling ceases and the hoses have been
removed.
Fuelling with wide cut type fuel shall not be carried out with passengers onboard/
boarding/disembarking.
When wide-cut fuel has been used, this should be recorded in the Aircraft Technical Log.
The next two uplifts of standard fuel type shall still be considered as if the wide-cut fuel
type is in use.
8.2.1.6 Fuel Freezing Point
The only reliable way to obtain an accurate freeze point of a mixture of fuels is to make an
actual freeze point measurement. When this is not possible, to determine the fuel freezing
point, apply the following:
• When the mixture contains less than 10% JET A, the fuel is considered as JET A1;
• When the mixture contains more than 10% JET A, the fuel is considered as JET A.
8.2.1.7 Refuelling with Passengers Onboard/Boarding/Disembarking
General
In addition to the safety procedure laid down in OM Part A, Chapter 8.2.1.2, the following
rules apply:
• If required, the Local Airport Authorities/Fire Services shall be informed and/or
permission shall be requested;
• Procedure shall be authorized by the Commander;
• Ground handling staff, passengers and the fuelling company shall be informed
about the procedure;
• Not permitted with wide cut gasoline type fuel (JET B, JP4 or equivalent) or when a
mixture with these types of fuel might occur.
Passengers Boarding / Disembarking
Passenger boarding/disembarkation must be carried out in a controlled manner.
In addition to safety measures laid-down in OM Part A, Chapter 8.2.1.2, the following rules
apply:
• The passengers shall be informed (at the gate) that the fuelling is in progress during
boarding;

CHAPTER 8 P: 8-106
• Passengers joining or leaving the aeroplane via the apron shall be moved
immediately under the supervision of a responsible person over a safe route;
• Passengers shall be kept at a safe distance from the fuelling operation and other
hazardous areas such as aeroplane engines, APU exhausts and fuel tank vents;
• Congestion in front of the aeroplane doors shall be avoided;
• Ground activities outside the aeroplane and work within the aeroplane, such as
catering and cleaning, should be conducted in such a manner that they do not
create a hazard or obstruct emergency exits.
Flight Crew
Flight crew shall:

• Inform the cabin crew of the beginning and ending of fuelling;
• Ensure that at least one flight crew member remains in the cockpit during the entire
process and communication is established and maintained with the person
supervising the fuelling (either via headset, mobile phone or other means);
• Listen for fire warning from the supervising staff;
• Be prepared to initiate passenger evacuation if necessary;
• Ensure the ‘No Smoking’ sign and the ‘Exit’ sign are ON;
• Ensure the ‘Fasten seat belt’ sign is OFF.
Cabin Crew
The cabin crew shall ensure that:

• Communication is established with the flight crew;
• No Smoking sign and EXIT signs are ON;
• Fasten Seat Belts sign is OFF;
• A minimum of two exit doors shall be opened and passenger stairs/jetways shall be
positioned at these doors. If only one passenger stair/jetway is available, the
requirement for the second exit may be met by positioning a qualified cabin crew,
who will remain at a second exit throughout the refuelling/defuelling process. The
exit door(s) should be armed;
• All exit areas, cabin aisles and cross aisles inside the aeroplane should be kept of
any obstructions;
• Ground servicing such as catering or cleaning do not risk creating hazard or
hindering an emergency evacuation.
The cabin crew shall instruct passengers:

• That smoking is prohibited;
• To remain seated but to unfasten their seat belts;
• Not to operate any electronic devices.
CHAPTER 8 P: 8-107
Additional Fuel
When additional fuel shall be tanked or defuelling is necessary after embarkation is

completed, the requirement for passenger stairs or boarding ramp may be disregarded
when:
• All ground equipment is removed from the aeroplane;
• Cabin crew is standing-by for immediate evacuation;
• Interphone/direct contact ground-to-cockpit is established.
Airport Fire Brigade
The airport fire brigade shall be informed about the parking position - if locally required.
The presence of the fire brigade at the aeroplane is not required unless local regulations
rule otherwise. The fire fighting service shall be within extinguishing range or available
within 2 minutes.
8.2.1.8 Fuelling with One Engine Running
Refer to FCOM PER-LOD-FUL Refuelling with One Engine Running.
This procedure may be used only if:

• Operationally unavoidable due APU failure and unavailability of ground pneumatic
unit;
• Authorized by Commander;
• All passengers are disembarked;
• Authorized by Local Airport Authority;
• Pressure refuelling system is fully operational (overwing filling is not permitted);
• Fuelling equipment is positioned a maximum distance from the running engine;
• Airport fire department stands by at the aeroplane during the entire refuelling
procedure;
• One flight crew member can manage the operation and monitor all systems and
running engine from cockpit;
• A qualified ground crew member is present at the fuelling station.

CHAPTER 8 P: 8-108
8.2.1.9 Fuel Spillage
In the event of a fuel spillage, fuelling supervisor or supervising flight crew member shall
immediately:
• Ensure that the fuelling process stops;
• Notify the aerodrome fire service and request to mobilize all available fire fighting
equipment as standby protection until the arrival of the aerodrome emergency
services;
• Comply with the appropriate aerodrome procedures;
• Notify the flight crew and/or cabin crew by the quickest means.
Flight crew shall inform ATC of spillage and consider shutting down APU. If fuelling
operation was done with one engine running, that engine shall be shut down immediately.
Fuel spillage is considered to present a fire hazard if greater than 2 metres in diameter.
Following additional precautions shall be accomplished in the event of fuel spillage:

• A rapid disembarkation of the passengers from the aeroplane shall be initiated in
coordination with the crew;
• Handling staff shall leave the fuelling zone. The movement of unauthorized
personnel or vehicles into the affected area shall be stopped and all activities in the
vicinity shall be restricted to reduce the risk of ignition;
• No mechanically or electronically propelled vehicles shall be allowed to approach
within 15 meters (50 feet) of the spillage;
• Engines of vehicles within 3 meters (10 feet) of a spillage shall not be started and
all further electrical switching avoided, until the area is declared safe;
• The ground power and air conditioning units within 3 meters (10 feet) shall be
stopped;
• Spilled fuel shall be removed or dried up immediately with the fire service in
attendance;
• If considered necessary the aeroplane shall be towed to a safer place.
Normal operations shall not be resumed on the aeroplane or any engines started before
the person in charge of the emergency determines that it is safe to continue. If fuel is
spilled on any load, then such items are not to be loaded into the aeroplane.
8.2.2 Passenger Handling
Safety rules and procedures shall always be applied during the:

• Boarding and disembarking of the passengers;
• Loading and unloading of baggage, cargo and mail;
• Servicing of the aeroplane on the ramp.

CHAPTER 8 P: 8-109
8.2.2.1 Passenger and Baggage Handling Codes
The codes shown below are used on JC Airlines flights, to identify passengers that require
special treatment, or baggage that requires special handling. When used on Load Sheet
the codes (and the details) are entered in the ‘Remarks’ box of the respective destination.
Loading position (when needed) is shown in accordance with the numbering of the
aeroplane compartments.
Code Description Notice to Commander

AVIH Live animal in kennel to be loaded in hold Yes
BIKE Bicycle to be loaded in hold No
BLND Blind passenger Yes
BULK Bulky baggage to be loaded in hold No
CBBG Bag transported as cabin baggage on extra seat No
CREW Crew member's baggage to be loaded in hold No
DEAF Deaf passenger Yes
Deportee who is escorted in the aeroplane by
DEPA Yes
authorized government escort personnel
Deportee who is not escorted in the aeroplane by
DEPU Yes
authorized government escort personnel
FRAG Fragile baggage to be loaded in hold No
INAD Inadmissible passenger Yes
JUMP Passenger on jump seat Yes
Meet and Assist passengers such as elderly people;
MAAS passengers with insufficient knowledge of foreign Yes
languages, who are given special assistance
Medical case. Not to be used for PRM who only
MEDA require special assistance or handling and who do not Yes
required medical clearance
OXYG Needing oxygen during flight Yes
PETC Animal in cabin No
RUSH Unaccompanied (expedited) baggage No
SECU Secured item (baggage) Yes
SPEQ Sports equipment to be loaded in hold No
WCBD Wheelchair – dry cell battery No

CHAPTER 8 P: 8-110
Code Description Notice to Commander

WCBW Wheelchair – wet cell battery No
WCHC Wheelchair – C for cabin No
WCHR Wheelchair – R for ramp No
WCHS Wheelchair – S for steps No
WCLB Wheelchair – lithium-ion battery Yes
Weapons, Firearms or Ammunition carried as
WEAP Yes
checked baggage
Baggage rejected from transport due to insufficient
WGHT No
available weight/volume on the aeroplane
XBAG Excess baggage to be loaded in hold No
When required, handling agent shall submit to Commander, written or oral information,
containing details about passengers that require special treatment or baggage that require
special handling. Notification to Captain (NOTOC) form is not appropriate means, as it is
intended only for special load transported as cargo.
8.2.2.2 Minimum Number of Cabin Crew Onboard during Ground Operations
Whenever any passengers are onboard an aeroplane during ground operations, the
required minimum number of cabin crew for the appropriate aeroplane type shall be
present in the passenger cabin.
8.2.2.3 Refusal of Boarding
The Commander may refuse to carry or may remove any person holding a valid ticket en-
route when he, exercising reasonable discretion, decides that:
• Such action is necessary in the interest of safety;
• Such action is necessary to prevent violation of any applicable law, regulation or
order of any state or country to be flown from, into, or over;
• Conduct, status, age, mental or physical condition of the passenger is so as to:
- Require special assistance of JC Airlines personnel which cannot be
provided,
- Cause difficulties or make himself objectionable to other passengers,
- Constitute or create any hazard or risk to him or to other persons or property;
• The passenger fails to observe instructions issued by Company personnel.
Commander shall not permit any person to be carried onboard aeroplane who is obviously
under the influence of intoxicating liquors or drugs.

CHAPTER 8 P: 8-111
Should it become necessary to remove a passenger from a flight, station

representative/handling agent shall be immediately informed and requested to initiate
necessary action.
This does not apply to persons under the influence of intoxicating drugs who are subject of
such condition following emergency medical treatment after commencement of flight, or to
persons under medical care accompanied by personnel specifically trained for that
purpose.
8.2.2.4 Passenger Classification
The following designations are used regarding age classification:
Category Age
Infant Younger than 2 years
Child 2 years up to and including 11 years
Adult At or above 12 years
Unaccompanied Minor (UM) 5 to 11 years (not including 12th birthday)
Adults
The allocation of seats to adult passengers is controlled through the weight and balance
system (refer to OM Part A, Chapter 8.1.8.3). Only those passengers who appear
reasonably fit and strong should be seated adjacent to an emergency exit.
Children
Children are subjected to the following transportation regulations:

• Children of two years or older shall have their own seat;
• Children may only travel with an accompanying adult;
• They are not allowed to sit alone in a seat row, but always directly besides an
accompanying person. The accompanying person may be an adult, brother or
sister, who shall be at least 16 years old;
• With seat belt signs ON, they are not allowed to sit on the lap of an adult;
• If the seat belt is too long, proceed as follows: Place the child completely to the
back of the seat; put a pad or a blanket between the body of the child and the seat
belt; then, tighten the seat belt. Ensure that the seat back is in an upright position
during take-off and landing.

CHAPTER 8 P: 8-112
Unaccompanied Minors
JC Airlines does not accept unaccompanied minors (UM) under the age of 12 for travel.
Minors under 12 years of age must be accompanied on the same reservation by a
passenger of 16 years or over who will take full responsibility of the minor.
Infants
Infants are subjected to the following transportation regulations:

• Infants, less than 14 days old, are not accepted.
• Any infant (less than 2 years old) shall be attended by an adult (more than 18 years
old). This adult may hold the infant in his arms and the safety belt of this adult seat
shall not strap the infant but only the adult. A supplementary loop belt or other
restraint device may be used for the infant.
• Infants with their accompanying persons are not allowed to sit in the seat rows at
the exits and emergency exits.
• In case of a pressure loss, oxygen masks shall be available in the respective seat
rows.
• During take-off and landing, with the seat belt signs ON and whenever the situation
should require, infants shall be kept sitting on the lap of an adult, preferably their
parent, secured with an Infant Seat belt.
8.2.2.5 Seat Allocation
The following types of passengers should not be seated where they could obstruct floor
level emergency exits, impede the crew in their duties, obstruct access to emergency
equipment or hinder aircraft evacuation:
• Passengers with restricted mobility (PRM), which shall include persons with a
physical or intellectual disability and persons who are impaired due to any other
cause;
• Elderly or frail person who appear to be not capable of operating or assisting with
the operation of exit;
• Accompanied and unaccompanied children and infants;
• Deportees or prisoners in custody;
• Pregnant women;
• Obese passengers;
• Passengers who are unwilling to assist in the event of an emergency.
Seats which form the access route from the cabin aisle to self-help (types III and IV) exits
should only be allocated to passengers who appear capable of operating and/or assisting
with the operation of the exit. Check-in staff shall be mindful of this requirement. On no
account should the types of passengers listed above (PRM, elderly or frail persons,

CHAPTER 8 P: 8-113
accompanied and unaccompanied children and infant, deportees or prisoners in custody,

obese passengers) be allocated seats which form the access route from the cabin aisle to
these types of self-help exits. Preference should be given, where possible, to seating non-
operating crew at these locations.
When passengers are boarding, cabin crew shall give instruction about seat allocation and
hand baggage storage.
All persons onboard aged 2 years or more shall occupy a fixed seat fitted with a safety
belt. The number of passengers on each seat row shall not be higher than the number of
life vests and oxygen masks available on this row. Multiple occupancy of passenger seat is
not allowed except in the case of an infant.
Reseating of Passengers
The reseating of passengers is only permitted when Commander (Pilot-In-Command)

requests so, due to operational reasons.
Exit Row Seating Assignment
Seats that permit direct access to emergency exits shall be assigned only to Able-Bodied
Passenger (ABP).

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Able-Bodied Passenger (ABP) shall comply with the following requirements:

• Not being obviously physically handicapped/able-bodied;
• Not being obviously mentally handicapped/able-minded;
• Appear healthy and in good physical condition;
• Age above 12 years;
• Of normal body weight;
• Should speak English and/or other language understood by passengers;
• Shall be willing to assist;
• Preferably travelling alone.
DHC, JC Airlines employees (or other airline staff), security staff and similar should be
preferably designated as ABP.
In all other cases, passengers who because of their condition might hinder other
passengers during an evacuation or who might impede the crew in carrying out their duties
should not be allocated seats that permit direct access to emergency exits.
8.2.2.6 Passengers in Need of Assistance
Refer to CCM.
Definitions
Passenger with Reduced Mobility (PRM): A PRM is a person whose mobility is reduced
due to physical incapacity (sensory or locomotive), an intellectual deficiency, age, illness
or any other cause of disability when using transport and when situation requires special
attention and the adaptation to a person’s need of the service made available to all
passengers.
Quadriplegia: Paralysis of all four limbs.
Paraplegia: Paralysis of lower limbs.
Wheelchair Passengers:
There are three categories of wheelchair passengers:

• WCHR (R for Ramp):
- Is able to climb and descend steps and walk to the seat;
- Needs a wheelchair for the distance to and from the aeroplane.
• WCHS (S for Steps):
- Is unable to climb and descend steps;

CHAPTER 8 P: 8-115
- Is able to walk slowly to the seat;

- Requires a wheelchair for the distance to and from the aeroplane;
- Shall be carried up and down steps.
• WCHC (C for Cabin seat):
- Is completely immobile;
- Requires a wheelchair to and from the aeroplane;
- Shall be carried up and down steps and to and from the cabin seat.
Arthritis: Pain/inflammation of joints.
Paralysis: Total loss of movement in some/all joints.
Multiple Sclerosis: A disease affecting mobility in limbs.
Passengers with Reduced Mobility (PRM)
Where PRM are carried on a flight, the number of PRM shall not exceed the number of
able-bodied persons (ABP) capable of assisting with an emergency evacuation. The
maximum number of PRM permitted to be carried on any particular flight will depend on
the type and configuration of the aircraft as well as extent of the reduced mobility or
disability of the PRM seeking embarkation. If a maximum number has been approved by
the SSCA, that number may not be exceeded. On JC Airlines aircraft, it is permitted to
carry up to a maximum of 20 passengers with reduced mobility (PRM), including maximum
10 WCHC/WCHS/WCHR on any one Company flight. The Commander (Pilot-In-
Command) shall be made aware of the presence of severely disabled persons on board,
and of the precauitions taken to minimize the effect of their carriage on the conduct of an
emergency evacuation of the aircraft.
Passengers requiring special services such as INF, UM, WCH, BLND, etc. shall never be
seated in emergency exit rows or on jump seats.
Escorts
The escort shall:
• Be an able bodied person aged 16 or older;
• Be seated adjacent to the passenger with reduced mobility;
• Assist PRM in all circumstances.
The role of escort in transportation of PRM is essential in assisting the crew in cases of
emergency evacuation of the passenger cabin. Cabin crew shall familiarize him with safety
procedures.
Seating Assignment
PRM shall be allocated seats in pre-assigned locations designated by JC Airlines and

agreed to by the SSCA. PRM shall not be seated in rows with emergency exits. They
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should be seated (one in each row) close to emergency exits in a manner neither to
impede the crew members in their duties, nor to obstruct access to emergency exits or
emergency equipment. They are permitted to occupy any seat within the row, provided the
egress to the aisle of any able-bodied passenger, located in the same row, is not blocked
by the mobility impaired passenger.
Wheelchair Passengers
The following regulations apply to the transportation of wheelchair passengers:

• They will be boarded ahead of other passengers, and disembarked later;
• If an air bridge is not available, then the boarding and disembarkation should be
done by an Ambu-Lift. If that is not available, then the wheelchair passenger may
be taken by the steps to/from the aeroplane;
• Cabin crew may assist the wheelchair passenger, but are not obliged to carry of
shift the passenger;
• They shall not be seated next to emergency exits;
• Cabin crew are responsible to ensure that the patient is secured for take-off and
landing.
Blind and / or Deaf Passengers (BLND, DEAF)
Blind (BLND) or deaf (DEAF/DEAF MUTE) passengers are accepted on JC Airlines flights
and should be given the assistance necessary to ensure a safe and comfortable journey.
Guide dogs may be accepted as PETC (refer to OM Part A, Chapter 8.2.2.11) with the
note SEEING/EYE/DOG.
BLND, DEAF and DEAF MUTE passengers do not need an escort and there is no limit to
the maximum number allowed onboard.
Blind and visually impaired passengers and escorts shall have special briefing onboard by
cabin crew before take-off in order to orientate the passenger to the surrounding and to
acknowledge the procedures in an emergency.
Medical Case Passengers (MEDA)
A medical case passenger is a passenger who:

• May require more assistance and help – onboard the aeroplane and on the ground
– than is given to other passengers;
• Shall be cleared for transportation confirmations were received by the departments
concerned.
Categories of Medical Case Passengers:

CHAPTER 8 P: 8-117
MEDA: Passenger who has a medical incapacitation for which medical clearance will be
required.
MEDA + Oxygen request: Medical case passenger travelling in a seat or on a stretcher,

needing oxygen during the flight.
STCR: Passenger transported on a stretcher.
Passengers Requiring Stretcher (STCR)
Company generally does not accept passengers requiring stretcher. The exception to this
policy is subject to prior written Company approval (Flight Operations Manager consent).
In that case the following regulations apply:
• Stretcher installation may be provided and installed only at home base (subject to
availability and approval);
• Passenger shall be cleared by the airport/airline physician or passenger personal
physician;
• Incapacitated passenger on a stretcher shall be escorted by an adult person (escort
is either a doctor/nurse or a family member to provide the required en-route care);
• The patient shall be transferred to the aeroplane stretcher or vice versa by qualified
medical staff only;
• They will be boarded first, if possible, and disembarking last;
• The patient is always positioned in the aeroplane with the head pointing forward;
• Vacant seat inboard of stretcher shall be left empty.
Cabin crew are responsible to ensure that the patient is secured by medical personnel and
is secured for take-off and landing
Expectant Mothers
Expectant mothers in good health may be accepted for travel up to and including the 35th
week, subject to the following conditions:
• Expectant mothers in good health up to the 35th week of pregnancy who may be
accepted for carriage, should hold a medical certificate of fitness from their
attending doctor;
• Expectant mothers beyond their 35th week of pregnancy will not be carried under
any circumstances.
It is the responsibility of the passenger to consult her doctor before undertaking a flight.
The number of weeks she is pregnant at the time the doctor signs the certificate of her
fitness for air travel, must be clearly stated in the certificate. Expectants mothers shall not
be seated in emergency rows due to safety reasons. Preferably, aisle seat should be
offered to expectant mother.

CHAPTER 8 P: 8-118
Meet and Assist / Language (MAAS / LANG)
It is JC Airlines policy to ensure that passengers such as:

• Elderly people; and
• Passengers with insufficient knowledge of foreign languages, are given special
attention and assistance.
Such special attention is called:

• Meet and assist (MAAS), for elderly people who need help, e.g. because they are
first time travellers.
• Language (LANG), for passengers who speak only a language not understood at all
stations.
MAAS and LANG passengers do not need an escort and there is no limit to the maximum
number allowed onboard.
8.2.2.7 Deportees
A deportee is a person who had legally been admitted to a country by its authorities or who
had entered a country illegally, and who later is formally ordered by the authorities to be
removed from that country. Children of age 12 years or less do not count as DEPA/DEPU.
There are two types of deportees:

• DEPA - Accompanied by an escort.
• DEPU - Unaccompanied by an escort.
Acceptance of deportees is based on rules in IATA Resolution 701 and ICAO Annex 9,
Standard 3.49.
The deporting state shall:

• Notify JC Airlines of the movement of deportees and their escorts not less than 24
hours in advance of the scheduled departure;
• Provide JC Airlines with written information concerning the name, age, gender and
country of citizenship of the deportee, and the name and nationality of any escorts.
The information should also confirm that a ‘fitness for travel’ assessment has been
made;
• Decide the state to which the deportee shall be removed. This destination shall be
clearly indicated in the written removal directions provided to JC Airlines. Non-stop
flights should be used whenever possible;
• Ensure that the authorities at any intermediate transit location are advised of transit
removal movements through their territory in advance of arrival.

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Acceptance of deportees is based on rules in IATA Resolution 701 and ICAO Annex 9,
Standard 3.49.
The deporting state shall:

• Notify JC Airlines of the movement of deportees and their escorts not less than 24
hours in advance of the scheduled departure;
• Provide JC Airlines with written information concerning the name, age, gender and
country of citizenship of the deportee, and the name and nationality of any escorts.
The information should also confirm that a ‘fitness for travel’ assessment has been
made;
• Decide the state to which the deportee shall be removed. This destination shall be
clearly indicated in the written removal directions provided to JC Airlines. Non-stop
flights should be used whenever possible;
• Ensure that the authorities at any intermediate transit location are advised of transit
removal movements through their territory in advance of arrival.
Handling agent/company supervisor shall notify the Commander (Pilot-In-Command) of

the DEPA/DEPU and their escorts well in advance, and the latest at the time of boarding.
Commander may request additional clarification of information provided by the State
concerning the person being deported and shall be given as much information as is
permitted under applicable laws or regulations.
Travel Documents
The passport of an unaccompanied deportee should be transported in an envelope in the

flight crew. If the DEPA/DEPU forces the handout of the passport, the passport should be
handed to him. Crews have no legal right to withhold the passport and the safety of the
flight has the highest priority.
Boarding
The following rules apply:

• The deportee including escort has seating allocation priority over other passengers;
• DEPA/DEPU shall be pre-boarded;
• At the point of the deportee’s boarding, the Commander of the aeroplane, in
accordance with domestic law and international conventions, shall assume full
authority in respect of refusing or to accept the deportee, when he considers such
action to be in the best interest of flight safety. The Commander shall enter the
reason for refusing the transportation of a deportee in the Journey Log;
• The seats of deportees and their escorts on the aeroplane should be in the last row.

CHAPTER 8 P: 8-120
Escort
Individuals identified as requiring in-flight supervision shall be escorted on the flight by

qualified escort personnel. The escort shall:
• Wear civilian clothes;
• Not carry firearms and weapons in the cabin;
• Keep the deportee under surveillance at the point of destination until all entry and
inspection formalities have been completed.
Restrictions on Number of Deportees
On normal scheduled flights maximum acceptable numbers of DEPA/DEPU are:

• Maximum number of DEPU is 8 (max. 5 adults and max. 3 children under the age of
14 travelling with them);
• Maximum number of DEPA: each DEPA shall be escorted by at least 1 escort.
Exceptions to this policy, for a specific flight or series of flights, shall be authorised in
advance by the Flight Operations Manager.
8.2.2.8 Inadmissible Passengers
An inadmissible passenger (INAD) is a passenger who is refused entry to a country by the

authorities. Entry means the normal permission granted by the respective authorities to a
passenger having arrived from another country to move freely about the country.
Note: Difference between an inadmissible passenger and a deportee: The deportee has
already entered the country and is than proclaimed undesirable by the authorities.
The inbound carrier (i.e. the airline having carried the INAD passenger to the country
where entry is refused) is always responsible for the outbound (i.e. onward or return)
carriage.
An INAD who is considered to be a harmless does not require an escort. The number of
harmless INADs is not limited.
If an inadmissible passenger physically resists boarding, he/she shall be excluded from the
flight.
The handcuffs / shackles shall be untied before boarding. If during flight, an INAD shows
unruly behaviour he/she is to be treated as an unruly passenger.

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The following persons may escort an INAD passenger:

• A government official;
• A guard service company.
The seats of INAD and their escorts on the aeroplane should be in the last row.
8.2.2.9 Unruly or Disruptive Passengers
In furtherance of Company policy regarding the treatment of passengers who misbehave

on JC Airlines flights, an Occurrence Report form has been produced to cover cases of
unruly behaviour, inappropriate use of electronic equipment, and smoking on board.
JC Airlines has a zero tolerance policy with regard to smoking on board and any assault
on crew members. In order for the Company to pursue this policy, it is essential that the
proper process is followed and the aerodrome authority/police are called to meet the
aeroplane on arrival in case of any incident.
Passengers, who are identified as potentially unruly while at the aerodrome, may be
excluded from transportation.
Exclusion of a passenger from a flight may become necessary when a passenger shows
behaviour which:
• Might cause unacceptable disturbances during the flight;
• Could become a possible threat to other passengers onboard;
• Might interfere with the regular operation of a flight by refusing to follow the
instructions of the cabin crew;
• Is obvious for persons intoxicated by drugs or alcohol (exception: medicated and
escorted).
For more information about refusal, refer to OM Part A, Chapter 8.2.2.3.
For unruly behaviour and inappropriate use of electronic equipment, the cabin crew are
first instructed to warn the passenger verbally with information about possible
consequences. If after verbal warnings, the passenger continues to behave contrary to the
warnings given, written warning should be issued (Occurrence Report form). The
Commander must be informed and the police or security guards may be called. The
person filling in the form (CIC) must mark if the passenger obeyed the crew’s requests
(commands/instructions) and if the passenger agreed or refused to sign the document
(final warning). It is crucial to find witness(es) whenever possible. Filling of Occurrence
Report does not necessarily implicate that the police must be called at all times.
For smoking on board and assault of a crew member, the Company has a zero tolerance
policy and the written warning is to be issued immediately upon discovery of the offence.

CHAPTER 8 P: 8-122
Thereafter, crews should contact the handling agent before arrival if possible, in order to
arrange for police to meet the aeroplane. The passenger will then be handed over for
further action.
Pilots should not leave the flight deck to deal with any situation involving an unruly
passenger. Doing so might compromise the security of the aeroplane and all those on
board.
8.2.2.10 Intoxicated (Drunken) or Drugged Passengers
A person shall not enter any JC Airlines’ aircraft when drunk or be drunk in any of the JC
Airlines’ aircraft. Drunken passengers constitute not only a possible source of annoyance
to fellow passengers but also a hazard to flight safety. Potentially hazardous incidents
should be reported in the incident occurrence report.
JC Airlines provides instructions, advice and training to all relevant staff on dealing with
passengers who have been drinking excessively. Such advice includes when to deny
boarding rights and reiterate the Commander's prerogative to exercise the powers, to
protect the safety of the aircraft and passengers.
In general, the same rules apply for drunken/drugged passengers as for unruly or
disruptive passengers.
8.2.2.11 Cabin Baggage
Handling agent is responsible for checking number of pieces, dimensions and weight of
cabin baggage by appropriate means. Baggage unacceptable as cabin baggage shall be
checked-in.
Each seat-occupying passenger may carry on board one piece of hand luggage. The
maximum weight of one piece of cabin baggage shall not exceed 8 kg. Allowable cabin
luggage dimensions are 55 x 40 x 20 cm.
In addition, passenger may carry a reasonable amount of the following personal

belongings:
• A coat or a blanket;
• A reasonable amount of reading material;
• Crutches, if the passenger is dependent on them;
• An umbrella or walking stick;
• For infants: food and beverages for consumption during the flight, foldable baby
carriage, small crib; infant's carrying basket/car seat in case the additional ticket is
purchased; car seat must be equipped with the inside seat belt, and has to have a
latch which enables it to be securely fasten with the passenger seat belt fit; baby
car seat has to be placed at the window seat and face aft.
CHAPTER 8 P: 8-123
When boarding is in progress, ground staff and crew members shall visually check the
cabin baggage held by passengers. If baggage exceeds the allowance, politely relieve the
passenger of the baggage so that it can be stowed in a cargo hold.
Stowage of Cabin Baggage and Other Items
Cabin crew is responsible that each item carried in a cabin shall be stowed in a location
that is capable of restraining it. Cabin baggage may only be stowed in approved locations.
JC Airlines has provided clear and unequivocal advice on which areas are approved. The
aisle, cabin doors and emergency exits shall not be blocked. First row must be completely
clear of baggage. The following shall be observed:
• Overhead lockers and other stowages must be clearly placarded with weight
limitations and enclosed by latched doors - cabin crew must be made aware of the
need to ensure that limitations are not exceeded;
• Underseat stowages may only be used if the seat is equipped with a restraint bar
and the baggage is of a size to fit under the seat.
• Baggage must not be stowed in toilets, immediately forward or aft of bulkhead, or in
such a manner that it will impede access to emergency equipment - particular
attention must be paid to maintaining the integrity of all evacuation routes;
• Baggage placed in lockers shall not prevent doors from being closed securely;
• Baggage shall not be placed where it can impede access to emergency equipment;
• All catering supplies, blankets, pillows, newspapers, etc. are to be securely stowed
in approved areas for take-off and landing;
• Crew effects, including baggage and clothing, must be stowed in approved areas -
particular care must be taken to ensure that doors and exits, including operating
handles, are not obstructed nor ready access to emergency equipment precluded;
• Items carried in a passenger or crew compartment (e.g. hand baggage, galley
equipment, serving carts, any apparatus providing in-flight medical aid for a
passenger... etc.) shall be secured in such a way as not to become a hazard by
shifting under the appropriate load factors corresponding to the ultimate inertia
forces specified in the emergency landing condition of type certification.
Items which do not meet the above criteria shall be loaded in the cargo hold.
Refer to CCM.
Cabin Baggage on Extra Seat (CBBG)
In exceptional cases, when a passenger is prepared to pay for an extra seat in order to
carry valuable baggage (e.g. antiques, musical instruments, work of art, etc.), acceptance
is permitted if the safety and comfort of other passengers is not impaired.
The following limitations apply to baggage carried in an extra seat:

CHAPTER 8 P: 8-124
• One piece per passenger;

• Maximum weight on a single seat is 75 kg;
• Maximum dimension on a single seat is 155 × 42 × 15 cm or 110 × 42 × 50 cm;
• Shall be packaged or covered in a manner to avoid possible injury to passengers
and cabin crew members;
• Seats in the rows with emergency exits shall not be used;
• Shall not block or restrict the access to the emergency exits, cabin doors and floor
panels;
• Shall not obscure the passenger’s view of the “Fasten Seat Belts”, “No Smoking”
and “Exit” signs;
• Dangerous goods or wet cargo shall not be loaded in the cabin.
Pets in the Passenger Cabin (PETC)
For carriage of live animals on board the Company aircraft (including pets in the
passenger cabin), proper notification has to be made at the time of reservation.
The handling agent has to observe the appropriate regulations and shall inform the
Commander on the transport of animals in the cabin.
Only cats and small dogs are accepted as cabin baggage. All other pets, including
rodents, shall be loaded in cargo hold as checked baggage.
One pet crate is allowed per passenger. The table below shows the maximum number of
pets allowed in the cabin:
Aircraft Type Maximum Number of Pets allowed in Cabin

A320 2
The maximum allowed dimensions of a crate are:

• 55 × 40 × 21 cm.
The maximum weight of a crate including a pet shall not exceed 8 kg.
Service Dog for Handicapped Passenger
A dog trained to serve a handicapped passenger (blind, deaf, autistic etc.) being
dependent on such dog during the journey should whenever possible and acceptable to
the passenger be carried in a suitable container as checked baggage in the cargo hold
(AVIH). A trained guide dog may also be carried in the cabin (PETC) if it accompanies a
passenger who is dependent upon it and if it is properly harnessed. The passenger and
the guide dog should be seated where there is sufficient floor space for the dog.

CHAPTER 8 P: 8-125
A maximum of one dog is permitted to travel on each flight with the exception of flights
where no dogs are permitted in the cabin due to local regulations.
It is the passenger’s responsibility to hold all documents required by all of the relevant
authorities.
Restrictions in Use of Portable Electronic Devices (PEDs)
Unrestricted Usage
Phase of Flight
Device Taxi-Out Approach
Cruise Taxi-In
Take-Off Landing
Heart pacemakers    
Hearing aids    
Electronic wristwatches    
TSO certified automatic external
defibrillators (AEDs)
   
Electronic nerve stimulators    
Portable Oxygen Concentrators (POCs)
Compliant with RTCA/DO-160 or later,    
section 21, category M
Other approved medical devices (e.g.
insulin pumps, ventilators, cochlear    
implants))
Pocket calculators    
Electric shavers    
Handheld GPS    
Non-emissive medical devices    
All PEDs listed in this Unrestricted Usage Section may be turned ON during all phases of
flight.

CHAPTER 8 P: 8-126
Restricted Usage
Phase of Flight
Cruise Taxi-In
Take-Off Landing
Personal computers and associated
peripheral devices
   
Personal handheld electronic games
(e.g. Game Boys)
   
Audio or video recording and/or
playback systems (e.g. CD, DVD, MP3    
players)
Cameras (digital, video or still)    
Personal Digital Assistants (PDAs),
Tablet computers, Blackberries,
Bluetooth devices without active
   
transmitting communication interfaces
Electronic toys (excluding remote
controlled)
   
Mobile phones and related wireless
technologies
   
Kombi devices (mobile phones
combined with organizer)
   
Palm Pilots    
Computer plug-in modules    
PEDs (cruise phase allowed usage) listed in this Restricted Usage Section must be turned
OFF prior to the start of any approach.
PEDs listed in this Restricted Usage Section may be turned ON only after the aeroplane
completely exits the runway after landing.

CHAPTER 8 P: 8-127
Prohibited Use (Completely Not Allowed)
Phase of Flight
Cruise Taxi-In
Take-Off Landing
Two-way transmitters (walkie-talkies,
amateur radios and citizen’s band (CB)    
radios, two way pagers)
AM/FM radios    
Portable televisions    
Remote controlled toys    
Telemetric equipment    
Wireless computer interfaces (except
infrared interfaces)
   
Big portable stereo sets    
Devices transmitting RF intentionally    
Palm Pilots    
Computer plug-in modules    
All PEDs listed in this Prohibited Usage Section must be turned OFF while onboard.
Cabin crew member actions:

• Allowed devices – no action required.
• Act politely if a device is in action when it should not be.
• If the passenger resists ask the Commander to explain.
Notes:
Taxi-Out: Aeroplane push-back/Engine start/Taxi.
Taxi-In: Aeroplane completely exits from the runway after landing/Taxi/Parking position.
RF: Radio frequency (RF) is a rate of oscillation which corresponds to the frequency of
electrical signals normally used to produce and detect radio waves.
AM/FM: Radio broadcasting is a one-way sound broadcasting service transmitted over
radio waves. FM refers to frequency modulation and occurs on VHF airwaves in the
frequency range of 88 to 108 MHz. The medium-wave band is used worldwide for AM
broadcasting.
GPS: The Global Positioning System (GPS) is a space-based global navigation satellite
system that provides reliable location and time information when and where there is an
unobstructed line of sight to four or more GPS satellites. It is freely accessible by anyone
with a GPS receiver.

CHAPTER 8 P: 8-128
PDA: A personal digital assistant (PDA), also known as a palmtop computer, is a mobile
device that functions as a personal information manager. The vast majority of all PDAs are
smartphones (a cellular telephone with built-in applications and Internet access).
Smartphones provide digital voice service as well as text messaging, e-mail, web
browsing, still and video cameras, MP3 player and video and TV viewing. In addition to
their built-in functions, smartphones can run myriad applications, turning the once single-
minded cell-phone into a mobile computer. Popular smartphone brands include Samsung,
Apple, HTC, Nokia, etc.
8.2.2.12 Wheelchairs as Checked Baggage
The following regulations apply to the loading of battery-powered wheelchairs or other

similar mobility aids:
• The battery terminals are protected from short circuits, e.g. by being enclosed within
a battery container;
• The battery is securely attached to the wheelchair or mobility aid;
• Electrical circuits have been isolated;
• The mobility aids shall be carried in a manner such that they are protected from
being damaged by the movement of baggage, mail or other cargo;
• Where a battery-powered or other similar mobility aid is specifically designed to
allow its battery/batteries to be removed by the user (e.g. collapsible):
- The battery/batteries shall be removed. The wheelchair/mobility aid may then
be carried as checked baggage without restriction;
- Removal of the battery from the device shall be performed by following the
instructions of the manufacturer or device owner;
- The battery/batteries shall be protected from short circuit by insulating the
terminals (e.g. by taping over exposed terminals);
- The Commander shall be informed of the location of the mobility aid with an
installed battery or the location of the packed battery when removed.
Note: Installed batteries do not require to be disconnected.
Additional regulations apply to the specific types of batteries when removed by the user
(e.g. collapsible):
Non-Spillable Wet Batteries or Dry Batteries:

• The removed battery/batteries shall be carried in strong, rigid packagings which
shall be carried in the cargo compartment.

CHAPTER 8 P: 8-129
Lithium Batteries:
• The removed battery/batteries shall be protected from damage by placing each
battery in a protective pouch. The battery(s) shall be carried in the passenger cabin;
• The battery shall not exceed 300 Wh;
• A maximum of one spare battery not exceeding 300 Wh or two spares each not
exceeding 160 Wh may be carried.
Important: Spillable batteries are not permitted onboard JC Airlines flights.
8.2.2.13 Transport of Organized Groups of Children
JC Airlines accepts children travelling in groups provided there is one accompanying adult
(aged 16 years or over) per 10 children. The accompanying adult(s) must seat together
with the group they are responsible for.
8.2.3 Ramp Handling

8.2.3.1 Operation of Cargo Doors
Opening and closing of lower compartment doors may only be performed by authorised
personnel:
• OM Part B specifies maximum wind speeds for door operation. If difficulties occur
when attempting to close doors in strong winds, the aeroplane shall be moved in
order to position the concerned door on the downwind side;
• When compartment doors are opened, the door seal depressors should be
inspected for damage. The authorized engineer and/or flight crew shall be informed
if any damage is observed;
• After loading, no loose items or compartment nets should get tangled in the door
seal whilst closing the compartment door;
• It is the duty of the person conducting final pre-engine start walk-around check to
ensure that compartment doors are closed and locked properly after loading has
been completed.
8.2.3.2 Aeroplane Loading and Unloading
The loading and unloading of aeroplane shall always be performed in accordance with:
• Loading instructions;
• Weight and balance requirements;
• Ground stability requirements for the aeroplane type.
In the absence of competent traffic staff, the Commander (Pilot-In-Command) is

responsible for supervising the loading of the aircraft.

CHAPTER 8 P: 8-130
Pre-Loading:
• An effective check shall be made of the holds to ensure that all loads have been
removed at arrival;
• Dimensions and weight of load shall not exceed loading limitations of the aeroplane
compartments;
• The procedures for special loads, cabin loads, loading incompatibilities shall be
observed;
• The Commander shall be informed of the weight, the arrangement and of the nature
of the loads carried.
Loading:
• Loading of baggage, cargo and mail shall be piece by piece (bulk loading);
• The handling instructions for special cargo (e.g. “This Side Up”, heavy items,
segregation of cargo, etc.) shall be observed;
• After the completion of loading, all nets (compartment, door) shall be fastened to
the corresponding attachment fittings and tightened.
Unloading:
• For unloading, the same safety relevant principles are valid as for loading.
Personnel and equipment should be available at the parking position upon arrival of
the aeroplane. Passenger baggage should normally be unloaded first. Cabin load if
any, shall be unloaded after all passengers have disembarked. Mail shall be
unloaded before other cargo;
• After completion of unloading the cargo, compartments shall be carefully checked
for damage, spilled liquids, contamination, etc.
Damage Events:
Cargo shall not be loaded if:

• It is not properly packed;
• It may damage or contaminate the aeroplane or other load;
• Special handling instructions/equipment cannot be observed/supplied.
All types of damage events (aeroplane, passengers, staff or load) occurring during ground
operations shall be reported immediately and Ground Damage Report form shall be
completed by:
• Handling agent;
• Supervision staff; or
• Commander.

CHAPTER 8 P: 8-131
Securing of Load:
All loads in cargo holds shall be secured in such a way that they cannot:
• Work loose during the flight and cause hazardous displacement of the centre of
gravity of the aeroplane;
• Damage the aeroplanes interior;
• Move to prevent the hold doors from being opened on arrival;
• Move in case of forced landings;
• Injure passengers or crew members.
Restraint can be achieved by filling the hold, compartment or net section volumetrically to
¾ of their height, or by tiedown. Individual items listed below shall always be restrained:
• Cages with live animals AVI (including kennels);
• Pieces between 50 and 150 kg;
• Heavy pieces weighing 150 kg or more (HEA);
• Barrels or drums filled with liquids;
• Items sensitive to shocks or tilting, fragile items;
• Items, which by their nature, shape or density may constitute a hazard.
Lashing equipment (tiedown straps, lashing rings, etc.) shall conform to the required
industry standards.
8.2.3.3 Classification of Load Compartments
All cargo holds are designated as Class C 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;
• 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.

CHAPTER 8 P: 8-132
8.2.3.4 Special Cargo
Cargo is termed special if its nature requires special:

• Precautions to protect the aeroplane, ground personnel, other cargo or cargo itself;
or
• Attention and care to avoid inconvenience or discomfort to passengers, when cargo
is loaded into aeroplane; or
• Procedures to be followed on acceptance, loading, carriage and delivery; or
• Inflight conditions (temperature, stowing, etc.); or
• Location in the hold and segregation from other cargo.
The following items are classified as Special Cargo:

• Dangerous Goods DGR,
• Live Animals AVI,
• Perishable Cargo PER,
• Heavy Items HEA,
• Human Remains HUM,
• Equipment in Compartment EIC,
• Cabin Load SOC,
• Valuable Cargo VAL,
• Vulnerable Cargo VUN.
Important: Dangerous goods shall not be accepted for transport by air on JC Airlines
flights. Exceptions to this general rule are described in OM Part A, Chapter 9.
Special Cargo Notification to the Commander (NOTOC)
Special Load – Notification to Captain (NOTOC) provides detailed information to the flight
crew about handling requirements of special cargo loads during the flight.
The NOTOC form (electronic or manual) shall be prepared by the handling company
respectively and handed over to the Commander. Further information regarding NOTOC
are described in OM Part A, Chapter 9.
Handling Codes for Special Cargo
The codes shown below are used on JC Airlines flights, to identify loads that require
special handling and/or special treatment. When used on Loadsheet the codes (and the
details) are entered in the “Remarks” box of the respective destination. Loading position
(when needed) is shown in accordance with the numbering of the aeroplane
compartments.

CHAPTER 8 P: 8-133
DGR handling codes are listed in OM Part A, Chapter 9.
Example of
Code Description Loadsheet NOTOC
“Remarks”
Spare Parts required for Aeroplane on Ground,
AOG AOG/1 YES
followed by the loading position.
Live Animals. Shall not be loaded in close
proximity:
• AVI and of foodstuffs (if not hermetically sealed).
• AVI and HUM.
• Day-old-chicks and HEG. .AVI/3
AVI • Natural enemies, e.g. cats and dogs (provided SI LIVE YES
they are not in sight of each other). BIRDS
Strong smelling animals with EAT or baggage shall
not be loaded in the same hold. Followed by the
loading position. Additionally, name and species
under supplementary information (SI).
BAL Ballast, followed by the loading position and weight. .BAL/4/150 NO
Stretcher installed followed by:
• The number of seats blocked by the stretcher;
• The number of passengers (invalid and medical)
BED travelling on these seats; .BED/9/3M NO
• The class.
These passengers are included in the PAX C/M
distribution.
Stretcher hold loaded followed by the loading
BEH .BEH/3/50 NO
position and the weight of the stretcher.
Company Mail followed by the loading position and
COM .COM/1/16 NO
weight.
Catering equipment and food supply not used on
CSU .CSU/4/200 NO
flight followed by the loading position and weight.
Delivery At Aeroplane baggage (baby strollers,
DAA wheel chairs etc), followed by the loading position .DAA/3/10 NO
and number of pieces.
Crew members positioning to/from duty not directly
involved in the operation of the flight, occupying
DHC passenger seats, followed by the number of seats .DHC/2/4 NO
occupied in each class. DHC are included in the
passenger figures.
Diplomatic Mail, followed by the loading position
DIP .DIP/1/2 NO
and the number of bags.
Foodstuffs for human or animal consumption
EAT .EAT/6 YES
(perishable cargo), followed by the loading position.

CHAPTER 8 P: 8-134
Example of
“Remarks”
Equipment in Compartment, miscellaneous items
not included in DOW/DOI, followed by the loading
EIC .EIC/4/50 NO
position and weight. Not including BAL, BED, COM,
CSU, FKT and BEH.
Undeveloped Film/Unexposed Film, followed by the
FIL .FIL/1 NO
loading position.
Flight Kit additional, not included in DOW/DOI,
FKT .FKT/4/250 NO
followed by the loading position and weight.
Frozen Goods used for cooling purposes, followed
FRO .FRO/1 YES
by the loading position.
Heavy cargo piece of 150 kg or more, followed by
.HEA/1/200
HEA the loading position and weight. Show each heavy YES
.HEA/4/150
piece individually.
HEG Hatching Eggs, followed by the loading position. .HEG/1 YES
Human remains in Coffins, followed by the loading
position and weight. Show each HUM piece
HUM .HUM/4/220 YES
individually. Do not use HUM remarks for funeral
urns.
Live Human Organs, fresh human blood, followed
LHO .LHO/4 YES
Weapons and Munitions of War. Acceptance of
ammunition and/or other articles and substances
MUW classified as dangerous goods as part of a MUW NO See Note
shipment is prohibited. Note: Notification to
Commander only for cargo shipments.
No items loaded or manifested. NIL on Loadsheet
NIL .NIL NO
indicates no traffic load for the destination.
Newspaper, magazines, followed by the loading
NWP .NWP/4 NO
position.
Obnoxious dead load that produced strong
OBX .OBX/1 YES
offensive odour, followed by the loading position.
Passengers not entitled to a firm booking who may
be off-loaded at a station enroute to their ticketed
PAD destination in order to accommodate joining .PAD/0/3 NO
passengers who have higher priority, followed by
the number of seats occupied in each class.
Hunting trophies, skin, furs, hide and all articles
PEA made from or containing parts of animals (non- .PEA/1 NO
perishable), followed by the loading position.
Flowers and plants (perishable cargo), followed by
PEF .PEF/1 YES
the loading position.

CHAPTER 8 P: 8-135
Example of
“Remarks”
Meat and meat products (perishable cargo),
PEM .PEM/4 YES
followed by the loading position.
Fruits and vegetables (perishable cargo), followed
PEP .PEP/1 YES
Perishable cargo other than EAT, HEG, LHO, PEF,
PER .PER/4 YES
PEM, PES, PRS followed by the loading position.
Fish and seafood (perishable cargo) for human
PES .PES/4 YES
consumption, followed by the loading position.
Press material, newspapers followed by the loading
PRS .PRS/1 NO
position.
Items removed from a passenger’s possession after
SEC check-in, followed by the loading position and .SEC/4/3 YES
number of pieces
Safe Human Life shipments are highly time-
sensitive cargo. Only blood serum/plasma,
vaccines and medicines are accepted under this
SHL .SHL/1 YES
designation. Loading in the passenger cabin if
space available. If loaded in hold, shall be secured
by straps. Followed by the loading position.
Seats occupied by baggage, cargo or/and mail,
SOC indicate the number of seats occupied in each .SOC/0/2 NO
class.
Live Animals for laboratory use, packed in filter
SPF .SPF/1 YES
containers, followed by the loading position.
Sporting weapons, followed by the loading position.
SWP Note: Notification to Commander only for cargo .SWP/1 See Note
shipments.
Shipments of wet materials not packed in watertight
WET containers, e.g. fish, meat, AVI, followed by the .WET/1 YES
loading position.
Valuable cargo. Note: Notice to Commander for
VAL NO See Note
VAL is done by special Valuable Cargo Receipt.
Vulnerable cargo applies to goods, which obviously
require security handling (SWP, MUW), or goods,
which are particularly vulnerable to theft or pilferage
VUN but are not covered by definition of valuable cargo YES See Note
(gold, platinum articles, coins, narcotics, work of
arts, valid passports). Note: Notification to
Commander only for cargo shipments.
Operating Crew Members requiring passenger
XCR seat(s), followed by the number of seats occupied .XCR/2/2 NO
per class (C/M). Not included in passenger figures.

CHAPTER 8 P: 8-136
Load Priorities
The table below shows the load priorities in case of overload of the flight (more load then
available weight or volume limits of compartments). Acceptance of load (when applicable)
shall follow the priority sequence from 1 - 10.
Transit load has always priority over onload of the same category.
Reservations
Priority Load Category Remarks
Status
LHO, SHL, AOG (needed for
Confirmed or not
1 the operation of the return Never offload
confirmed
flight)
Needed for the
Confirmed or not
2 FKT, BEH, CSU operation of this or
confirmed
return flight.
Confirmed or not
DIP Diplomatic mail
confirmed
Not exceeding mail
3 Air mail Confirmed space
allotment for the flight
HUM has priority over
HUM Confirmed space
passenger baggage
Revenue checked-in
baggage
4 Confirmed space
(including confirmed excess
baggage, cabin baggage)
Revenue special cargo: A priority list is set up for
5 Confirmed space
AVI, VAL, DIP, PER, SWP the flight.
Exceeding allotment for
6 Air mail Rebooked
the flight
Short shipped/off-loaded
Rebooked
7 cargo
confirmed space
Other revenue cargo
8 JC service cargo (S1) Confirmed space
SAL Surface air lifted mail Space available
9 JC COM
Company mail (COM) basis
Other unbooked revenue
cargo JC service cargo (EIC) loading material
Space available
10 Other reduced rate cargo not needed for the
basis
(S2) operation of the flight
EIC

CHAPTER 8 P: 8-137
8.2.3.5 Ramp Safety Procedures
General
Safety regulations shall be in place to secure safety of aeroplane, crew, passengers, staff
and load. In addition to any local airport safety regulations, the following shall be observed
while handling the aeroplane:
• No unauthorized person may enter the ramp or an aeroplane;
• Staff on the ramp shall wear clothing and personal protection appropriate to the
weather conditions and handling operations activities;
• The ramp surface shall be checked to avoid accidents, injuries or damage to the
aeroplane caused by oil, ice, snow or FOD (foreign object damage);
• Only the marked walkways and traffic routes shall be used according to the local
airport regulations.
In the following text of this paragraph, JC Airlines provides procedures on the following:
• Use of air bridges and other means of embarkation/disembarkation for the purposes
of evacuation of passengers;
• Allocation of responsibilities between ground handling agent and cabin crew for
passenger safety during embarkation and disembarkation to ensure their individual
emergency procedures are compatible and effective.
JC Airlines personnel should always wear reflective safety west while on the ramp.
Ground Support Equipment

Equipment used in aeroplane handling operations shall be suitable for the:
• Aeroplane type and weight;
• Weather and apron surface conditions.
Standard operating procedures shall be followed by drivers (or operators) to ensure:

• Equipment and vehicles shall be positioned and operated in accordance with the
authorized operations programme and local safety procedures;
• Unserviceable equipment is clearly identified and removed from operations;
• Personnel do not operate vehicles or equipment while using hand-held portable
electronic devices unless a suitable “hands free” capability exists and is utilized;
• Equipment is never moved across the path of taxiing aeroplane or passengers
walking between an aeroplane and the terminal;
• If applicable, an equipment restraint line is marked or displayed on the apron;
• Equipment with elevating devices is not driven in the elevated position, except for
final positioning at the aeroplane;

CHAPTER 8 P: 8-138
• If applicable, equipment is positioned behind the equipment restraint line with

parking brakes applied prior to any aeroplane movement (departure and arrival on
the apron);
• The parking brake is always applied, with gear selector in park or neutral, when
equipment is parked away from or positioned at the aeroplane;
• The passenger loading bridge is in the fully retracted position prior to aeroplane
arrival and departure;
• Equipment or vehicles are not moved into hazard areas associated with the
aeroplane type;
• Stabilizers, when fitted on equipment, are deployed when equipment is positioned
at the aeroplane.
Safety and Danger Areas

Safety (buffer) zone: This is an imaginary line that surrounds the aeroplane 2 (two) meters
from the aeroplane surface. The following safety awareness shall be observed at all times:
• Motorised vehicles/equipment shall make a minimum of one complete stop as a
brake check prior to entering the operational safety zone or at a distance of no less
than 5 metres (15 feet) from the aeroplane and again before reaching the aeroplane
side;
• Equipment shall be driven at a walking pace when operating within the operational
safety buffer zone.
Engine intake (suction) area: This is the area in which a running engine exerts a
dangerous and deadly suction force which can ingest people and objects. This hazard
area extends to the front, sides and behind the lip of every engine intake.
Blast Danger Area
This is the area behind the running engines that is impacted by the force of the exhaust
blast. The heat and high velocity exhaust winds generated by the engines can cause
severe injuries to personnel and can severely damage equipment or facilities.
Ramp agent shall ensure that engine danger areas:

• Shall never be approached or entered when an engine is running or if it is spooling
down;
• Are clear of personnel and equipment before start-up clearance is given.

CHAPTER 8 P: 8-139
In JC Airlines these danger areas are defined as:
Intake Area (m) Blast Area (m)

Aeroplane type
Idle Roll-off Idle Roll-off
A320-214 2,2 6,5 58 375
Note: A320-214 with CFM56-5B4 engines.
Aeroplane Arrival
Ramp agent is responsible that only trained, qualified and authorized staff is allowed to:
• Operate mobile ground equipment;
• Approach the aeroplane before it has come to a complete stop at the assigned
parking position.
Ground support equipment, including the passenger boarding bridge, is never permitted to
move toward an aeroplane unless:
• The aeroplane has come to a complete stop;
• Chocks and cones are positioned;
• Engines are shut down and anti-collision beacons are OFF;
• Ground-to-flight crew communication is established, if applicable.
Note: It may be necessary to place the nose chocks and to connect external power prior
the engine shut down (if not forbidden by local regulations). Chocking and
connecting the GPU may be performed at the same time.
When, in exceptional cases, one engine shall be kept running (e.g., when no GPU is
available) ground equipment shall only approach that side of the aeroplane where engine
has been cut.
The Commander and the ground handling staff shall, beforehand, have agreed on the
course of action to be followed.
In addition to the general safety rules laid at the beginning of this paragraph, the following
shall be observed when equipment devices approach the aeroplane:
• Steps/air bridges and catering trucks shall principally be positioned at the aeroplane
prior to opening the respective cabin doors;
• When vision is restricted, a second person shall help to ensure safe manoeuvring
around the aeroplane;
• Sufficient distance between ground equipment and the aeroplane shall be
maintained in order to avoid damage caused by vertical movement of
wings/fuselage during unloading/loading/refuelling/defuelling;
• Equipment should never move across the path of taxiing aeroplanes or of
boarding/disembarking passengers;
CHAPTER 8 P: 8-140
• Protective rubber bumpers on equipment shall not be compressed against the

aeroplane. A small gap of a maximum of 5 cm shall be left between the equipment
and the fuselage;
• Fuel hoses and connections shall never be run over by ground equipment. Loading
and servicing equipment shall not be positioned or manoeuvred under the wings;
• With the exception of fuel trucks, mobile equipment shall not be positioned within
the venting areas during fuelling/defuelling.
Ground support equipment should be positioned at the aeroplane in the following

sequence:
1) Wheel chocks at nose landing gear wheels;
2) Ground Power Unit, if required;
3) Wheel chocks at main landing gear wheels after engines have been shut down and
anti-collision light has been switched OFF;
4) Passenger steps or passenger loading bridges;
5) Loading and servicing equipment;
6) Fuel truck.
Chocking and Marker Cones Placement

Flight crew has overall responsibility for the aeroplane, giving the orders to place and
remove chocks, controlling brake/parking brake and communicating with ATC.
Ramp Agent has responsibility for ground movement control/marshalling, wing-walking,

actual placement and removal of chocks and marker cones.
• Responsible Person: coordinates the placement and removal of chocks and marker
cones.
• Headset Operator: ground personnel in verbal communication with flight crew via
headset connected to aeroplane. The Headset Operator is usually also the
Responsible Person.
• Wing walker (as applicable): ground personnel responsible for the placement and
removal of chocks and marker cones.
Chocks shall be placed in the following sequence:

• At the nose landing wheels after the aeroplane has come to a complete stop and
signal for placing the chocks given by the Commander;
• At the main landing wheels after engines are shut down and anti-collision light
switched off.
Note: Staff or equipment should never be within 5 m of the air intakes of an engine that
is running, or about to be started. When, it is necessary to approach the nose
section of an aeroplane with its engines running, there shall always be voice
communication with the flight crew, by means of a headset.
CHAPTER 8 P: 8-141
The Commander shall be informed about the proper positioning of the wheel chocks, via
the interphone.
Chocks, when positioned, should be parallel to the wheel axle and only lightly touching the
tyres.
In unfavourable ramp surface conditions, including but not limited to icy or sloped ramps,
additional chocks are required to properly secure the aeroplane against movement.
In high wind conditions (steady wind or gusts above 40 knots), all wheel sets shall be
chocked.
To request chock removal, headset communication using agreed upon phraseology is the
preferred method. However, when hand signals are used, the following procedure is to be
followed by ramp agent:
• The »Set Brakes« hand signal must be displayed. The flight crew will confirm
(parking) brakes are set by displaying the »Set Brakes« hand signal in response;
• Then, the »Remove Chocks« hand signal shall be displayed. The flight crew will
okay chock removal by displaying the »Remove Chocks« hand signal;
• The parking brake must be confirmed being set ON (light);
• The chocks shall be removed.
Note: The flight crew shall acknowledge the hand signals by repeating them before
chock removal can be performed. If no acknowledgement is received, the chocks
cannot be removed.
Wheel chocks shall be removed in the following sequence:

• At the main landing wheels prior to engine starting and after confirmation from the
Commander that the parking brakes have been engaged;
• All the remaining chocks after signal for removing chocks given by Commander.
On arrival, before ground handling equipment and staff approach the aeroplane to start
work, cones shall be placed a maximum of 1 metre in front of:
• Each wing tip immediately after the aeroplane is at its parking position;
• All wing-mounted engines;
• Other areas that are in conflict with the normal flow of equipment during ground
handling.
Note: Where conditions are hazardous, for example during high winds, then cones
should not be used.
Cones shall remain in place throughout the ground handling operation.

CHAPTER 8 P: 8-142
Cones should be removed:

• Just prior to commencement of push-back or engine start. Ground equipment shall
be removed from aeroplane and stand area before removal of cones;
• After use, to a designated storage area;
• For the duration of de-icing/anti-icing operations performed at the parking bay.
Cones shall be replaced once de-icing/anti-icing operations have been completed.
Cabin Door Operations

Passenger cabin door shall not be opened, closed or left open without ground equipment
in place to ensure safe operation and avoid damage; only trained personnel may operate
cabin doors. Appropriate training must be provided to all personnel who are required to
operate the aircraft door on the ramp.
Positioning of steps or air bridges:

• Motorized steps or air bridges shall not move towards the aeroplane until the
aeroplane has come to a complete stop, chocks positioned, engines shut down, the
aeroplane coned and the anticollision beacons switched OFF;
• As soon as service equipment is positioned at an aeroplane, the stabilisers on the
steps shall be selected to the fully down position and firmly grounded, so as to raise
the weight of the equipment off the wheels or castors;
• Protective rubber bumpers on equipment shall not be compressed against the
aeroplane. A small gap of a maximum of 5 cm shall be left between the equipment
and fuselage;
• To allow adequate clearance for outward opening cabin doors, full allowance shall
be made for the vertical movement of an aeroplane when service equipment is
positioned;
• The walking surfaces on passenger steps or air bridges should be cleaned to
ensure the surfaces are free from substances which could make the surfaces
slippery (snow, ice, standing water, etc.).
Cabin door opening:

• When doors are required to be opened from inside the aeroplane, confirmation that
equipment is in position shall be given. This might be in the form of two knocks by
hand on the outside of the door and/or a “thumbs up” signal;
• When doors are opened from the outside, the ground staff shall ensure that the
passenger loading bridge or platform is securely in place. Two knocks shall be
given to indicate to the cabin crew that the door is required to be opened. Cabin
crew will provide confirmation to the ground staff to open the door by giving a
“thumbs up” signal.

CHAPTER 8 P: 8-143
Note: Unauthorised operation of the cabin doors can result in deployment of the
emergency escape slides, causing serious injury to personnel, damage to
aeroplane, etc.
Cabin door closing:

• Before closing the cabin door, cabin crew and/or ground staff should look out for
any possible obstructions around the door area that may hinder the closure of the
door.
Retracting service equipment from cabin doors:

• Ground staff shall not attempt to lower a platform or remove service equipment
positioned to cabin doors without first ensuring the door is fully closed, seated in the
recess and the handle is stowed;
• Equipment stabilisers shall not be retracted in advance of the cabin door being fully
closed;
• Before retracting service equipment to its approved parking position, the
manoeuvring area shall be clear of all obstructions and personnel;
• After removing service equipment, the aeroplane door and fuselage shall be
checked for damage. Any damage shall be reported.
Passenger Boarding / Disembarking

Boarding of passengers shall not commence without the clearance from the cabin crew or
from the flight crew. Local procedure (if different from standard) shall contain regulations
about the clearance for the boarding of passengers.
The passenger route shall be clearly visible, free of any equipment and surface condition
kept clean. Passenger movement on the apron between the aeroplane and terminal
building or bus shall always be supervised and/or escorted (if applicable) by the ground
staff.
Company ground staff or authorized third party ground handling agent staff are
responsible for passengers’ safety during embarkation and disembarkation, when the
passengers are outside the aircraft, and cabin crew is responsible for passengers’ safety
once they are inside the aircraft. Individual emergency procedures between ground staff
and cabin crew shall be compatible and effective.
If the bridge is being used it shall be positioned:

• And stabilised with parking brakes ON;
• At forward passenger cabin door, canopy extended to fit on all three sides of the
aeroplane fuselage;
• With the cabin door closed, bridge platform levelled with door sill;
• That a protective rubber is not compressed against the aeroplane fuselage.

CHAPTER 8 P: 8-144
Passenger boarding equipment shall be:

• Removed after boarding is completed and passenger cabin doors closed; and
• Moved away to a ground equipment restraint area.
Note: Before removing ground equipment from the cabin door, the ramp agent shall
advise the cabin crew. Ground support equipment shall not be removed unless a
safety device has been put across the door opening or the door is being closed.
8.2.3.6 Aeroplane Departure
Before aeroplane departure, JC Airlines’ ground engineers or authorized contracted

ground engineers (maintenance personnel) are responsible for topping up of tyres, oleos,
hydraulic systems, including oxygen and air reservoirs, in accordance with the aircraft
maintenance procedures.
Prior to aeroplane departure, the handling agent/ground crew shall perform an inspection
of the aeroplane exterior and adjacent airside areas.
Inspection procedures typically ensure:

• Surface condition of the apron is adequate to conduct aeroplane movement
operations;
• The apron is clear of items that might cause aeroplane foreign object damage;
• Aeroplane servicing doors and panels are closed and secure;
• Power cables and loading bridge are detached;
• Equipment and vehicles are positioned clear of the aeroplane movement path;
• Adequate clearance exists between the aeroplane and facilities or fixed obstacles
along the aeroplane movement path;
• Chocks are removed from all wheels.
Note: Inspection of the aeroplane immediately prior to departure has also the purpose of
identifying, documenting and reporting external aeroplane damage. Such
inspection shall take place after most ground handling activities have been
completed prior to the time aeroplane movement will commence for departure.
External damage deemed to have the potential to compromise the airworthiness of
an aeroplane would be reported to appropriately qualified maintenance personnel
for evaluation and action, as appropriate.
The ground to flight crew communication is normally performed by means of a headset or

if that is impossible, by internationally recognized marshalling signals.
Marshalling signals are depicted in the ICAO Annex 2 Rules of the Air.

CHAPTER 8 P: 8-145
Engine start procedures are set out in OM Part B, Chapter 2. In order to facilitate the safe
movement of the aeroplane, close co-operation between the pilot and ground personnel is
required. Engine starting during pushback and towing is permitted unless otherwise
instructed by ground handling staff. Communication and phraseology during pushback are
set out in OM Part B, Chapter 2.
The following ramp safety procedures shall be observed:

• The pushback operator should stay in view of the flight crew remain clear of the
hazard zones during operation and avoid walking backwards when despatching the
aeroplane;
• The push-back truck and towbar/-pin combination should be suitable for the
operation, considering: the aeroplane type and weight, the weather conditions, the
apron surface conditions;
• The push-back truck should be in the appropriate drive mode prior to the
commencement of the operation;
• Chocks should not be removed from the main-gear until the push-back truck and
towbar are fully secured to the nose-gear and the parking brake set on the push-
back truck;
• When connecting the towbar to the aeroplane’s nose-gear assembly the towbar
should be detached from the push-back truck;
• When connecting the towbar to the push-back truck, personnel should be facing the
push-back truck and have both legs on only one side of the towbar, i.e. they should
not straddle the bar;
• The push-back truck and towbar should be in-line with the centre line of the
aeroplane before the pushback commences;
• The push-back truck should not be left unattended with its engine running;
• The wheels on the towbar should be fully retracted/off the ground before the
pushback commences;
• For aeroplane fitted with a steering by-pass system, the by-pass pin must be
correctly installed prior to connecting the towbar to the aeroplane and before
pushback commences and must be removed after the towbar has been
disconnected;
• Personnel should not step across the towbar whilst the pushback operation is in
progress;
• If the connection between the aeroplane and push-back truck should be lost while in
motion it is important that the flight crew is informed immediately to apply brakes
gently;
• When stopping the pushback the throttle on the push-back truck will be closed and
brakes applied gently.
At the end of the pushback sequence and before the towbar is disconnected, tension shall
be released from the towbar. A chock may be positioned in front of the nosewheel while
the disconnection of the towbar takes place.
CHAPTER 8 P: 8-146
Towbar-less pushback (nose-gear):

• The pushback operator should stay in view of the flight crew, remain clear of the
hazard zones during operation and avoid walking backwards when despatching the
aeroplane;
• The push-back truck should be suitable for the operation, considering: the
aeroplane type and weight, the weather conditions, the apron surface conditions;
• The aeroplane shall not be lifted while equipment and or boarding bridge are still
connected to the aeroplane;
• Flight crew must be informed prior to lifting the aeroplane nose landing gear;
• Chocks should not be removed from the main-gear until the push-back truck is fully
secured to the nose-gear and brakes on push-back truck set;
• Aeroplane nose-wheels must be safely locked in the push-back truck’s locking
mechanism when connected to aeroplane;
• Nose-wheels must be lifted well above ground during the entire pushback;
• The push-back truck should be in-line with the centre line of the aeroplane before
the pushback commences;
• For aeroplane fitted with a steering by-pass system, the by-pass pin must be
correctly installed prior to connecting the push-back truck to the aeroplane and
before pushback commences and must be removed after the push-back truck has
been disconnected;
• If the connection between the aeroplane and push-back truck should be lost while in
motion it is important that the flight crew is informed immediately to apply brakes
gently.
At the end of the pushback sequence and before the push-back truck/towbar is
disconnected, the flight crew should be instructed to set the aeroplane brakes and hold
position until receipt of visual signals for final clearance to taxi. Brakes set shall be
confirmed to ground staff.
After disconnecting the push-back truck from the nose-gear and before removal of the by-
pass pin, position the push-back truck behind the equipment restraint line in such a way
that it is visible from the cockpit (e.g. at a 90 degrees angle from the aeroplane). All
equipment and personnel shall also be moved clear of the aeroplane.
Important: Before the aeroplane commences taxiing under its own power, ground staff
shall give the final clearance signal and display the by-pass pin (if
appropriate) to the flight crew. This indicates that all equipment and
personnel are clear of the aeroplane and that it is safe to commence taxiing.
An acknowledgement of the signal shall be given by the flight crew.

CHAPTER 8 P: 8-147
8.2.4 De-Icing / Anti-Icing

8.2.4.1 Introduction
Low temperatures and freezing precipitation may present specific problems to flight crews.
To deal with these critical weather conditions, special cold weather procedures have been
established, for both flight and ground crews. They supplement the normal procedures and
shall be observed when applicable. The intention of this section is to define general and
specific information. Flight crew should consult the relevant sections of the FCOM for
specific details.
8.2.4.2 Definitions
Active Frost: Condition when frost is forming. Active frost occurs when aeroplane surface
temperature is at or below 0ºC and at or below dew point.
Anti-Icing: Precautionary procedure which provides protection against the formation of

frost or ice and accumulation of snow or slush on treated surfaces of the aeroplane for a
limited period of time (Hold Over Time).
Anti-Icing Fluid:
• Type I fluid;
• Mixture of water and Type I fluid;
• Type II fluid, Type III fluid, or Type IV fluid;
• Mixture of water and Type II fluid, Type III fluid, or Type IV fluid.
Type I fluid or mixture of water and Type I fluid shall be heated to ensure a temperature of
60°C minimum at the nozzle.
Check: An examination of an item against a relevant standard by a trained and qualified

person.
Clear Ice: Coating of ice, generally clear and smooth, but with some air pockets. It is
formed on exposed objects at temperatures below, or slightly above, freezing temperature,
with the freezing of super-cooled drizzle, droplets or raindrops.
Cold-Soak Effect: Even in ambient temperature between -2°C and at least +15°C, ice or
frost can form in the presence of visible moisture or high humidity if the aircraft structure
remains at 0ºC or below. Anytime precipitation falls on a cold-soaked aircraft, while on
ground, clear icing may occur. The wings of aeroplane are said to be cold-soaked when
they contain very cold fuel as a result of having just landed after a flight at high altitude or
from having been re-fuelled with very cold fuel.
The following factors contribute to cold-soaking:

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• Temperature and quantity of fuel in fuel cells.

• Type and location of fuel cells.
• Length of time at high altitude flights.
• Temperature of re-fuelled fuel and time since refuelling.
Contamination: This implies all forms of frozen or semi-frozen moisture such as frost,
snow, ice or slush.
Contamination Check: A check of aeroplane surfaces for contamination to establish the

need for de-icing.
Damp Runway: A runway is considered damp when the surface is not dry, but when the
moisture on it does not give it a shiny appearance.
De-Icing: Procedure by which frost, ice, slush or snow is removed from an aeroplane in
order to provide clean surfaces.
De-Icing/Anti-Icing: Combination of the de-icing and anti-icing procedures. It may be

performed in one or two steps.
De-Icing Fluid:
• Heated water;
• Type I fluid;
• Mixture of water and Type I fluid;
• Type II, Type III, or Type IV fluid;
• Mixture of water and Type II, Type III, or Type IV fluid.
De-icing fluid is normally applied heated in order to assure maximum efficiency.
Dew Point: Temperature at which water vapour starts to condense.
Freezing Drizzle: Fairly uniform precipitation composed exclusively of fine drops

(diameter less than 0.5 mm) very close together which freezes upon impact with the
ground or other exposed objects. Metar code: FZDZ.
Freezing Fog: A suspension of numerous minute water droplets which freezes upon
impact with ground or other exposed objects; generally reducing the horizontal visibility at
the earth's surface to less than 1 km. Metar code: FZFG.
Freezing Rain: Precipitation of liquid water particles which freezes upon impact with the
ground or other exposed objects, either in the form of drops of more than 0.5 mm (0.02
inch) diameter or smaller drops which, in contrast to drizzle, are widely separated. Metar
code: FZRA.

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Friction Coefficient: Relationship between the friction force acting on the wheel and the
normal force on the wheel. The normal force depends on the weight of the aircraft and the
lift of the wings.
Frost/Hoar Frost: Ice crystals that form from ice saturated air at temperatures below 0°C
by direct sublimation on the ground or other exposed objects.
Hail: Precipitation of small balls or pieces of ice with a diameter ranging from 5 to >50 mm,
falling either separately or agglomerated. Metar code: GR.
Hold Over Time (HOT): Estimated time for which an anti-icing fluid will prevent the
formation of frost or ice and the accumulation of snow on the protected surfaces of an
aeroplane, under specified weather conditions.
Ice Pellets: Precipitation of transparent (grains of ice), or translucent (small hail) pellets of
ice, which are spherical or irregular, and which have a diameter of 5 mm or less. The
pellets of ice usually bounce when hitting hard ground. Metar code: PE.
Icing Conditions: May be expected when the OAT (on the ground and for takeoff) or
when TAT (in flight) is at or below 10ºC, and there is visible moisture in the air (such as
clouds, fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or standing
water, slush, ice or snow is present on the taxiways or runways.
Icy Runway: A runway is considered icy when its friction coefficient is 0.05 or below.
Light Freezing Rain: Precipitation of liquid water particles which freezes upon impact with
the ground or other exposed objects, either in the form of drops of more than 0.5 mm or
smaller drops which, in contrast to drizzle, are widely separated. Measured intensity of
liquid water particles is up to 2.5 mm/hour or 25 grams/dm2/hour with a maximum of 0.25
mm in 6 minutes.
Lowest Operational Use Temperature (LOUT): The lowest operational use temperature
(LOUT) is the higher (warmer) of:
• The lowest temperature at which the fluid meets the aerodynamic acceptance test
(according to AS5900) for a given type (high speed or low speed) of aeroplane, or
• The freezing point of the fluid plus the freezing point buffer of 10°C for Type I fluid
and 7°C for Type II, III or IV fluids.
Moderate and Heavy Freezing Rain: Precipitation of liquid water particles which freezes
upon impact with the ground or other exposed objects, either in the form of drops of more
than 0.5 mm (0.02 inch) or smaller drops which, in contrast to drizzle, are widely
separated. Measured intensity of liquid water particles is more than 2.5 mm/hour or 25
grams/dm2/hour.

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Precipitation: Liquid or frozen water that falls from clouds as rain, drizzle, snow, hail, or
sleet.
Continuous Precipitation: Intensity changes gradually, if at all.
Intermittent Precipitation: Intensity changes gradually, if at all, but precipitation stops
and starts at least once within the hour preceding the observation.
Precipitation Intensity: Indication of the amount of precipitation falling at the time of

observation. It is expressed as light, moderate or heavy. Each intensity is defined with
respect to the type of precipitation occurring, based either on rate of fall for rain and ice
pellets or visibility for snow and drizzle. The rate of fall criteria is based on time and does
not accurately describe the intensity at the time of observation.
Radiation Cooling: A process by which temperature decreases, due to an excess of

emitted radiation over absorbed radiation. On a typical calm clear night aeroplane surfaces
emit long-wave radiation, however there is no solar radiation (shortwave) coming in at
night and this long-wave emission will represent a constant net energy loss. Under these
conditions the aeroplane surface temperatures may be up to 4°C or more below that of the
surrounding air.
Rain or High Humidity on Cold Soaked Wing: Water, visible moisture or humidity
forming ice or frost on the wing surface, when the temperature of the aeroplane wing
surface is at or below 0°C.
Rain: Precipitation of liquid water particles either in the form of drops of more than 0.5 mm
(0.02 inch) diameter or of smaller widely scattered drops. Metar code: RA.
Rain and Snow: Precipitation in the form of a mixture of rain and snow.
Rime: A rough white covering of ice deposited from fog at temperature below freezing). As
the fog usually consists of super-cooled water drops, which only solidify on contact with a
solid object, rime may form only on the windward side or edges and not on the surfaces. It
can generally be removed by brushing, but when surfaces, as well as edges, are covered,
it will be necessary to use an approved de-icing fluid.
Saturation: Maximum amount of water vapour allowable in the air. It is about 0.5 g/m3 at -
30ºC and 5 g/m3 at 0ºC for moderate altitudes.
Shear force: Force applied laterally on an anti-icing fluid. When applied to a Type II or IV
fluids, the shear force will reduce the viscosity of the fluid; when the shear force is no
longer applied, the anti-icing fluid should recover its viscosity. For instance, shear forces
are applied whenever the fluid is pumped, forced through an orifice or when subjected to
airflow. If excessive shear force is applied, the thickener system could be permanently
degraded and the anti-icing fluid viscosity may not recover and may be at an unacceptable
level.

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Sleet: Precipitation in the form of a mixture of rain and snow. For operation in light sleet
treat it as light freezing rain.
Slush: Snow or ice that has been reduced to a soft watery mixture.
Snow: Precipitation of ice crystals, most of which are branched, star shaped or mixed with
unbranched crystals. At temperatures higher than -5°C, the crystals are generally
agglomerated into snowflakes. Metar code: SN.
Dry Snow: Snow which can be blown if loose or, if compacted by hand, will fall apart
upon release. Specific gravity: up to but not including 0.35. Dry snow is normally
experienced when temperature is below freezing and can be brushed off easily from
the aircraft.
Wet Snow: Snow which, if compacted by hand, will stick together and tend to or form a
snowball. Specific gravity: 0.35 up to but not including 0.5. Wet snow is normally
experienced when temperature is above freezing and is more difficult to remove from
the aircraft structure than dry snow being sufficiently wet to adhere.
Compacted Snow: Snow which has been compressed into a solid mass that resists
further compression and will hold together or break up into chunks if picked up. Specific
gravity: 0.5 and over.
Snow Grains: Precipitation of very small white and opaque particles of ice that are fairly
flat or elongated with a diameter of less than 1 mm. When snow grains hit hard ground,
they do not bounce or shatter. For hold over time purposes treat snow grains as snow.
Metar code: SG.
Snow Pellets: Precipitation of white opaque particles of ice. The particles are round or
sometimes conical; their diameter range from about 2-5 mm. Snow pellets are brittle,
easily crushed; they do bounce and may break on hard ground. Metar code: GS.
Supercooled Water Droplets: Condition where water remains liquid at negative Celsius
temperature. Supercooled drops and droplets are unstable and freeze upon impact.
Visible Moisture: Fog, rain, snow, sleet, high humidity (condensation on surfaces), ice
crystals or when taxiways and/or runways are contaminated by water, slush or snow.
Visual Meteorological Conditions: Meteorological conditions expressed in terms of

visibility, distance from cloud, and ceiling, equal to or better than specified minima.

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8.2.4.3 Visibility in Snow vs. Snowfall Intensity
Lightning Temperature range Visibility in snow (metres)

-1°C and above ≤ 1600 m > 1600 - 4000 m > 4000 - 6400 m
Darkness
below -1°C ≤ 1200 m > 1200 - 2400 m > 2400 - 4800 m
-1°C and above ≤ 800 m > 800 - 2400 m > 2400 - 4800 m
Daylight
below -1°C ≤ 600 m > 600 - 1400 m > 1400 - 3200 m
  
Snowfall intensity HEAVY MODERATE LIGHT
Source: Transport Canada - Relationship between Visibility and Snowfall Intensity, and
Theoretical Considerations in the Estimation of Snowfall Rate using Visibility.
Using the table as a guideline may help the flight crew in a determination of a snowfall
intensity. This determination may be of assistance when using holdover tables.
8.2.4.4 Clean Aeroplane Concept
JC Airlines has adopted the “Clean Aircraft” concept. This means that a take-off is not
permitted with frost, ice, snow or other contaminants adhering to the lifting surfaces, flight
controls or critical surfaces of the aeroplane. All fuselage vents, engine inlets, control
surfaces, surfaces of the wings and horizontal stabilizer shall be free of any adhering
contaminants.
The accumulation of frost, ice and snow (including freezing rain, water and ice pellets) on
critical aeroplane surfaces will dramatically affect take-off, climb and flight performance.
Therefore, the removal of such contamination prior to take-off is a requirement and shall
be strictly adhered to.
The only exception to this rule is that a light coating frost on the fuselage and up to 3 mm
thickness of frost on the under-surface of the wing in the area of the fuel tanks that has
resulted from cold soaking is permitted.
Fuselage areas in front of the cockpit windows have to be completely free of ice and snow.
8.2.4.5 Handling
Approved sub-contractors at each airport are used to perform the de-ice/anti-ice function.
However, all associated employees share the responsibility for ensuring that no aeroplane
is dispatched unless it is completely free of frost, ice or snow.

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The approved sub-contractors employ authorized and trained personnel familiar with
critical aeroplane sections in general and with the equipment available. If deemed
necessary, the Commander should inform the sub-contractor’s ground crew about specific
ground and spray procedures for the aeroplane used.
8.2.4.6 Responsibilities
Commander
The Commander determines the need for de-icing/anti-icing. He is responsible for effective
de-icing/anti-icing and retains overall responsibility for ensuring that all critical surfaces
and components of the aircraft are free from contamination. His request for the treatment
and the fluid mixtures used will always take precedence over locally recommended
procedures.
The Commander (Pilot-In-Command) may also rely on qualified person in making a

determination as to whether the aeroplane is free of contamination or not. However, if a
qualified person determines that the aeroplane is not free of contamination, then aeroplane
de-icing/anti-icing is mandatory.
If at any time prior to take-off, the Commander requires confirmation of the ice free state of
the aircraft, he must carry out or order a visual inspection or return to the ramp.
Whenever de-icing/anti-icing has taken place the Commander must make an appropriate
entry in the Aircraft Technical Log showing the start time, stop time, type of fluid, mix ratio
and sign it.
Qualified Person
Qualified person is ground de-icing personnel or anyone who has received appropriate
training in determining whether or not the aircraft is free of contamination (authorized
engineer, etc.). If any flight crew member or qualified person has determined that critical
surface contamination is present, then aeroplane de-icing/anti-icing is mandatory. The
handling agent is responsible for the availability of personnel equipment and fluids. All
actions in connection with de-icing/anti-icing shall be coordinated with the authorized
engineer (if present) and the flight crew.
Cabin Crew
While the Commander bears the ultimate responsibility for the safety of the flight, cabin
crew shall have an awareness of their potential to contribute significantly to safety
particularly during ground operation in icing conditions. On the ground cabin crew are often
in the best position to observe the condition of the upper surface of the wing. Cabin crew
are required to report to the Commander any concerns they have with regard to
contamination of the wing surfaces or concerns they may have regarding snow, ice or

CHAPTER 8 P: 8-154
frost. They shall also advise the Commander of any passenger concerns of a similar
nature. In this situation the Commander, designated flight crew member, or qualified
person shall conduct a contamination & post de-icing/anti-icing check to determine if the
aeroplane is free of contamination.
8.2.4.7 De-Icing/Anti-Icing Inspection
Surface contamination means any deposit on the aeroplane surfaces which could degrade
aeroplane performance and control, if not removed. Such contaminants may be in any
solid form of water adhering to the aeroplane surfaces. Snow, ice, frost, frozen water
droplets and ice pellets fall into this category.
“Clean Aircraft” concept may be determined through pre-flight inspections using visual,
tactile (by touch or feel) or sensor based procedures.
Critical surfaces (wings, horizontal stabilizers, control surfaces, high lift devices,
spoilers/speedbrakes, air data probes, static vents, fuselage, landing gear and wheel
bays) are to be checked for possible frost, ice, slush, or snow accumulation. Clear ice,
which is very difficult to detect, may have formed on the upper side of the wing due to:
• Freezing rain,
• Cold fuel causing cold wing surface,
• Precipitation (e.g. rain) freezes above tank area,
• Snow melting on a warm wing, but refreezing as the wing cools down,
• Melted snow running to a colder part of the wing.
If frost or ice has formed on the lower wing surface tank area and the aeroplane’s ground
time has been subject to precipitation conditions (rain, drizzle, fog), or when it is suspected
that clear ice has formed on the wing upper surface, the wings upper surface has to be
thoroughly checked to establish whether or not clear ice is present on the wing.
Ice can build up on aeroplane surfaces when descending through dense clouds or
precipitation during an approach. When ground temperatures at the destination are low, it
is possible for flaps to be retracted and for accumulations of ice to remain undetected
between stationary and moveable surfaces. It is therefore important that these areas are
checked prior to departure and any frozen deposits are removed.
Important: Heavy freezing has been reported during drizzle/rain even at temperatures
up to +15ºC due to cold fuel.
It shall not be assumed that light snow will blow off the wings during acceleration. It can be
anticipated, that partly frozen ice or snow patches on the wing will have a severe effect on
aerodynamic efficiency. It shall always be expected that below a snow/slush layer there
can be clear ice.

CHAPTER 8 P: 8-155
As clear ice is very difficult to detect visually, a tactile examination may have to be made of
the surface area to be inspected.
During snow fall, freezing rain and drifting snow, the possibility exists that snow and
melting ice could penetrate into slots, balance bays, drainage openings, hinges and
operating linkage and then refreeze. Therefore the above mentioned areas have to be
checked with special attention especially when the aeroplane has been parked outside for
a long period under freezing conditions. The same is applicable for landing gear areas,
including landing gear-latching mechanism, operating mechanism and electrical switching
elements, inlet scoops, pitot probes, air inlets and outlet, openings of the APU and the air-
conditioning as well as their adjacent areas.
Low wing temperatures associated with Clear Ice build-up normally occur when large
quantities of cold fuel remain in wing tanks during the turnaround/transit and any
subsequent re-fuelling does not cause a sufficient increase in wing temperature.
The Commander (Pilot-In-Command) shall conduct an inspection to determine the need

for de-icing. He will, based on his judgment, initiate de-icing/anti-icing and will be
responsible for the correct and complete de-icing/anti-icing of the aeroplane.
A pre-flight external inspection of critical surfaces may also be conducted by a qualified

person, to determine if the surfaces are contaminated by frost, ice, slush or snow. Under
conditions of ground icing, this inspection is mandatory. The critical surface inspection
phase is of prime importance in the overall de-icing/anti-icing process and is directly
related to the safety of the aeroplane during take-off.
An aeroplane shall not be dispatched after a de-icing/anti-icing operation until the

aeroplane has received the visual check by trained and qualified person responsible for
post de-icing/anti-icing check.
This check shall cover wings, horizontal stabilizer, vertical stabilizer and fuselage, plus all
other parts of the aeroplane on which a de-icing/anti-icing treatment was performed
according to the requirements identified during the contamination check. The check shall
be performed from points offering sufficient visibility of all prescribed surfaces (e.g. from
de-icer itself or other equipment suitable for gaining access). Any contamination found,
shall be removed by further de-icing/anti-icing treatment and the check must be repeated.
After visual check for any contamination (and/or clear ice check/tactile check) of all critical
surfaces, post de-icing/anti-icing check provides the Commander with all the necessary
information to make an appropriate request for further possible de-icing/anti-icing
treatment of the aeroplane.
The company carrying out de-icing/anti-icing treatment, which is responsible for the
treatment of an aeroplane, shall pass all information about the treatment to Commander.
The Commander shall be notified of the type of the de-/anti-icing treatment performed –

CHAPTER 8 P: 8-156
anti-icing code which shall enable him to estimate hold over time (HOT). Anti-icing code
providing by post de-icing/anti-icing check shall be recorded (voice recorder) and
communicated to the Commander referring to the start of the last step of the treatment.
The anti-icing code contains:

• Type and concentration of the ADF (with commercial name);
• Local time and the date of the start of one-step of de-/anti-icing treatment; or
• Local time and the date at the start of second step of two-step de-/anti-icing
treatment.
Example: Type II, 75%, 10:40; 10 Jan 2017, (Safewing MP II Flight), Post de/anti-icing
check completed.
Once the post anti-icing inspection has been completed and is satisfactory, the aeroplane
should be released for take-off as soon as possible.
The Commander shall continually monitor the environmental situation after the performed
de-icing/anti-icing treatment. Prior to take-off, he, or a designated flight crew member, shall
assess whether the applied hold over time is still appropriate.
Note: Heavy precipitation rates or high moisture content, high wind velocity or jet blast may
reduce hold over time below the lowest time stated in the range. Hold over time may also
be reduced when aeroplane skin temperature is lower than OAT.
When the minimum hold over time in the HOT block has been exceeded and/or the
Commander cannot effectively assess the condition of the critical surfaces of the
aeroplane from inside the aeroplane just prior departure, the aeroplane has to be checked
to be free of frozen contaminants. This check is performed from the outside of the
aeroplane by qualified ground personnel. If this check cannot be done, take-off shall not be
attempted. Whenever the Commander is in doubt about the aerodynamic cleanliness of
the aeroplane, a visual inspection has to be performed (from inside or outside of the
aircraft) or return to the ramp made.
Representative surfaces are intended to be used, as a tool in gauging the contaminated

state of critical surfaces on an aeroplane after having used de-icing and anti-icing fluids to
clean the aeroplane and then protect the aeroplane from the freezing precipitation
occurring during ground icing conditions.
An aeroplane’s representative surface is a portion of the aeroplane that can be readily and
clearly observed by flight crew from inside the aeroplane and is used to judge whether or
not the surface has become contaminated. By determining the state of the representative
surface, it can then be reasonably expected that other critical surfaces will be in the same
(or better) condition. For the flight crew, the ice indicator in front of the cockpit window is a
good representation and indication of condition of the ice build-up.

CHAPTER 8 P: 8-157
Under certain conditions, a clear ice layer or frost can form on the wing upper surfaces
when the aeroplane is on the ground. In most cases this is accompanied by frost on the
underwing surface. Severe conditions occur with precipitation when sub-zero fuel is in
contact with the wing upper surface skin panels. The clear ice accumulations are very
difficult to detect from ahead of the wing or behind during walk-around, especially in poor
lighting and when the wing is wet. The leading edge may not feel particularly cold. The
clear ice may not be detected from the cabin either because wing surface details show
through.
The following factors contribute to the formation intensity and the final thickness of the
clear ice layer:
• Low temperature of fuel that was added to the aeroplane during the previous
ground stop and/or the long airborne time of the previous flight resulting in a
situation that the remaining fuel in the wing tanks is below 0°C.
• Abnormally large amount of remaining cold fuel in wing tanks causing the fuel level
to be in contact with the wing upper surface panels as well as the lower surface,
especially in the wing tank area.
• Temperature of fuel added to the aeroplane during the current ground stop, adding
(relatively) warm fuel can melt dry, falling snow with the possibility of re-freezing.
Drizzle/rain and ambient temperatures around 0°C on the ground is very critical. Heavy
freezing has been reported during drizzle/rain even at temperatures of 8 to 14° C. The use
of thermal leading edge anti-icing may melt falling dry snow that re-freezes later.
The areas most vulnerable to freezing are:

• The wing root area between the front and rear spars,
• Any part of the wing that will contain unused fuel after flight,
• The areas where different structures of the wing are concentrated (a lot of cold
metal).
A recommended procedure to check the wing upper surface is to place high enough steps
as close as possible to the leading edge and near the fuselage, and climb the steps so that
you can touch a wide sector of the tank area by hand. If clear ice is detected, the wing
upper surface should be de-iced and then re-checked to ensure that all ice deposits have
been removed. It shall always be remembered that below a snow/slush/anti-icing fluid
layer there can be clear ice.
In some cases, ice may form on the aeroplane’s skin even if the OAT is above freezing,
particularly in case of short turnaround:
• Ice can build up on aeroplane surfaces when descending through dense clouds or
precipitation during an approach.
• If fuel has become cold soaked during a long flight and is in contact with the skin,
frost may form after landing.
CHAPTER 8 P: 8-158
• Similar to the fuel tank, heavy pieces of structure can become cold soaked and
promote frost formation after landing.
When ground temperatures at the destination are low, it is possible that when flaps are
retracted accumulations of ice may remain undetected between stationary and moveable
surfaces. It is therefore important that these areas are checked prior to departure and any
frozen deposits removed.
Under freezing fog conditions it is necessary for the rear side of the fan blades to be
checked for ice build-up prior to start-up. Any deposits discovered should be removed by
directing air from a low flow hot air source, such as a cabin heater, onto the affected areas.
When slush is present on runways, inspect the aeroplane when it arrives at the ramp for
slush/ice accumulations. If the aeroplane arrives at the gate with flaps in a position other
than fully retracted, those flaps, which are extended, shall be inspected and, if necessary,
de-iced before retraction.
It is important to note that the rate of ice formation is considerably increased by the
presence of an initial depth of ice. Therefore, if icing conditions are expected to occur
along the taxi and takeoff path, it is necessary to ensure that all ice and frost is removed
before flight. This consideration shall extend the awareness of flight crew to include the
condition of the taxiway, runway and adjacent areas since surface contamination and
blown snow are potential causes for ice accretion equal to natural precipitation.
An aeroplane shall not be operated in expected or actual icing conditions at night unless it
is equipped with a means to illuminate or detect the formation of ice. Any illumination that
is used shall be of a type that will not cause glare or reflection that would handicap crew
members in the performance of their duties.
8.2.4.8 De-Icing/Anti-Icing
The most common techniques for removing frozen precipitation from aeroplane critical
surfaces and protecting the aeroplane against re-contamination are accomplished with
aeroplane de-icing and anti-icing fluids respectively. Any contamination found, shall be
removed by a de-icing treatment. If anti-icing is also required, this treatment may be
performed as a one-step or two-step de-icing/anti-icing of the relevant surfaces.
De-icing is a procedure by which frost, ice, snow or slush (i.e. the frozen contamination) is
removed from an aeroplane to provide uncontaminated surfaces. Anti-icing is a procedure
that provides protection against the formation of frost or ice and accumulation of snow on
treated surfaces of the aeroplane for a limited period of time (hold over time - HOT).
The preferred spray pattern for applying the anti-ice fluid is outwards from the
representative surface. Sprays are never directed at the APU, engine and other
intakes/outlets. They are seldom directed at the cockpit windows; if any spray is directed to
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them and leaves a residue, it shall be removed. If applicable, switch OFF the windows
heating prior to the cleaning of cockpit windows. De-icing/anti-icing fluids are only required
until the aeroplane becomes airborne, after which the on-board de-icing/anti-icing system
then operate.
To preserve hold over times, the de-icing/anti-icing process shall be continuous and as
short as possible. Ensure that the de-icing/anti-icing procedures are performed at the
latest possible time prior to take-off.
Depending on the aerodrome the aeroplane will be de-iced/anti-iced at the gate or at a

central facility. De-icing/anti-icing at the gate is generally performed with engines OFF,
while at the facility, in most cases, the engines are running. The relevant parts of OM Part
C should be consulted for the procedure. Utmost care and vigilance shall be practiced
while adopting these procedures.
One-Step De-Icing/Anti-Icing
Generally, the one step process of de-icing is used when there isn’t any active
precipitation occurring during de-icing. One step de-icing is completed with either Type I
(orange in colour) or Type II fluids (clear or pale yellow).
These fluids provide limited anti-ice capability and have very short hold over times in
precipitation. Type I fluid cannot be relied upon during precipitation and should therefore
be used as a de-icing fluid only.
Two-Step De-Icing/Anti-Icing
During conditions of ground icing, with falling precipitation adhering to the critical surfaces,
anti-icing will be required.
Two-step de-icing/anti-icing (when the first step is performed with de-icing fluid): The
correct fluid(s) shall be chosen with regard to ambient temperature.
After de-icing, a separate over-spray of anti-icing fluid shall be applied to protect the
relevant surfaces thus providing maximum possible anti-ice capability.
The second step is performed with anti-icing fluid. The correct fluid concentration shall be
chosen with regard to desired hold over time and is dictated by outside air temperature
and weather conditions (refer to QRH tables). The second step shall be performed before
first step fluid freezes (typically within 3 min), if necessary area by area.
8.2.4.9 De-Icing/Anti-Icing Fluids
Important: If the colour of the fluid being applied to the aeroplane is NOT the colour
anticipated, the procedure should be stopped and the situation investigated.

CHAPTER 8 P: 8-160
Type I
De-icing performance of the fluid is good. However, due to low viscosity it provides only
limited anti-icing protection during freezing precipitation. Due to its properties, Type I fluid
forms a thin, liquid-wetting film on surfaces to which it is applied which, under certain
weather conditions, gives a very limited hold over time. It is used predominantly for
removing frozen deposits from aircraft surfaces, either as the first step in a two step
operation or when precipitation has stopped. With this type of fluid no additional protection
is provided by increasing the concentration of fluid in the fluid/water mix (no extension in
hold over time). This fluid has a high glycol content and low viscosity in its concentrated
form.
Coloration: Light orange.
Type II
This fluid generally has lower glycol content in its concentrated form than Type I fluid due
to the inclusion of a pseudo plastic thickening agent. This effectively means that when
applied to the surface of an aircraft the viscosity is high, thus allowing the fluid to remain
on and protect against freezing rain for a period of time. However, the increasing effect of
the airflow over the wing surface during the take-off roll will effectively shear the fluid,
reducing its viscosity and allowing it to readily flow off the critical surfaces. With this type of
fluid the hold over time can be extended by increasing the concentration of fluid in the
fluid/water mix.
Coloration: Colourless or pale straw colour.
Type III
This fluid is similar in properties to Type II fluid.
Coloration: Light yellow.
Type IV
This type of fluid is similar in both composition and operation to Type II fluids. However,
through the use of advanced thickening systems it is able to provide more holdover time
than Type II fluids, when used in concentrated forms. As with Type II fluids the hold over
time can be extended by increasing the concentration of fluid in the fluid/water mix.
Coloration: Emerald green.
8.2.4.10 Hold Over Time (HOT) Guidelines

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The current Hold Over Time (HOT) tables for different types of fluid are contained in the
next paragraph, and in GHM and QRH.
Hold over times are provided as a guide. Hold over time ranges are an estimate of the time
that de-icing/anti-icing fluid will prevent the formation of frost or ice and the accumulation
of snow on the unprotected surfaces of an aeroplane. HOT begins when the final
application of de-icing/anti-icing fluid commences and when the de-icing/anti-icing fluid
applied to the aeroplane loses its effectiveness (e.g., when ice begins to form on or in the
fluid). The shortest time represents protection that may be available for medium levels
precipitation and the longest for light precipitation.
It remains the Commander's responsibility to ensure that critical surfaces remain free of
contamination before commencing the take-off roll.
HOT are influenced by a number of factors and the flight crew may need to use their
judgment in their interpretation when considering the weather and other conditions. The
effectiveness of de-icing/ anti-icing fluids is based on a number of variables (e.g.
temperature, moisture content of the precipitation, wind, and the aeroplane skin
temperature). The effects of these variables need to be taken into account by the
Commander when establishing the HOT value.
The HOT tables are to be used for departure planning.
The time that the fluid remains effective in ensuring a safe take-off is the time from first
application of anti-icing fluid on a clean wing until such time as ice crystals form or remain
in the fluid creating a surface roughness for take-off that deteriorates the performance or
controllability of the aeroplane.
HOT guidelines can be shortened to a more-conservative value if the Commander deems

conditions warrant. Note that conditions can exist in which the HOT values are outside of
the listed guidelines (see ‘CAUTION: No Hold Over Time guidelines exist.’ shown on the
HOT’s). Present conditions may even deteriorate to the “no guideline” values so be aware
of the conditions and modify the HOT values as required. In these rare situations, take-off
is prohibited until conditions improve to within the guideline times shown on the applicable
HOT.
Note that at any time an aeroplane exceeds the HOT, or in the view of the Commander
that aeroplane de-icing/anti-icing is necessary, any residue from the previous treatment
should be removed completely and a new de-icing/anti-icing treatment be applied.
8.2.4.11 Hold Over Time (HOT) Tables
Guidelines for Holdover times in active frost, SAE Type I, II, III and IV fluids:

CHAPTER 8 P: 8-162
1) Type I Fluid / Water Mixture must be selected so that the freezing point of the
mixture is at least 10°C (18°F) below outside air temperature.
2) Ensure that the lowest operational use temperature (LOUT) of the fluid is not
exceeded.
3) These fluids may not be used below -25°C (-13°F) in active frost conditions. For
Type II, III, or IV fluids with a LOUT warmer than -25°C (-13F) undiluted or -3°C
(27°F) in the 50/50 dilution, or -14°C (7°F) in the 75/25 dilution, limit usage to the
actual LOUT value.
4) Value in parenthesis is for composite aircraft.
Caution: This table is for departure planning only and should be used in conjunction with
pre take-off check procedures. Fluids used during ground de-icing/anti-icing do
not provide in-flight icing protection.

CHAPTER 8 P: 8-163
Guidelines for Holdover times SAE Type I fluid mixtures as a function of weather
conditions and outside air temperature:
1) Use light freezing rain holdover times in conditions of very light or light snow mixed
with light rain.
2) Use light freezing rain holdover times if positive identification of freezing drizzle is
not possible.
3) This column is for use at temperatures above 0 degrees Celsius (32 degrees
Fahrenheit) only.
4) Heavy snow, ice pellets, moderate and heavy freezing rain, hail.
SAE Type I fluid/water mixture must be selected so that the freezing point of the mixture is
at least 10 °C (18 °F) below OAT.
pre take-off check procedures. The time of protection will be shortened in heavy
weather conditions. Heavy precipitation rates or high moisture content, high
wind velocity, or jet blast may reduce holdover time below the lowest time
stated in the range. Holdover time may be reduced when aircraft skin
temperature is lower than OAT. SAE TYPE I fluid used during ground de-
icing/anti-icing is not intended for and does not provide protection during flight.

CHAPTER 8 P: 8-164
Guidelines for the application of SAE Type I fluid mixtures minimum concentrations as a
function of outside temperature:
Two-~t~ Proced~
Outside Air Ternper~ttJre One-~p ProCE-dure
{OA1) Dtic~Anti..jcing1
Filsi sti!p: ~~ng SKOnd ste<p; Anti.fci:ng'.t
H9•±td "'""111'" or~ rmr of f.JJid ;!I1CI \Qii<

-3 "C (27 ·~
.>nd;>l).,...,. Ux of s.Jid an::! ~er htu:.od io 60
•cp~·F) mhimwn.at'ttle ~-
,_.
hi!a:.!d eo 6:J 'C ( 140 "F) II'UIOI'I'Olm .at the;
Mad 1\uid " "d w.>tw ttu~ed co 60 'C
(140 'F) mlllll'IUm Ill !he rro~. I'M e
llf!h ... frt:cing poiirt of .-.t le;lt>! ~:rmg ~of .r. ~Ji!,l 10 •c (1!1 "FI
Fr..vling POillt o0 h1!;,1~ ll!lid ~
Belew I 0 "C C1 S 'F) bt:(Qw CAT below OAT
~ll.!£1 not tle m«e ltiM J 'C (5 'F)
.a •c (27 'i') 3bo~ OAT
1) 1'\Jicis mus1 Olliy ~ UMd ;ot ~r.>:~ns abo\19 Uwir Iat~~,.~ Qlllira~on<~l uw tM"Qiira~.mt {lOUT).
2') To l:e aPCJte<l be'are t:rst~ II!Jid freezes. t~ly "";llln 3 mloot"s. !This Ln>e may be hlgi'le< than 3 ml~tes ln 50me cood 11ons, 001 JX>Ii!mlalty Ia.....,. in
t..ovy ~cip":bfon, cddor oo~..-.s. or f<lr ai:iQJ surfXOH ce>Minlc!41d of tOmfX"U m>t.ri>ls. II r9C»Utlil)'. tn~ s00001d •~"P :s.h.> l!o .-.FJ)Iiod >ro> by
3/e<!.l
.. ~Jtl!'~-'.!1!\Jte finlit ~.ltll not<!~ luid MIS a:ttto\11 m!lrwf~thlre.-~· t~~~-

To U"..e Typ" I h.oh!ow.- time guid,},_ in ...1 cand~ions1indutfing t>:rlive frost, l>t k""'l 1 ~..- F6 ._~""" m..1H ( 2 ;.>I. F6 1D!hi!J-1""" f..,l) fluiid mru• l ~
. app: eel to 1hE- 11"-..JeiOd s~rl.oces.

l1lis b~ IS ~.e:!blo! lOr th! ~ of T)~ I Hol&wef Tne Oude-lno!5 IM 11:1 canddoM. ii"'C:Uf:ng aetiv~ li"o5L lfllddoi!M ti~ .!~ 1'101 ~wed. ~
tl!mjUif<lttif9 oO (10 "C (l4-l) <F)~ ;l>e n~zzl'i! is ci9r;;ir"lio!!.
• The 1~1 Ol)€'ratl01181 \JSE'l~aur!? Cl~.fr.w a OIYE<I 'T'ype 1 nud t$~ hlg'lerot:
.!1} ~ lt~.west ternpera'lure ;!'l M'lldl 'll'~ flui(l - II'Je ae~e~moc ~bn.o:. ~i!'~l rot .!1 ~ ;lr~C'.!I!I ty~. ot
b) ~~ rreRif19 ,:o.r~~:Cf:l'lo!-~uiclp116~fte~ pcinlbuf!er0f10"C (18'F}.
CatJtlloo: W.IIQ Sk.n ~mpera!ufes 1113't ~:!lo:r and.

In~ cases. be bio'o'!'f 11\an OAT.
A~ rOO: (rnot'9 glywl) rn;~y be ro~~9did ~no;'9r tl>H9 QOt'IIJi~

CHAPTER 8 P: 8-165
Guidelines for Holdover times SAE Type IV fluid mixtures as a function of weather
conditions and outside air temperature:
with light rain.
not possible.
3) This column is for use at temperatures above 0 °C (32 °F) only.
4) Heavy snow, ice pellets, moderate and heavy freezing rain, and hail.
5) No holdover time guidelines exist for this condition below -10 °C (14 °F).
6) For Lyondell Arctic Shield temperature is limited to -9.5 ºC (15 ºF); for Cryotech
Polar Guard temperature is limited to -5.5 ºC (22 ºF).
7) For Cryotech Polar Guard, temperature is limited to -23.5 ºC (-10.3 ºF) and for
Lyondell Arctic Shield temperature limited to -24.5 ºC (-12.1 ºF). If the fluid-specific
brand is unknown, all of the temperature limitations in this and the preceding note
apply.
temperature is lower than OAT. SAE TYPE IV fluid used during ground de-
icing/anti-icing is not intended for and does not provide protection during flight.

CHAPTER 8 P: 8-166
Guidelines for Holdover times Clariant Safewing MP IV Launch Type IV fluid mixtures as a
function of weather conditions and outside air temperature:
with light rain.
not possible.
temperature is lower than OAT. Clariant Safewing MP IV Launch Type IV fluid
used during ground de-icing/anti-icing is not intended for and does not provide
protection during flight.

CHAPTER 8 P: 8-167
Guidelines for Holdover times Kilfrost ABC-S Plus Type IV fluid mixtures as a function of
weather conditions and outside air temperature:
with light rain.
not possible.
temperature is lower than OAT. Kilfrost ABC-S Plus Type IV fluid used during
ground de-icing/anti-icing is not intended for and does not provide protection
during flight.

CHAPTER 8 P: 8-168
Guidelines for the application of SAE Type I, II, III and IV fluid mixtures minimum
concentrations as a function of outside air temperature (concentrations in % volume):
Outside Air Ternpermwe OnHtep Procedwe TwO?tep P.rocedure

(OAT) ~cWig/Aml~cii)IJ'
Fnt step: Deici~ Second stf.p: Anti~/'
-3-c [27 'FJ ~ 30.'50 Hol~~QI:;
and abo;oe HE>at~ Tyj16 <I, I odV hea:e::lrniltof Type I. I, IJ or IV. andwo:er EJ:Ilt.OT~ II. 01, arfi/
!Hi ow ·3 •c (27 •FJ 7!lo'2S Hea:""" s~l~ milt of Ty-pe l.llll et rv.and
:0 ·14''C (7-F} ~:ecf' Tyj16ll, I or IV w-~ .-·~h IS '""':u"O pori not lr(ft ~ ~ 'C 7.Y25 T~ 11,111, ct rv
(5 •;=) il~ ~ii OA-
t.ele.·· ·t•'C(7 •F) 1001) f-'eatt<l sllit;.llle·mil: d Type l.llll « IV. and
W.l:B" w:ll a l'tee:zina pn:r.t ncr. rr.ore :hon 3 'C 10~'0 iype II. II. at W
iQ -2$ "C C·13 •F) Htii:J iYPfi n 1 ariV (5 "'l 3~vt .-J:i OA-
SAETJPI IL'IV !bdtn.l'Jtle uw~t.elov•·2S'C(·ll •F}pnnlllt~II'I:I!IMOAT ~& .al 011 ~boWI!Ie LOUt
Be-:OW-45•<: (·13'il SAE Tn- Rl livid ~ybe uied telo'" ·10'C (Wf] r:<1''•;o'td th011 tilt OA- ;,~ Ci6 ~e:t. LOUT
Ccnsider :lle use d SAE T~ I (Tal;/~ fA) 11flen Typt> ll, ll~oriVftlidcannct~ lt'",ed
I) Flui:fs must o!Wybe used at 12rrpeldtLI'e; <ibi:A•? tl:eir k;1~ 09Efi!tooaluse t~Me ILOU"").
2) To be app!Jed beore 1.1"51 S':i<p llluld In:~. typlca!y w ~In 3 fiVIII'.e5. filii; lime I1U}' be llgler lllan 311V1Jtes tn ·same·CCI"lC.!lOft.~ .hoi! pO(aiLJlly lo-.lil!r 1n lte.lvy
~m;iti:iQn. in c:oldil<r ~blrH.. or far l:l':tic¥1surl'i!;9i ggm~ or CCI"!Ipolilll maltriill5 If~- h s.IOfld ~111p 1hi!ll be ~1td i!rtil br i!IN.
3} Clean a'raalJ11a1 be ;nii-i:E:d wifl ~eiil:ed i ~e rI. II. cr PJ "'lid
.
NOTES:
F~r h.eated iltids.. <~lillie! ti!R'ller.rureno; less 1llan t:(J •c (1-40 •F) z..lhe n='.E is c'si'able..lJWEf t~!'r.l:ll'? frrii: §hall nee ex~ ilu'd and ai~Viti mallliacll:n!r's
. ~~dltJctM.
The lo!.1'fll q:»et3licnJIUM lerrper:lil.n (lOliT} rer 3 ~n T~t· I, 10. « V 5ud s ,..llqH of.
a} Thl' 1~'11'1: tf!J111!!'Uire ill .,tich :t. fli.d ~ fll' Hrod)n il!rio illl01$Qntl' tHI b" a ;'w.l ;~~ type. «
b) Th~ a:::ual freezing J:olrtofme Wd p.\15 a ~...zhg pc«. bu=er cf 7'C ( 1J'F)..
..
CAUl lOttS:
Wt1g sUI tfom4:'1!mll.r'H mal/ di!!cf .rJd In 5Ct'M e.u u INY be Ia\- Uun OA-. A s~ rnb (mere gltcol} e.111 te used lndtr ~ eonci:lms.
As ftllid rrct!l'11 ni)y OI:JOo.l'. ~!II~ -..~s 11. m. Or IV !l;:IJ w:a r.ot bt I.Jit\t reo tl'.t ~b<WIO ~P 01 ~ eo~t<l wing ~ indi;~t<l tli frOil or iot on 1111 II).' *
. su!tat:eahne 'lli~ in ihe <Ra oiW?fllelw
Ail mtit..aat: arr.ou111 <:A ant-ic.ng ·flud. e!Jieeally ~ ile :seconc ~tep of a :o·.o-~tep proo;dL're. ma:1 ut:O~ a sub6uro:allc~ of hoc!O'fe' i'ne, pii!'Jeli3J!y .men
LM\9 .i TJP•I fll.il ilim~.n let IN hN.l i lop (dtiO:tiD) Cf ~ :-.uo-~ f"'OC~
. Rtptad' dtio'I1(J~~~ willl hG:Id :fi:k_tntd ftu>:ls ~ ilil' RiPIIIt vse d T~I~Uo.W;ttr MOOY"fi fer dlichg C<l'l t.ild to lhl b\tQjp rt micflill wtich
c,an rH.J'.:h:l' and fn:&e oo c:oo."roo !IJrfao:.s, l'if1ijes.. anc ~:ed ~«S g 6!;/:A ard r~ rrow-JTtEilt cl these CB'.:o?S. leadrlg to an m:s.afe
t(lfld:.~. r ~" e'tJC:rgipf.i<illg '":n ~t<l ~ fyi~S oc~~ p~ 01!1)~ ~ '*"1)~1 01 ..~, in ~::o~~et w '!h h ~
marr.rfa;t..ef's. instrucaoos and proo;d!Jres sho'*l be fdlcw.d.

CHAPTER 8 P: 8-169
8.2.4.12 Communications
In the interest of safety and passenger comfort, during the de-icing/anti-icing procedure,
the flight crew shall maintain contact with the ground crew performing the de-icing
operation. It is important that the de-icing operator be able to relay instructions to the
Commander quickly and clearly.
Before Treatment
When the aeroplane is to be treated with the flight crew onboard, the flight and ground
crews should confirm the following:
• The fluid to be used;
• The extent of treatment;
• Any aeroplane specific procedures to be followed;
• Any other information needed to apply in HOT tables.
Before commencement of de-icing/anti-icing operations, the Commander (Pilot-In-

Command) shall brief the cabin crew (preferably as soon as the decision is made), and
also make a PA to the passengers that the aeroplane is about to be de-iced/anti-iced to re-
assure them this is a normal procedure.
After configuring the aeroplane in preparation for de-icing/anti-icing the Commander shall
advise the ground crew: »BRAKES SET, READY FOR DE-ICING/ANTI-ICING«.
After Treatment
The Commander shall be notified of the type of the de-/anti-icing treatment performed.
Following a de-icing/anti-icing treatment of the aeroplane and confirmation that the critical
surface inspection has been completed, and that the aeroplane is free of frozen
contaminants, the Commander will need the following information from the de-icing crew:
• Confirmation that all staff and equipment are clear of the aeroplane.
• Authorization to start engines (if applicable).
• Notification to switch to hand signals (if applicable).
Once it has been determined through the critical surface inspection that the aeroplane is
clean and adequately protected, the aeroplane should be released for take-off as soon as
possible.

CHAPTER 8 P: 8-170
8.2.4.13 Aircraft Technical Log Entries
On receipt of the post de-icing check report, the Commander will complete the Aircraft
Technical Log by entering all the relevant data including the type of fluid used and
estimated HOT.
Note: The start time applicable, for the purposes of HOT, in the case of a Two-Step
procedure is the start time of the second step.

CHAPTER 8 P: 8-171
8.3 FLIGHT PROCEDURES
The general rule of flight procedures is as follows:

• Extreme or abrupt manoeuvres must be avoided;
• It is not allowed to simulate IMC, abnormal or emergency situations artificial means
(e.g. pulling of circuit breakers) except on test flights.
8.3.1 VFR / IFR Policy

8.3.1.1 General
All revenue flights should be conducted under Instrument Flight Rules. Revenue flights,
operating partially or in full under VFR and non-revenue flights (demonstration, test and
special flights) operating partially or in full under VFR shall be approved by the Flight
Operations Manager in advance.
A flight plan shall be filed for each flight, and full use of air traffic control services and/or
advisory services shall be made.
8.3.1.2 VFR and IFR Flights
For the description of the:

• VFR and IFR flight rules applicable for the operation;
• Differences between the ICAO and the state regulations;
• Applicable weather minima for VFR flights which vary with the class of the airspace;
refer to applicable parts of the OM Part C.
8.3.1.3 Change from IFR to VFR
An aeroplane electing to change the conduct of its flight from compliance with the IFR to
compliance with the VFR shall notify the appropriate ATS unit to specify that IFR flight is
cancelled. No reply other than the acknowledgement »IFR FLIGHT CANCELLED
AT...(time)« would normally be made by the ATC. When an aeroplane operating under IFR
is flown in, or encounters VMC, it shall not cancel its IFR flight. It is prohibited to cancel
IFR flight plans at night or in congested terminal areas.
8.3.1.4 Change from VFR to IFR
ATC clearance and authorization shall be obtained when changing a flight operation from
VFR to IFR. Pilots should note that a change from VFR to IFR is not instantaneous, and
may take the ATC some time to accept the flight in the IFR system. The usual time for a
change from VFR to an IFR is when cleared for a VFR departure up to a certain altitude or

CHAPTER 8 P: 8-172
waypoint, followed by an IFR flight plan to the destination. In this case, the flight is deemed
to be in IFR the moment it crosses the designated altitude or waypoint.
8.3.1.5 Uncontrolled Airspace
Operation in Uncontrolled Airspace under VFR or IFR is prohibited unless special

authorization is granted by Flight Operation Manager in advance. For series of flights such
Authorization should be issued in Airport Briefing and/or Operational Directive.
8.3.1.6 Instrument Departure and Approach Procedures
Instrument departure and approach procedures established by the State in which the
aerodrome is located have to be used (refer to OM Part C).
However, a Commander may accept an ATC clearance which deviates from above,
provided obstacle clearance criteria are observed and full account is taken of the operating
conditions. The final approach must be flown visually or in accordance with the established
instrument approach procedure.
An aircraft should not descend in IMC below the minimum safe (sector) altitude (MSA) as
shown on the instrument approach chart until it is established in the approved approach,
holding procedure, or under positive radar control.
In the vicinity of the aerodrome an approach may be conducted by visual manoeuvring

(circling) under IFR rules if this type of approach is cleared by the ATC and if weather
conditions permit it. If visual reference is lost, the circling approach must be aborted.
8.3.1.7 Visual Approaches
An IFR flight may be cleared to execute a visual approach by day and such a clearance
may be accepted provided the Commander has the aerodrome in sight, can maintain
adequate visual reference and is fully aware of all terrain adjacent to his approach.
A good lookout should always be maintained.
8.3.1.8 Noise Abatement Departure Procedure
Noise abatement procedures ensure that the necessary safety of flight is maintained whilst
minimising exposure to noise on the ground. Crews must ensure that safety has priority
over noise abatement considerations. The Commander retains full authority not to comply
with the specified or published noise procedures if the safety margins may be reduced by
its applications. There are two procedures, one of which shall meet the close-in noise
abatement objective and the other the distant noise abatement objective.

CHAPTER 8 P: 8-173
The Noise abatement procedures are described in the relevant OM Part B. Flight crews
shall comply with thrust reduction / acceleration altitude procedure which are specified in
OM Part B, unless specific procedure is published by an aerodrome of operation.
Noise abatement departure procedures (NADP) shall be performed in accordance with (in
order of priority):
• Aerodrome specific NADP (if specified in OM Part C/Navigation Charts);
• NADP as specified in OM Part B.
8.3.2 Navigation Procedures

8.3.2.1 General
JC Airlines aircraft are equipped with a comprehensive and high standard of navigation
equipment. The general principle is that for all operations this equipment is checked for
serviceability and normal operation before each flight.
Verification of the accuracy of the navigation system is to be made as per the procedures
in OM Part B. The routine use of all fitted equipment will ensure that errors in performance
or faulty operation will be detected, and rectification can be arranged.
Reliance must not be placed on raw data information derived from ground beacons until
the appropriate coded signal has been identified and confirmed by both pilots. When using
computer display unit installations, particular care is to be taken in ensuring that the
correct numerical sequences are programmed when entering data, via the keyboard, from
the OFP into the FMS.
Navigation accuracy check shall be as per SOP’s during all phases of flight.
Above all, flight crews must remain alert to the possibility of errors in programming or
performance, and be prepared to revert to a lower level of navigation equipment and
procedure.
An aeroplane shall not be operated unless the required navigation equipment is installed.
The failure of a single navigation unit may not result in the inability to operate safely on the
route to be flown. Detailed information about the required operational status of equipment
is provided in OM Part B.
8.3.2.2 Policy
Pilots are responsible for the correct use of the navigation and communication equipment
installed in the aeroplane. Continuous monitoring of the equipment and its performance is
mandatory during its use. Special attention must be paid to the engagement status of
system used in order to avoid late recognition of mode or configuration changes which
could result in abnormal situation (e.g. unscheduled disengagement).
CHAPTER 8 P: 8-174
8.3.2.3 Flight Guidance
Flight guidance consists of those systems which assist the crew in tracking flight
parameters selected manually or generated by navigation or performance system. They
make use of system and their associated controls (e.g. Autopilot, Flight Director).
8.3.2.4 Compulsory Use
Phases of flight requiring compulsory use of the systems (e.g. Autopilot, Flight Director)
are specified in the applicable OM Part B.
8.3.2.5 Procedures for System Degradation
Any degradation of on-board equipment which occurs must be taken into consideration for
any in-flight planning/replanning with regard to destination and alternate weather, and for
fuel planning for en-route conditions. Any downgrading of ground facilities which occurs
must be assessed with regard to possible increased landing minima at destination and/or
alternate airports.
8.3.2.6 Navigation
The most important principle governing the performance of all navigation tasks is
redundancy, as navigational errors carry a significant risk potential. Whether navigating on
manually-tuned navigation aids, automatic navigation systems or on radar vectors, cross-
checking of the primary aids is essential. Flight plans activated in the navigation system
shall be checked by both pilots against the OFP. For adhoc in-flight replanning, pilots must
not only check if the fuel requirements for in-flight replanning will be met, but also if the
available navigational aids for the replanned route and/or the replanned destination, as
well as the airborne equipment, will be sufficient for a safe conclusion of the flight.
8.3.2.7 Procedures
Notwithstanding the overall responsibility of the Commander for precise navigation and
proper use of the navigation system, the PF is responsible for the selection of the
navigation aids and the navigation system configuration. The PF, whenever flying
manually, will direct the pilot monitoring (PM) to set the navigation aids. The PM is
responsible for setting, identifying and checking the aids specified by the PF and to
establish the required navigation system configuration.
When flying on autopilot, the PF sets and identifies the navigation aids and checks the
navigation system configuration. Any changes made by the PM shall be made at request
of, and be checked by, the PF.

CHAPTER 8 P: 8-175
The pilots shall inform each other of any doubts about the reliability of a navigation aid or
system. For flights or portions of a flight conducted at altitudes where safe terrain
clearance is not contingent upon navigation accuracy, on-board navigation system
redundancy may be considered acceptable as long as the aeroplane’s computed positions
are checked at regular intervals against displayed navigation aids, where these aids are
available. In areas where such aids are not available (e.g. sea, desert), traffic separation
provided by ATC may account for reduced navigation accuracy.
Safe terrain clearance is dependent on navigation accuracy for take-off and climb. If the
departure procedures are stored in the navigation database, the on-board navigation
system must be in the update mode and the system computed positions checked
continuously against displayed navigation aids. If these conditions cannot be met, take-off
and climb must be performed according to conventional radio-navigation. If the arrival
procedures for descent and approach are stored in the navigation database, the on-board
navigation system must be in the update mode and the system-computed positions must
be checked continuously against displayed navigation aids. The use is restricted down to
MEA/MSA and intermediate approach altitude, unless the system is certified for use in the
approach. If these conditions are not met, the whole descent and approach procedure
must be performed by using conventional radio navigation.
An approximate cross check for a 3º approach is that the height distance relationship is
300 feet / NM.
Cross check for the required Vertical Speed (V/S) is Gradient x Ground Speed (i.e. 5.2 x
130 kts, the ROD should be approximately 670 ft/min).
ILS facilities are known to produce false beams outside their coverage sectors due to
radiation aberrations. Such beams may be captured without a warning flag.
In order to ensure proper localizer beam capture, the ILS mode shall not be armed until
the vicinity of the beam has been ascertained and checked by independent navigation aids
and the capture shall be monitored by the same means.
A DME distance check at glide slope intercept should be performed whenever possible. An
altitude check must be performed at the OM position or its equivalent. FMS vertical
navigation features may not be substituted for altitude capture and holding procedures.
8.3.2.8 Navigation Aids
Navigation aids should be selected for coverage and adequate cross checks. Distance
information for cross checks shall be used if a DME is co-located with a VOR which
coincides with a waypoint. DMEs co-located to ILS or approach localizers normally
indicate zero DME at touchdown. En-route facilities may be expected to provide reliable
information along the published routes they define.

CHAPTER 8 P: 8-176
Manually tuned navigation aids should be positively identified at the time of selection.
When elements of information relative to a position are contradictory, the reliability of any
relevant navigation aid(s) should be verified by additional independent means. Navigation
and approach aids shall not be used:
• Whenever positive identification is not possible; or
• Whenever reports or other information (e.g. NOTAMS) indicate that a system might
be unreliable or inadequate for en-route navigation or approach.
Published minima apply to the unrestricted availability of approach aids.
8.3.2.9 Area Navigation (RNAV)
Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any
desired flight path within the coverage of station-referenced navigation aids or within the
limits of the capability of self-contained aids, or a combination of these.
For more information about RNAV refer to JC Airlines RNAV Training Manual.
Performance Based Navigation (PBN)
The PBN concept specifies that RNAV system performance requirements be defined in
terms of the accuracy, integrity, availability, continuity and functionality which are needed
for the proposed operations in the context of a particular airspace concept.
The PBN concept represents a shift from sensor-based to performance-based navigation.

CHAPTER 8 P: 8-177
Performance requirements are identified in Navigation Specifications, which also identify

the choice of navigation sensors and equipment that may be used to meet the
performance requirements.
A Navigation Specification specifies what performance is required of the RNAV system in

terms of accuracy, integrity, availability and continuity; which navigation functionalities the
RNAV system is required to have in order to meet the required performance; which
navigation sensors must be integrated into the RNAV system in order to achieve the
required performance, and the flight crew operational requirements in order to achieve the
required performance from the aircraft and the RNAV system.
Navigation Specifications
The following Navigation Specification approvals have been granted to JC Airlines (refer to
AOC Operations Specifications) and are in use within Company's area of operations:
FLIGHT PHASE
NAVIGATION En-Route
En-Route APPROACH PHASE
SPECIFICATION Oceanic / TER DEP
Continental INIT INT FINAL MISSED
Remote
RNAV 10 10
RNAV 5 5 5
RNAV 2 2 2 2
RNAV 1(1) 1 1 1 1 1 1(1)
RNP 1 1 1 1 1 1
RNAV 5 is an en-route navigation specification which may be used for the initial part of the
STAR outside 30 NM and above MSA.
Note(1): The area of application can only be used after the initial climb of a missed
approach phase.
RNAV 10
RNAV 10 is an oceanic or remote area specification requiring the aircraft to maintain a
track-keeping accuracy of +/- 10 NM without regular updates from ground-based
navigation aids. RNAV 10 approval can be based on IRS performance alone (with a time
limit of 6.2 h since IRS ground alignment or 5.7 h since last FM radio update).
RNAV 10 airspace supports 50 NM lateral and longitudinal distance-based separation
minima, and examples of RNAV 10 airspace exist over the Indian Ocean and in the AFI,
SAM and PAC regions.
Contingency procedures for the area in which RNAV 10 operations are to be conducted
should be checked and briefed.

CHAPTER 8 P: 8-178
RNAV 5
For operations in RNAV 5 airspace, aircraft require a track-keeping accuracy of +/-5 NM
for 95% of the flight time. RNAV 5 does not require a navigation database, it only requires
the flight management system to store four waypoints, and it does not require waypoint fly-
by functionality.
In the event of communications failure, the flight crew should continue with the flight plan
in accordance with the published communications failure procedure.
RNAV 2 and RNAV 1

The RNAV 1 and 2 navigation specification is applicable to all ATS routes, including routes
in the en-route domain, standard instrument departures (SIDs), and standard arrival routes
(STARs). It also applies to instrument approach procedures up to the final approach fix.
RNAV 1 and RNAV 2 routes are envisioned to be conducted in direct controller-pilot
communication environments.
During operations in airspace or on routes designated as RNAV 1, the lateral total system
error must be within ±1 NM for at least 95% of the total flight time. The along-track error
must also be within ±1 NM for at least 95% of the total flight time.
During operations in airspace or on routes designated as RNAV 2, the lateral total system
error must be within ±2 NM for at least 95% of the total flight time. The along-track error
must also be within ±2 NM for at least 95% of the total flight time.
An RNAV 1 or RNAV 2 SID or STAR must not be flown unless it is retrievable by route
name from the on-board navigation database and conforms to the charted route. However,
the route may subsequently be modified through the insertion or deletion of specific
waypoints in response to ATC clearances. The manual entry or creation of new waypoints
by latitude and longitude is not permitted. Additionally, pilots must not change any RNAV
SID or STAR database waypoint type from a fly-by to a fly-over or vice versa.
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION, ...) must be
loaded from the FM navigation database and checked for reasonableness, by comparing
the waypoints, tracks, distances and altitude constraints (displayed on the F-PLN page),
with the procedure chart.
The flight crew must not modify the procedure that is loaded from the navigation database,
unless instructed to do so by the ATC (DIR TO, radar vectoring, insertion of waypoints
loaded from the navigation database).
The flight crew must notify ATC of any loss of the RNAV capability, together with the
proposed course of action. If unable to comply with the requirements of an RNAV route,
the flight crew must advise ATS as soon as possible. The loss of RNAV capability includes
any failure or event causing the aircraft to no longer satisfy the RNAV requirements of the
route.
In the event of communications failure, continue with the RNAV route in accordance with
established lost communications procedures.
RNP 1
RNP 1 procedure can be operated in continental and terminal airspace. This procedures is
mainly used for terminal airspace (initial/intermediate/missed approach and departure), for
RNAV SID and RNAV STAR with RNP 1 capability.

CHAPTER 8 P: 8-179
RNAV Flight Crew Procedures - General

Apart from RNAV navigation procedures described in applicable parts of the OM Part B,
flight crew should:
• Check and review the Aircraft Technical Log and DMI to ensure that there is no
defect to navigational equipment that would preclude specific RNAV operations.
The MEL identifies those alleviations that are not suitable for specific RNAV
operations;
• Confirm that the navigation database is updated. In exceptional circumstances, and
for a limited period of time, an aircraft can continue to operate beyond the end of
the database cycle – refer to FCOM, Chapter Operations with an outdated
navigation database;
• Crosscheck the cleared flight plan by comparing charts or other applicable
resources with the FMS and the aircraft map display. If required, the exclusion of
specific navigation aids should be confirmed;
• Note that the correct flight plan suffixes have been filed on the ATC flight plan. The
letter ‘R’ should be placed in block 10 of the ICAO flight plan to indicate the pilot has
reviewed the planned route of flight and determined the RNAV requirements and
the aeroplane and operator approval for RNAV routes. Additional information should
be displayed in the remarks section indicating the accuracy capability;
• Request or file RNAV routes only if all the criteria in the relevant State documents
are satisfied. If an aeroplane not meeting these criteria receives a clearance from
ATC to conduct an RNAV route, the pilot must advise ATC that he is unable to
accept the clearance and must request alternate instructions;
• All pilots are expected to maintain route centre-lines, as depicted by on-board
lateral deviation indicators and/or flight guidance during all RNAV 1 and RNAV 2
operations, unless authorized to deviate by ATC or under emergency conditions;
• Not modify the flight plan in the RNAV system, if ATC issues a heading assignment,
until a clearance is received to rejoin the route or the controller confirms a new
route clearance;
• Conduct mandatory cross-checking procedures to identify navigation errors in
sufficient time to prevent inadvertent deviation from ATC-cleared routes;
• Verify that the FMS navigation database is current and appropriate for the region of
intended operation; the verification must include the navigation aids, waypoints, and
relevant coded ATS routes for departure, arrival, and alternate aerodromes;
• Verify proper entry of their ATC assigned route upon initial clearance and any
subsequent change of route. Pilots must ensure the waypoints sequence, depicted
by their navigation system, matches the route depicted on the appropriate chart(s)
and their assigned route;
• Verify the aeroplane’s RNAV system is available, operating correctly, and the
correct airport and runway data are loaded, prior to commencing take-off;
• Note that the FMS navigation databases are expected to be current for the duration
of the flight. If the AIRAC cycle is due to change during flight, an additional

CHAPTER 8 P: 8-180
navigation database with the data of the next cycle shall be uploaded. Current and
next FMS navigational database must not be switched during the flight;
• Not fly an RNAV SID or STAR unless it is retrievable by route name from the FMS
navigation database and conforms to the charted route. However, the route may
subsequently be modified through the insertion or deletion of specific waypoints in
response to ATC clearances. The manual entry or creation of new waypoints by a
manual entry, of latitude and longitude or Place-Bearing-Distance values is not
permitted. Additionally, pilots must not change any RNAV SID or STAR database
waypoint type from a fly-by to a flyover or vice versa;
• Extract, whenever possible, RNAV routes in the en-route domain from the database
in their entirety, rather than loading individual waypoints from the database into the
flight plan. However, it is permitted to select and insert individual, named
fixes/waypoints from the navigation database, provided all fixes along the published
route to be flown are inserted. Moreover, the route may subsequently be modified
through the insertion or deletion of specific waypoints in response to ATC
clearances;
• Cross-check the cleared flight plan by comparing charts or other applicable
resources with the FMS textual display and the EFIS map display, if applicable. If
required, the exclusion of specific navigation aids should be confirmed. At times,
pilots may notice a slight difference between the navigation information portrayed
on the chart and their navigation display. Differences of 3 degrees or less may
result from the equipment manufacturer’s application of magnetic variation and are
operationally acceptable;
• Verify that the correct terminal route has been loaded, prior to the arrival phase.
The active flight plan should be checked by comparing the charts with the EFIS
map display (if applicable) and the FMS textual display. This includes confirmation
of the waypoint sequence, reasonableness of track angles and distances, any
altitude or speed constraints, and, where possible, which waypoints are fly-by and
which are flyover. If required by a route, a check will need to be made to confirm
that updating will exclude a particular navigation aid. A route must not be used if
doubt exists as to the validity of the route in the navigation database;
• Note that route modifications in the terminal area may take the form of radar
headings or »DIRECT TO« clearances and the flight crew must be capable of
reacting in a timely fashion. This may include the insertion of tactical waypoints
loaded from the database. Any published altitude and speed constraints must be
observed.

CHAPTER 8 P: 8-181
8.3.2.9.1 RNAV Flight Crew Procedures - System Degradation, Contingency

and Reporting
It is the flight crew’s responsibility to ensure that the navigation accuracy is maintained. In
particular, the utmost care shall be taken to avoid the following common mistakes:
• Insertion errors: The pilot has the correct coordinates or waypoints of his cleared
route, but he inserts incorrect data into the system; particular care should be
exercised in case of re-clearance.
• De-coupling: The pilot allows the autopilot to become de-coupled from the
equipment which he thinks is providing steering output.
• Faulty equipment: The pilot might continue to use a navigation system which was
becoming inaccurate.
As a result of a failure or degradation of the navigation system below required RNAV

value, an aeroplane shall not enter the RNAV airspace, nor continue operations in
accordance with the current air traffic control clearance. ATC must be advised and a
revised clearance shall, whenever possible, be obtained by the pilot. Subsequent ATC
action in respect of that aeroplane will be dependent upon the nature of the reported
failure and the overall traffic situation.
Continued operation in accordance with the current ATC clearance may be possible in
many situations. When this cannot be achieved, a revised clearance may be required to
revert to conventional navigation. In such case the flight crew shall, on each ATC
frequency change, report the situation by announcing »NEGATIVE RNAV« on initial
contact.
Incidents which affect or could affect the safety of RNAV operations must be reported by
means of an ASR – Air Safety Report. When it is identified that a particular route or
procedure contains an error, it must also be reported directly to OCC as soon as possible.
The use of the route or procedure is prohibited until the error has been corrected. This
prohibition will be annotated on the OFP. The information must be also passed to the
Flight Operations Technical Engineer for transmission to the database supplier. An ASR
must also be filed for any significant discrepancy. Examples may include, but are not
limited to:
• Navigation errors (e.g. map shifts) not associated with transitions from inertial
navigation mode to radio navigation mode;
• Incorrect data or navigation database coding error;
• Unexpected deviations in flight path not caused by pilot input;
• Significant misleading information without a failure warning;
• Total loss or multiple navigation equipment failure;
• Problems with ground navigational facilities.

CHAPTER 8 P: 8-182
Strategic Lateral Offset Procedure (SLOP)
In certain areas where flights are conducted over remote or non-radar environments, some
ATS authorities have authorised the use of the Strategic Lateral Offset Procedure that may
be employed at the discretion of the flight crew as standard operating practice to gain an
additional safety margin. This will mitigate the risk of conflict when non-normal events such
as aeroplane navigation errors, altitude deviation errors and turbulence-induced altitude-
keeping errors occur. SLOP is intended for both the mitigation of the increasing lateral
overlap probability and wake turbulence encounters.
The aeroplane may fly centre line or up to 2 NM right of centre line. The intent of this
procedure is to reduce risk (add safety margin) by distributing aeroplanes laterally.
Aeroplane should neither offset to the left of centre line nor offset more than 2 NM right of
centre line unless approved or instructed to do so by ATC.
While there is no ATC clearance required for this procedure, an advisory of the offset to
the relevant ATC is recommended. SLOP must be discontinued in the terminal area or at
the beginning of an approach procedure, at a hold, or during large changes of track.
RNAV R/T Phraseology
A specific phraseology, used in connection with RNAV operations, should be used:
Flight Crew ATC Circumstance

Unable to accept RNAV
Unable (designator)
procedure for reasons of
Departure [or Arrival]
equipment or its operational
Due RNAV Type
use
Unable (designator) Unable to accept RNAV
Departure [or Arrival] procedure for any other
(reasons) reason
Unable to accept RNAV
Unable RNAV due
clearance due to equipment
equipment
failure
Unable to issue (designator) ATC unable to issue RNAV

Departure [or Arrival] clearance based on
equipment indicated in
Due RNAV Type FPL/CPL
Unable to issue (designator) ATC unable to issue RNAV
Departure [or Arrival] clearance for any other
(reasons) reason
A means for ATC to confirm
Advise if able (designator)
the ability of a pilot to accept
Departure [or Arrival]
a specific RNAV procedure

CHAPTER 8 P: 8-183
8.3.2.10 Reduced Vertical Separation Minima (RVSM)
Refer to OM Part C, Chapter 1.2 Reduced Vertical Separation Minima (RVSM).
RVSM airspace is defined as any airspace or route where aeroplanes are separated
vertically by 1000 ft between FL290 and FL410 inclusive, instead of the standard 2000 ft
separation. This 1000 ft vertical separation minimum is available to suitably equipped and
approved aeroplanes, thereby making available six additional usable flight levels.
The objective of the specific requirements and procedures applicable to RVSM airspace is
to increase traffic capacity, while ensuring that the same level of safety provided by
conventional vertical separation is maintained. Consequently, stringent requirements on
aeroplane equipment and training of crews, ATC controllers and associated personnel are
applied.
As part of the RVSM programme, the altitude keeping performance of participating

aeroplanes is monitored; utilizing specific ground based measuring units, to continuously
verify that all RVSM airspace users are applying the approved criteria effectively, and that
the overall safety objectives are achieved.
JC Airlines aircraft are approved for operation in RVSM airspace and these approvals can
be found in Operation Specifications.
RVSM Procedures
RVSM operations shall be in accordance with OM Part B procedures. The TCAS mode
selector should be left in the TA/RA position. Rate of climb/descent must always be
carefully monitored. When approaching a cleared FL, vertical speed must be less than
1500 ft per minute.
8.3.2.11 Minimum Navigation Performance Specification (MNPS)
Minimum Navigation Performance Specifications (MNPS) is a set of standards, which

require aircraft having a minimum navigation performance capability in order to operate in
MNPS designated airspace.
North Atlantic (NAT) MNPS airspace has been designated between FL285 and FL420,
between 27°N and the North Pole, bounded in the east by eastern boundaries of CTA
Santa Maria Oceanic, Shanwick Oceanic and Reykjavik; in the west by the eastern
boundaries of CTA Reykjavik, Gander Oceanic and New York Oceanic.
Canadian MNPS covers Arctic Control Area, Northern Control Area and portion of
Southern Control Area, between FL 330 and FL 410.
Currently, JC Airlines does not hold approval to operate in MNPS airspace.

CHAPTER 8 P: 8-184
8.3.3 Altimeter Setting Procedures

8.3.3.1 Altimeter Setting Policy
The altimeter setting procedures provide adequate vertical separation between aeroplanes
and, in conjunction with correct navigation procedures, ensure adequate terrain clearance
during all phases of flight. Before leaving the ramp the pressure scales of all altimeters
shall be set to the actual QNH of the aerodrome. For altimeter tolerances refer to OM Part
B. For IFR Flight Level tables (including metric system) refer to OM Part C.
When changing an altimeter setting, each pilot will call out the new setting and check
altitudes. Altimeter setting callouts are explained in OM Part B and FCOM.
Pressure altimeters are calibrated to indicate true altitude under International Standard
Atmosphere (ISA) conditions. Any deviation from ISA will therefore result in an erroneous
reading on the altimeter. The altimeter error may be significant under conditions of
extremely cold temperature and appropriate corrections should be applied. Refer to OM
Part B for specific procedures.
Take-off and Climb
For take-off all shall altimeters shall be set on QNH. When passing the transition altitude,
all altimeters shall be set to STANDARD (1013.25 hPa) and baro-settings and altitude
readings shall be crosschecked. In case cleared flight level is very close to transition
altitude and QNH is much lower than 1013 hPa, altimeters may be set to STANDARD
before crossing transition altitude. This is to prevent initial flight level bust while still on
QNH. Where this procedure is applied, it must be anticipated and briefed prior to
departure. Pilot self-checking and cross-monitoring in all matters relating to vertical
clearances is therefore essential. Again this is particularly important when QNH is low and
the difference between it and the standard pressure setting (translated into vertical
distance) is potentially even more safety critical.
Cruise
If cruising at or below transition altitude, primary and stand by altimeters shall be set to
QNH and baro-settings and altitude readings shall be crosschecked. If cruising above the
transition altitude, primary and stand by altimeter shall be set to STANDARD (1013.25
hPa).
Descent & Approach
When cleared to an altitude with no flight level constraints, in order to facilitate effective
monitoring during the approach and landing phase, all altimeters shall be set to local QNH.
For approach and landing all altimeters shall be set to local QNH.

CHAPTER 8 P: 8-185
8.3.3.2 Type of Altimeter Settings
As indicated below, each setting will result in an altimeter indication which provides a
measure of the vertical distance with regard to the ICAO Standard Atmosphere (ISA)
above the particular reference datum shown.
Altimeter Setting Reference Datum Altimeter Indication

STANDARD 1013.25 hPa / 29.92 inHg Flight Level
QNH Local mean sea level pressure Altitude
QFE Aerodrome elevation Height above aerodrome
Note: QNH shall be the sole reference for take-off, approach and landing.
8.3.3.3 Altimeter Serviceability Checks
• During cockpit preparation the pressure scales of all altimeters shall be set to the
actual QNH of the aerodrome - they must read to be within the type specific
tolerances as defined in OM Part B;
• The altimeter indications thus obtained shall be observed and checked against the
elevation of the aerodrome;
• When the altimeter does not indicate the reference elevation or height exactly, but
is within the tolerance specified in the OM Part B, no adjustment of this indication
shall be made at any stage of the flight. Furthermore, any error that is within
tolerance noted during pre-flight check on the ground shall be ignored by the flight
crew during entire flight;
• After each setting of altimeters the readings on the flight deck shall be compared.
This shall include the standby and metric (if installed) altimeters;
• If an altimeter indication is not within the specified tolerance follow the procedure
outlined in the OM Part B.
8.3.3.4 QFE and / or Metric Altimeter Setting Procedure
Refer to OM Part B and OM Part C.
In certain States dimensions used are metric. Charts for these aerodromes indicate all
vertical distances as altitudes in feet (QNH), with conversion to heights in feet (QFE)
and/or metres (QFE).
ATC instructions and flight crew reports concerning vertical navigation below transition
height/level are expressed in »metres QFE« (height).

CHAPTER 8 P: 8-186
For departure, for en-route flying at or below transition altitude/level and for intermediate
and final approach, both altimeters shall be set to QNH and the QNH/QFE conversions
used to establish and report vertical position.
A third altimeter (which may be metric) should be set to QFE for monitoring.
8.3.4 Altitude Alerting System Procedures
Automatic systems for reporting altimeter setting and other operational data have been
developed which can record and transmit data directly to the pilot. The use of these
automatic systems enhance the accuracy and timeliness of reported data and also save
considerable resources since manned observation and reporting facilities would not be
required.
All JC Airlines aircraft have an automatic altitude alerting system. Refer to OM Part B and
FCOM for details.
The purpose of the altitude alerting system is to alert the flight crew by the automatic
activation of a visual and/or an aural signal when the aeroplane is about to reach or is
leaving the preselected altitude/flight level. The system and its operation shall ensure an
accurate altitude adherence during all phases of the flight:
• During climb, the altitude alerting system shall be set to the altitude/flight level that
the aeroplane is cleared to during climb. When climb constraints are part of a
departure clearance, constraint altitude(s) may be set in the altitude alerting system
(selected altitude window) even though such constraints are also entered in the
FMS (as applicable) – refer to OM Part B;
• During cruise, the altitude alerting system shall be set to the assigned cruising level;
• During descent, the altitude alerting system shall be set to the altitude/flight level
the aeroplane is cleared to descent. When descent constraints are part of a arrival
clearance, constraint altitude(s) may be set in the altitude alerting system (selected
altitude window) even though such constraints are also entered in the FMS (as
applicable) – refer to OM Part B;
• During a visual approach the altitude alerting system shall be set initially to the
minimum terrain clearance altitude and later on to traffic pattern altitude. Latest
when passed 1.000 ft AAL, the altitude alerting system shall be set to the applicable
missed approach altitude;
• When it is necessary to change the selected altitude, the change must be cross
checked by the other pilot;
• In case of an instrument approach the missed approach altitude shall be set in the
altitude alerting system once established on final approach.
Within the concept of standardization and crew resource management, setting the correct
altitude reminder (alerting system) is an action that should be achieved in the proper

CHAPTER 8 P: 8-187
sequence and by the appropriate pilot depending upon the phase of flight and who is
manipulating the controls at that specific time.
The use of the altitude alerting system does not in any way release the flight crew from the
responsibility of ensuring that the aeroplane levels off or will be levelled off at the correct
altitude or flight level.
If there is anything other than total agreement by both pilots during the verification
process, contact ATC immediately to resolve the conflict. To avoid confirmation bias when
seeking cleared altitude/level verification from ATC use open phrase (e.g. »CONFIRM
CLEARED ALTITUDE«, or »SAY AGAIN CLEARED FLIGHT LEVEL«).
8.3.5 Ground Proximity Warning System Procedures
The Ground Warning Proximity System (GPWS) is designed to alert pilots that the
aeroplane position in relation to the terrain is abnormal and, if not corrected, could result in
a controlled flight into terrain (CFIT). An Enhanced GPWS (EGPWS) has an additional
feature of comparing the computed present position of the aircraft with a Terrain Database.
All JC Airlines aircraft shall be fitted with an EGPWS or its derivative. The following
constitute policy on the EGPWS:
• A CFIT escape manoeuvre shall be initiated in IMC or at night, or if cause of
warning cannot be identified immediately;
• When a warning occurs during daylight VMC conditions, if positive visual verification
is made that no hazard exists, the warning may be considered cautionary;
• The EGPWS must be ON from take-off until landing;
• The EGPWS may not be deactivated (by pulling the circuit breaker or use of the
relevant switch) except when specified by approved MEL/OM Part B procedures;
• Any EGPWS activation must be reported via ASR system whether genuine or
spurious;
• Where such activation indicates a technical malfunction of the system an
appropriate entry should be made in the Aircraft Technical Log.
EGPWS terrain mode should be routinely displayed to PF during climb/descent over areas
with high terrain. If because of the weather radar display is required then PF/PM shall
discuss about displaying radar and terrain mode, as applicable.
8.3.6 Policy and Procedures for the use of ACAS (TCAS)
Whenever Airborne Collision Avoidance System (ACAS) is installed and serviceable, it

shall be used in flight. ACAS provides collision avoidance manoeuvre advice in the vertical
plane, in either of two forms:

CHAPTER 8 P: 8-188
• Traffic Advisory (TA), which indicate the approximate position relative to the subject
aeroplane, either in azimuth only, or azimuth and altitude, of nearby transponding
aircraft which may become a threat;
• Resolution Advisory (RA), which recommend manoeuvres or manoeuvre
restrictions in the vertical plane to resolve conflicts with other aircraft transponding
SSR Mode C altitude.
For specific operational procedures refer to OM Part B.
8.3.6.1 Traffic Advisory
A TA must be responded to by immediately attempting to establish visual contact with the

intruder. If contact is established, safe separation shall be maintained. No avoiding action
must be taken without visual contact. Pilots must be aware that an aeroplane sighted may
not necessarily be the intruder or the sole intruder TCAS is responding to. TCAS is not
able to provide RAs for intruders without altitude reporting capability. Therefore, TAs
without relative altitude data on the display must be closely monitored.
8.3.6.2 Resolution Advisory
An RA is intended to advise flight crew on the manoeuvre they should carry out in order to
achieve or maintain adequate separation from an established threat. It must be borne in
mind that another aeroplane visually identified may not necessarily be the intruder or the
only intruder causing the RA. Therefore PF shall immediately react to an RA observing
following guidelines:
• Disengage the autopilot and manually apply positive and smooth control inputs in
the direction and with the magnitude required by the RA;
• Manoeuvre shall never be made in a direction opposite to the one indicated by the
RA;
• Manoeuvre’s magnitude shall not be greater than those demanded by an RA.
The PF must strictly follow the RA even when:

• ATC controller is issuing a contradicting ATC clearance;
• A conflict close to top of the operating envelope exists;
• Traffic information from the ATC controller is received;
• There is a visual acquisition of conflicting traffic.
Whenever ATC issues a clearance with which the pilot is unable to comply because of the
presence of an RA, the pilot monitoring (PM) should inform the controller using phrase
»UNABLE, TCAS RA« (pronounced: »UNABLE, TEE-CAS-ARAY«). The controller should
acknowledge such a report or issue an alternative clearance.

CHAPTER 8 P: 8-189
In all other cases, ATC shall only be notified whenever a manoeuvre induced by an RA
has led the pilot to deviate from the assigned clearance or instruction. The following
phrase shall be used: e.g. »JC AIRLINES 558, TCAS RA« (pronounced: »JC AIRLINES
558, TEE-CAS-ARAY«).
Whenever an RA requires »CLIMB« while the aeroplane is in landing configuration, a go-

around procedure shall be initiated.
8.3.6.3 Clear of Conflict
After the ACAS has annunciated »CLEAR OF CONFLICT« and if, concurrently, no other
traffic conflict exists, the PF shall return the aeroplane to the assigned level and clearance
and shall report:
• e.g. »JC AIRLINES 558, CLEAR OF CONFLICT, RETURNING TO (assigned
clearance)«, or
• e.g. »JC AIRLINES 558, CLEAR OF CONFLICT, (assigned clearance)
RESUMED«.
The controller should acknowledge such a report and he may issue a revised clearance.
Once an aeroplane in compliance with an RA, departs from an assigned ATC clearance,
the controller ceases to be responsible for providing separation; however circumstances
permitting, the controller should endeavour to provide traffic information to all aircraft
affected by the manoeuvre. The controller’s responsibility resumes when:
• He acknowledges the report that the aeroplane has resumed its assigned
clearance; or
• He acknowledges the report that the aeroplane is resuming its assigned clearance
and issues an alternative clearance which is acknowledged by the flight crew
member.
8.3.6.4 Internal Reporting
Whenever an aeroplane has departed from an ATC clearance in compliance with an RA,
the pilot is to report the circumstances to the Company (via Air Safety Report), which
further proceeds the report to the SSCA and if applicable, Civil Aviation Authority of the
state in which airspace the RA occurred.

CHAPTER 8 P: 8-190
8.3.7 In-Flight Fuel Management

8.3.7.1 Minimum Required Fuel on Board
At Brake Release
The Commander (Pilot-In-Command) shall ensure that following fuel quantities are on
board at brake release (i.e. start of take-off roll):
• Trip fuel;
• Contingency fuel;
• Destination alternate fuel and/or additional fuel;
• Final reserve fuel.
Accordingly during taxi only the taxi fuel and extra fuel may be burned at Commander's
discretion.
Anytime In-flight
The following fuel quantities should be available on board:

• Trip fuel for the remaining portion of flight;
• Destination alternate fuel;
• Final reserve fuel;
• Additional fuel (if required).
Crew shall constantly monitor fuel used and ensure that fuel remaining on board is not less
than the fuel required to proceed to an aerodrome where a safe landing can be made with
the planned final reserve fuel remaining upon landing. The records required by these
instructions should be retained for at least three months.
When an aircraft has been dispatched under the provision of planning on an alternative
destination with re-dispatch in flight, a decision must be made at or before decision point
whether to land at the alternate destination or re-dispatch to the final destination. The
manual must contain instructions that the aircraft may only be re-dispatched if the fuel on
board is sufficient to reach the final destination with contingency fuel, destination alternate
fuel, destination alternate contingency fuel and final reserve fuel, or fuel sufficient to reach
the final destination and contingency fuel with minimum fuel reserves, if all conditions of
minimum fuel reserves criteria are met.
In the event of a diversion, the fuel on-board shall be sufficient for the aircraft to arrive at
the alternate with at least final reserve fuel upon landing.
When any abnormal fuel procedure is used in flight, the Commander (Pilot-In-Command)
must be informed and at least two crew members must monitor the operation.

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The flight crew is allowed to continue a flight to a destination when normal reserve fuel will
no longer be available. Safeguarding conditions associated with those instructions include:
• Such a decision to continue should only be made when one hour or less from the
destination and when close to an usable en-route aerodrome;
• The usable fuel remaining must be sufficient to fly to the destination aerodrome,
make an approach with at least final reserve fuel upon landing;
• The actual and forecast meteorological conditions at the destination shall permit a
visual approach to land from one hour before until one hour after ETA. Account of
any significant crosswind on the runway should also be considered;
• There are no known or probable ATC delays for the period from ETA to ETA plus
one hour;
• There are at least two independent runways available and suitable for landing.
The Commander (Pilot-In-Command) shall request delay information from ATC when
unanticipated circumstances may result in landing at the destination aerodrome with less
than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome or
the fuel required to operate to an isolated aerodrome.
Whenever the flight crew foresees a shortage of fuel in-flight that might affect the safe
conduct of the remaining portion of the flight, flight plan changes should be initiated as
soon as practicable to take the necessary precautions to avoid a change of destination.
When one hour or less from the destination and when close to an usable en-route
aerodrome, if an in-flight fuel check shows that the expected fuel at the destination
aerodrome will be less than the required destination alternate fuel plus destination
alternate contingency fuel plus final reserve fuel, the Commander must decide whether to
continue to the destination or to divert to another suitable aerodrome. His decision shall be
based on the evaluation of all significant factors at the destination aerodrome, along the
diversion route and the alternate aerodrome, e.g.:
• The meteorological conditions at destination and alternate at decision time and
ETA;
• The number and state of suitable runways at destination and alternate and
approach aids available;
• The EAT issued or anticipated;
• To land with not less than final reserve fuel.
At Point of Last Possible Diversion while Flying to an Isolated Destination
When approaching the last possible point of diversion to an available en-route aerodrome,
a fuel check must indicate that the fuel remaining overhead isolated destination will not be
less than the fuel required to hold for 2 hours. In the opposite case the Commander must
divert to a suitable en-route alternate. He may continue to the planned isolated destination
only if it has two separate available runways and the weather conditions expected on
arrival satisfy the planned approach requirements for either runway.
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8.3.7.2 Fuel Situation Monitoring and Recording
The fuel situation shall be continually monitored by the flight crew. Changes in the
operational status of destination aerodrome and of alternate aerodromes and deviations
from the original flight plan must be taken into account.
Fuel checks shall be performed and recorded on OFP:

• Before engine start;
• Before start of take-off roll in case of prolonged taxi time, if applicable;
• At least at top of climb on short flights and every 30 minutes when in cruise;
• At specific fuel planning waypoints, if applicable (e.g. Point of no Return, Decision
Point, Reclearance Point, etc.);
• After engine shut down.
Main purpose of the fuel checks is to:

• Compare actual fuel consumption with planned fuel consumption;
• Detect a possible fuel leak;
• Detect a possible Fuel Quantity Indication (FQI) failure.
However, even without any failure or fuel leak, some discrepancies which may be revealed
during fuel checks. This may be due to:
• FQI tolerance;
• FU indication tolerance;
• Water freezing in the tanks.
Refer to OM Part B to determine acceptable discrepancies level.
8.3.7.3 Low Fuel Situation
If it becomes apparent en-route that the fuel remaining is close to the minimum amount
required, the options available are to:
• Adjust the aircraft speed;
• Obtain a more direct routing;
• Fly at a different flight level; and/or
• Select a closer alternate aerodrome.
If it is still not possible to arrive at the destination with the appropriate minimum fuel,
landing and refuelling at suitable aerodrome shall be made.
The Commander (Pilot-In-Command) shall advise ATC of a minimum fuel state by

declaring »MINIMUM FUEL« when, having committed to land at a specific aerodrome, the
CHAPTER 8 P: 8-193
pilot calculates that any change to the existing clearance to that aerodrome may result in
landing with less than planned final reserve fuel.
The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have
been reduced to a specific aerodrome of intended landing and any change to the existing
clearance may result in landing with less than planned final reserve fuel. This is not an
emergency situation but an indication that an emergency situation is possible should any
additional delay occur.
Note: Guidance on declaring minimum fuel is contained in the Flight Planning and Fuel
Management Manual (Doc 9976).
The Commander (Pilot-In-Command) shall declare a situation of fuel emergency by

broadcasting »MAYDAY, MAYDAY, MAYDAY FUEL«, when the calculated usable fuel
predicted to be available upon landing at the nearest aerodrome where a safe landing can
be made is less than the planned final reserve fuel.
The planned final reserve fuel is the minimum amount of fuel required upon landing at any
aerodrome.
Note: The words »MAYDAY FUEL«, describe the nature of the distress conditions as
required in ICAO Annex 10, Volume II.
8.3.7.4 Fuel Freezing Limitations
The minimum fuel temperature, published in the operational documentation, may be more
restrictive than the certified aircraft environmental envelope. It includes two different
limitations both linked to engine operation:
Fuel freezing point limitation: this limitation provides an operating margin to prohibit
operations under fuel temperature conditions that could result in the accumulation of waxy
products in the fuel. The resulting limitation varies with the freezing point of the fuel being
used. Aside from this, engines have a fuel warming (oil cooling) system at their inlet.
Because of the architecture of this system and the fact that the fuel inlet hardware varies
from one engine type to another, the specification of what fuel temperature is acceptable
at the inlet of the engine varies from one engine type to the other. Therefore, engine
manufacturers sometime require a temperature margin to fuel freezing point to guarantee
correct operation.
Note: The fuel anti-icing additives authorised by engine manufacturers decrease the
freezing temperature of the water contained in the fuel, but have no effect on the
fuel freezing temperature itself.
Therefore, the minimum fuel temperature should be fuel freezing point + engine
manufacturer margin. If the actual freezing point of the fuel being used is unknown, the

CHAPTER 8 P: 8-194
minimum fuel specification values as indicated below should be used as authorised by the
AFM/FCOM.
• JET A1 = - 47°C
Fuel heat management system limitation: this limitation reflects the engine capability to
warm-up a given water-saturated fuel flow to such a point that no accumulation of ice
crystals may clog the fuel filter. Such a limitation does not appear in the documentation for
some engine types when outside the environmental envelope. When applicable (refer to
OM Part B) the resulting limitation is a fixed temperature, below which, flight is not
permitted.
The more restrictive of the two limitations above should be considered.
Refer to FCOM regarding the procedures dealing with low fuel temperature. In general,
whenever necessary the TAT has to be increased. This is achieved by an aeroplane
speed increase and/or an altitude decrease.
Increasing the aeroplane speed provides a marginal TAT increase (in the order of 0.5 to
1ºC for 0.01 M increase) and thus a small fuel temperature increase, at the expense of a
significant increase in fuel consumption.
Decreasing the altitude generally provides a SAT increase (about 2ºC per 1.000 ft).
Nevertheless, whenever the tropopause is substantially low, decreasing the altitude may
not provide the corresponding expected SAT and, thus, TAT increase.
8.3.7.5 Fuel Conservation Methods
Reserved.

CHAPTER 8 P: 8-195
8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions

8.3.8.1 General
This chapter contains a compilation of hazardous atmospheric conditions and

recommended practices and procedures for operating in and/or avoiding those conditions
associated with:
• Thunderstorms;
• Icing conditions in flight;
• Turbulence;
• Windshear;
• Jetstream;
• Volcanic Ash Clouds;
• Heavy Precipitation;
• Sandstorms;
• Mountain Waves;
• Significant Temperature Inversion;
• Operations on Slippery Surfaces
• Tropical Storms (Typhoons, Hurricanes, Cyclones).
The reporting of meteorological observations and volcanic activities should be based on

information and guidance provided by the SSCA and/or in Cambodian AIP and/or in the
publications issued by the foreign authorities responsible for the airspaces through which
the flight is flown.
Special observations of the following conditions encountered or observed during climb out
and approach shall be reported by the flight crew to the ATC:
• Moderate or severe turbulence; or
• Moderate or severe icing; or
• Severe mountain waves; or
• Thunderstorms, without hail, that are obscured, embedded, widespread or in squall
lines; or
• Thunderstorms, with hail, that are obscured, embedded, widespread or in squall
lines; or
• Heavy dust storms or heavy sandstorms; or
• Volcanic ash cloud; or
• Pre-eruption volcanic activity or a volcanic eruption.
Note: Pre-eruption volcanic activity in this context means unusual and/or increasing
volcanic activity which could presage a volcanic eruption.

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Special aircraft observations of pre-eruption volcanic activity, volcanic eruption or volcanic

ash cloud shall be recorded on the special Volcanic Activity Report (VAR) form. A copy of
the form shall be delivered by the operator or the flight crew member, without delay, either
personally or by e-mail, to the SSCA.
8.3.8.2 Thunderstorms
General
There is no useful correlation between the external visual appearance of thunderstorms

and their severity. Knowledge and weather radar have modified attitudes toward
thunderstorms, but one rule continues to be true:
Any thunderstorm should be considered hazardous!
Weather Information
Meteorological observations/forecasts messages or charts contain thunderstorm and

associated hazards information. But, when thunderstorms are, or are expected to be
sufficiently widespread to make their avoidance difficult (e.g. a line of thunderstorms
associated with a front or squall line or extensive high level thunderstorms), the
Meteorological Service issues warnings in the form of SIGMET messages of “Active
Thunderstorm Area”. In addition, pilots are required to send a special air report (PIREP)
when conditions are encountered which are likely to affect the safety of aeroplane. Such a
report would be the basis of a SIGMET warning.
The Meteorological Service generally does not issue SIGMET messages in relation to
isolated thunderstorm activity and the absence of SIGMET warnings does not therefore
necessarily indicate the absence of thunderstorms.
Thunderstorm Hazards
Thunderstorms incorporate every weather hazard to aviation into one vicious package.
The most important hazards are:
• Turbulence: Potentially hazardous turbulence is present in all thunderstorms.

Strongest turbulence within the cloud occurs with shear between updrafts and
downdrafts. Outside the cloud, shear turbulence has been encountered several
thousand feet above and 20 NM laterally from a severe storm. A low-level turbulent
area is the shear zone associated with the gust front.
Often, a “roll cloud” on the leading edge of a storm marks the top of the eddies in
this shear and it signifies an extremely turbulent zone. Gust fronts often move far
ahead (up to 15 NM) of associated precipitation. The gust front causes a rapid and
sometimes drastic change in surface wind ahead of an approaching storm. It is
almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in

CHAPTER 8 P: 8-197
an attempt to do so produces greatly increased stress on the aeroplane. It is

understandable that the speed of the aeroplane determines the rate of turbulence
encounters. Stresses are least if the aeroplane is held in a constant attitude and
allowed to ‘ride the waves’ (refer to OM Part B for guidance on flight in severe
turbulence).
• Icing: Supercooled water freezes on impact with an aeroplane. Clear icing can
occur at any altitude above the freezing level; but at high levels, icing from smaller
droplets may be rime or mixed rime and clear. The abundance supercooled water
droplets makes clear icing very rapid between 0ºC and -15ºC.
• Hail: Hail competes with turbulence as the greatest thunderstorm hazard to

aeroplanes.
Supercooled drops above the freezing level begin to freeze. Once a drop has
frozen, other drops latch on and freeze to it, so the hailstone grows. Large hail
occurs with severe thunderstorms with strong updrafts that have built to great
heights. Eventually, the hailstones fall, possibly some distance from the storm core.
Hail may be encountered in clear air several miles from dark thunderstorm clouds.
• Low Ceiling and Visibility: Generally, visibility is near zero within a thunderstorm
cloud. The hazards and restrictions created by low ceiling and visibility are
increased when associated with the other thunderstorm hazards.
• Effect on Altimeters: Pressure usually falls rapidly with the approach of a

thunderstorm, and then rises sharply with the onset of the first gust and arrival of
the cold downdraft and heavy rain showers, failing back to normal as the storm
moves on. This cycle of pressure change may occur in 15 minutes. If the pilot does
not receive a corrected altimeter setting, the altimeter may be more than 1.000 ft in
error.
• Lightning: A lightning strike can puncture the skin of an aeroplane. Lightning has
been suspected of igniting fuel vapours causing explosion; however, serious
accidents due to lightning strikes are extremely rare. Nearby lightning can blind the
pilot rendering him momentarily unable to navigate either by instrument or by visual
reference. Lightning can also induce permanent errors in the magnetic compass
and lightning discharges, even distant ones, can disrupt radio communications on
low and medium frequencies. Lightning intensity and frequency have no simple
relationship to other storm parameters. But, as a rule, severe storms have a high
frequency of lightning.
Each lightning strike must be recorded in Aircraft Technical Log.
• Engine Water Ingestion: Jet engines have a limit on the amount of water they can
ingest. Updrafts are present in many thunderstorms, particularly those in the
development stages. If the updraft velocity in the thunderstorms approaches or
exceeds the terminal velocity of the falling raindrops, very high concentrations of

CHAPTER 8 P: 8-198
water may occur. It is possible that these concentrations can be excess of the
quantity of water engines are designed to ingest. Therefore, severe thunderstorms
may contain areas of high water concentration which could result in flame-out
and/or structural failure of one or more engines.
Avoiding Thunderstorms
Never regard a thunderstorm harmless. Avoiding thunderstorms is the best policy. General
rules are:
• Don’t land or take-off in the face of an approaching thunderstorm. Turbulence wind
reversal or windshear could cause loss of control.
• Don’t attempt to fly under a thunderstorm even if you can see through to the other
side. Turbulence and wind shear under the storm could be disastrous.
• Don’t fly without airborne radar into a cloud mass containing scattered embedded
thunderstorms. Scattered thunderstorms not embedded usually can be visually
circumnavigated.
• Don’t trust the visual appearance to be a reliable indicator of the turbulence inside a
thunderstorm.
• Do avoid by at least 20 NM any thunderstorm identified as severe or giving an
intense radar echo. This is especially true under the anvil of large cumulonimbus.
• Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage.
• Do remember that vivid and frequent lightning indicates the probability of a severe
thunderstorm.
• Do regard as extremely hazardous any thunderstorm with tops 35.000 ft or higher
whether the top is visually sighted or determined by radar.
Departure and Arrival: When significant thunderstorm activity is approaching within 15 NM

of the airport, the Commander should consider conducting the departure or arrival from
different direction or delaying the take-off or landing. Use all available information for this
judgement, including PIREPs, ground radar, aeroplane radar, tower-reported winds, and
visual observations. In the terminal area thunderstorms should be avoided by no less than
3 NM. Many ATC radars are specifically designed to reduce or exclude returns from
‘weather’ and in these cases little or no assistance can be given by ATC. It is
recommended that any guidance given by ATC should be used in conjunction with the
aeroplane own weather radar, in order to guard against possible inaccuracies in the
ground radars interpretation of the relative severity of different parts of a storm area. Any
discrepancies should be reported to ATC. Gust fronts in advance of a thunderstorm
frequently contain high winds and strong vertical and horizontal wind shears, capable of
causing an upset near the ground. A gust front can affect an approach corridor or runway
without affecting other areas of the airport. Under such conditions, tower reported winds
and the altimeter setting could be misleading.
Microbursts: 2 NM or less in diameter, microbursts are violent short-lived descending

columns of air capable of producing horizontal winds sometimes exceeding 60 kts within
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150 ft of the ground. Microbursts commonly last one to five minutes and may emanate
from high-based cumulus clouds accompanied by little or no precipitation, or may be
associated with large cumulonimbus build-ups and be accompanied by heavy rainfall.
Because of their relatively small diameter, airport anemometers and low level windshear
alert systems may not sense this phenomenon in time to provide an adequate warning of
nearby microburst activity.
Overflying: Avoid overflying thunderstorms unless a minimum of 5.000 ft clearance above

the storm top is ensured. When possible, detour between the storm cells of a squall line
rather than directly above them. Keep the radar antenna tilted down during overflight to
properly assess the most severe cells, which may be masked by clouds formations.
Lateral Avoidance: At altitudes above the freezing level, supercooled rain and hail may
indicate as only weak radar echoes, which can mask extreme thunderstorm intensity.
Radar echoes associated with thunderstorms should be avoided by the following minimum
distances:
Flight Level Minimum Lateral Avoidance

< 200 10 NM
200 - 250 15 NM
> 250 20 NM
Flight near Thunderstorms
If flight closer than the minimum recommended distances is unavoidable, observe the
following precaution:
• When it is necessary to fly parallel to a line of cells, the safest path is on the upwind
side (the side away from the direction of storm travel). Although severe turbulence
and hail can be encountered in any direction outside a thunderstorm, strong drafts
and hail are more often encountered outside the body of the cell on the downwind
side.
• Avoid flight under the anvil. The greatest possibility of encountering hail is
downwind of the cell, where hail falls from the anvil or is tossed out from the side of
the storm. Hail has been encountered as much as 20 NM downwind from large
thunderstorms.
• Avoid Cirrus and Cirrostratus layers downwind from the storm tops. Such layer may
be formed by cumulonimbus tops and may contain hail, even though the radar
scope shows little or no return echoes.
• If ATC requirements make flight into unsafe conditions imminent, the Commander
should request a change of routing and if necessary use his emergency authority to
avoid the severe weather conditions.

CHAPTER 8 P: 8-200
• Any flight in the vicinity of thunderstorms carries the risk of a sudden onset of
moderate or severe turbulence.
Thunderstorm Penetration
If thunderstorm penetration is unavoidable, the following guidelines will reduce the

possibility of entering the worst areas of turbulence and hail:
• Prepare the aeroplane for severe turbulence - refer to OM Part B;
• Use the radar to determine the areas of least precipitation. Select a course affording
a relatively straight path through the storm. Echoes appearing hooked, finger-like,
or scalloped indicate areas of extreme turbulence, hail and possibly tornadoes, and
must be avoided;
• Penetrate perpendicular to the thunderstorm line; if not possible maintain the
original heading. Once inside the cell, continue ahead, a straight course through the
storm most likely get the aeroplane out of the hazards most quickly. The likelihood
of an upset is greatly increased when a turn is attempted in severe turbulence and
turning manoeuvres increase the stress on the aeroplane;
• Pressure changes may be encountered in strong drafts and may conduct to an
altitude error of 1.000 ft;
• Gyro-stabilised instruments supply the only accurate flight instrument indications;
• Avoid level near the 0ºC isotherm. The greatest probability of severe turbulence and
lightning strikes exist near the freezing level;
• Generally the altitudes between 10.000 ft and 20.000 ft encompass the most severe
turbulence, hail, and icing conditions, although violent weather may be encountered
at all level inside and outside an active thunderstorm;
• Due to very high concentration of water, massive water ingestion can occur which
could result in engine flameout and/or structural failure of one or more engines.
Changes in thrust should be minimised.
Operational Procedures
Whenever flying through or near to a thunderstorm, the following procedures and

techniques are recommended:
• Approaching the thunderstorm area make sure that crew members' safety belts are
firmly fastened and secure any loose articles;
• Switch ON the Seat Belt signs and ensure that all passengers are securely
strapped in and that loose equipment (e.g. cabin trolleys and galley containers) are
firmly secured;
• Pilots should remember that the effect of turbulence is normally worse in the rear of
the aeroplane that on the flight deck;
• One pilot should fly the aeroplane and control aeroplane attitude regardless of all
else and the other monitor the flight instruments continuously;

CHAPTER 8 P: 8-201
• Height for penetration must be selected bearing in mind the importance of insuring
adequate terrain clearance. Due to turbulence, wind shear, local pressure variations
the maintenance of a safe flight path can be difficult;
• The recommended speed for flight in turbulence must be observed (refer to OM
Part B);
• The autopilot should remain engaged. The autopilot is likely to produce lower
structural loads and smaller oscillations than would result from manual flight. The
auto-thrust should be disconnected to avoid unnecessary and frequent thrust
variations;
• Check the operation of all anti-icing equipment and operate all these systems in
accordance with OM Part B instructions. Icing can be very rapid at any altitude;
• Turn the cockpit lighting fully ON to minimise the blinding effect of lightning;
• Continue monitoring the weather radar in order to pick out the safest path. Tilt the
antenna up and down occasionally to detect thunderstorm activity at altitudes other
than that being flown.
8.3.8.3 Icing Conditions in Flight
Refer to FCOM PRO-SUP-30 Ice and Rain Protection.
Icing conditions occur when low temperatures are accompanied by precipitation. Icing of
the aircraft is one of the most dangerous flight hazards. Ice formation on the ground and its
effects are explained in OM Part A; Chapter 8.2.4. Pilots must be aware that flight in icing
conditions involves additional hazards. In particular, they must understand the peculiarities
of in-flight icing conditions and its effect on aeroplane performance and handling as well as
the use and limitations of aeroplane de-ice and anti-ice equipment.
Types of Ice
The usual cloud sized small droplets tend to follow the aerodynamic flow around the wing.
They are swept away, but larger, heavier droplets tend to impinge aft of the leading edge.
The larger (and hence heavier) the droplet (drizzle or rain-sized), the further aft it will
impinge. Furthermore, large droplets are relatively warm and as a result tend to run back
and spread out in liquid state before freezing. This effect is known as flowback, and its
effect depends directly upon size, temperature and velocity of water droplets and wing
surface temperature. Impingement and flowback result in ice collecting not only on the
leading edge, but also on the upper and lower surfaces of a wing, where there may be no
ice protection.
Rime ice is associated with stratiform clouds, and forms when droplets are small and the
temperature relatively cold (-15°C or colder). Not all of the droplets follow the airflow and
some impact upon the wing and tailplane leading edges with little or no flowback, freezing
quickly into rime ice. Therefore, leading edge de/anti-icing equipment is relatively effective
against this type of ice.

CHAPTER 8 P: 8-202
Clear Ice is associated with cumuliform clouds and forms when the temperature is
relatively warm (-10°C or warmer). Droplet sizes are relatively large (drizzle or rain sized),
and they tend to impinge further aft and flow back before freezing to form sheet ice on the
upper and lower surfaces of the wing. These areas may not be protected by de/anti-icing
equipment. Any deposit greater than light can significantly degrade performance, causing
problems in roll and pitch control with, in the extreme case, uncontrollable pitch up and
stall. Clear ice can form on aerofoil surfaces with few visual cues to the pilot. The absence
of the usual indications, such as ice formation on the windshield posts and/or wipers, does
not mean that clear ice is not forming.
The terms freezing drizzle or freezing rain in a terminal forecast/report indicate a strong
probability of conditions for clear ice.
Mixed Ice is a combination of clear and rime ice with all the hazards of both. It forms when
droplets vary in size (e.g. drizzle in stratiform cloud) and the temperature is in the range -
10°C to -15°C. The proportional make-up varies with the weather system.
Ice Accumulation Rates
Traces of Ice: Ice becomes perceptible, but is of no consequence and does not affect the
performance of the aeroplane. It should be reported by pilots for meteorological purposes.
Light Icing: The rate of accumulation may create a problem if extended flight in this
condition occurs. It can be safely handled by the aeroplanes de/anti-icing equipment. No
restriction to operations provided the systems are used.
Moderate Icing: The rate of accumulation is such that even short encounters become
potentially hazardous. The aeroplane's de/anti-icing equipment is designed to safely
handle it. However, it should be a signal to the pilot to alter his flight path so as to avoid
further exposure.
Severe Icing: Icing condition in which the rate of accumulation is such that the de/anti-
icing equipment fails to reduce or control the ice accumulation. Flight path shall be
immediately changed to establish more favourable conditions or land as soon as possible.
Exposure to Severe Icing
Severe icing is often associated with super-cooled large droplets (i.e. freezing drizzle or
rain). Flight in these conditions is not covered by icing certification rules. Droplets covered
by icing certification envelopes are so small that they are usually below the threshold of
detectability.
Important: Refer to the OM Part B for specific information regarding handling techniques
if inadvertently encountering severe icing conditions.

CHAPTER 8 P: 8-203
The most effective means of identifying severe icing conditions are cues that can be seen,
felt or heard. This includes visual inspection of aeroplane surfaces, e.g. wings or
windscreens.
At temperatures near freezing it may be possible to detect large droplets splashing or

splattering upon impact with the windscreen. When exposed to severe icing in the form of
supercooled large droplets, perform the following actions:
• Disengage the autopilot and hand-fly the aeroplane. The autopilot may mask
important cues or may self-disconnect and present unusual attitudes or control
conditions;
• Advise ATC and promptly exit the condition, using control inputs that are as smooth
and small as possible;
• Change heading, altitude or both to find an area that is warmer than freezing,
substantially colder than the current ambient temperature, or free of clouds;
• When severe icing conditions exist, reporting may assist other crews in maintaining
vigilance. Submit a PIREP of the observed icing conditions. It is important not to
understate the conditions or effects of the icing observed.
Possible Control Anomalies in Severe Icing Conditions
The formation of ice on the aeroplane structure could create a situation from which the
pilot might have difficulty recovering and, in some instances, may not be able to recover at
all. For this reason, the following paragraphs describe two particular types of control
upsets likely to be encountered during flight in severe icing conditions.
Roll upset is an uncommanded and uncontrolled roll phenomenon which may occur as a
consequence of, or prior to, a wing stall due to anomalous forces that cause the ailerons to
deflect or because the ailerons have lost effectiveness. Deflection of ailerons or loss of
aileron effectiveness may be caused by ice accumulation in a sensitive area of the wing aft
of the de-icing boots. It occurs under unusual circumstances associated with super-cooled
large droplets and, rarely, normal cloud droplets in a very narrow temperature range near
freezing. Roll upset can result from severe icing conditions even without the usual
symptoms of ice accumulation or a perceived aerodynamic stall. Pilots can minimize the
chance of a roll upset by being sensitive to cues that identify severe icing conditions and
by promptly exiting the severe icing conditions before control or handling characteristics of
the aeroplane are degraded to a hazardous level.
Tailplane stall is another significant hazard of airframe icing. Sharp edged surfaces are
more susceptible to collecting ice than large blunt ones. For this reason, the tailplane may
begin accumulating ice before the wings and can accumulate faster. There have been
reports of ice on the tailplane without any visible ice on the wing. This can occur if the
tailplane has not been or cannot be de-iced. A tailplane stall occurs when, as with the
wing, the critical angle of attack is exceeded. Since the horizontal stabilizer counters the

CHAPTER 8 P: 8-204
natural nose down tendency caused by the centre of lift of the main wing, the aeroplane
will react by pitching nose down, sometimes uncontrollably, when the tailplane is stalled.
Application of flaps can aggravate or initiate the stall. Use caution when applying flaps
during approach if there is the possibility of icing on the tailplane. Perhaps the most
important characteristic of a tailplane stall is the relatively high airspeed at the onset and, if
it occurs, the suddenness and magnitude of the nose down pitch. A stall is more likely to
occur when the flaps are approaching the fully extended position, after nose down pitch
and airspeed changes following flap extension, or during flight through wind gusts. Once a
tailplane stall is encountered, the stall condition tends to worsen with increased airspeed
and possibly may worsen with increased power settings at the same flap setting. Airspeed,
at any flap setting, in excess of the aeroplane manufacturer's recommendations for the
flight and environmental conditions, accompanied by uncleared ice contamination on the
tailplane, may result in a tailplane stall and uncommanded pitch down from which a
recovery may not be possible. A tailplane stall may occur at speeds less than the flaps
extension speed.
8.3.8.4 Turbulence
Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or
eddies and waves. An aircraft in turbulent flow is subjected to irregular and random
motions while, more or less, maintaining the intended flight path.
Turbulence is the result of atmospheric or environmental effects:

• Clear Air Turbulence Phenomenon: Clear Air Turbulence (CAT) layers are found
along front lines and their jet streams. These areas of vertical exchange of air mass
are the most dynamic and significant where two tropopauses overlap each other.
When turbulence becomes excessive, an altitude change is more efficient than a
track change.
• Convective Induced Turbulence: This type of turbulence is due to heat radiation
from different ground states, e.g. forests, lakes, rocks, RWYs etc. Climb out and
approach phase can be uncomfortable.
• Topographically Induced Turbulence: Topographically induced turbulence occurs
in strong wind conditions behind hills, buildings, etc. These conditions may also
cause wind shear.
• Wake Turbulence: Behind aircraft consists of two counter-rotating cylindrical
vortices. The pressure differential between the upper and the lower side of the wing
triggers the roll up of the airflow aft of the wing, resulting in swirling air masses
trailing downstream of the wing tips. Pilots should avoid a region within less than
200ft of the vortex core. When flying on track systems in oceanic or remote areas
offset procedures (i.e. SLOP) may be applied.
En-route turbulence accounts for a substantial number of passenger and/or cabin crew
injuries and can occur at any time and at any altitude. Turbulence can be expected, or it

CHAPTER 8 P: 8-205
can be sudden and unexpected. Intensity can vary and is relative to location of the
occupants in the aeroplane (generally the rear of the aeroplane will experience greater
turbulence intensity then the front).
Turbulence injury prevention takes a combination of teamwork and personal responsibility.

The responsibility for preventing turbulence injuries will continue to rest with each
individual crew member. Crew members should keep each other informed of conditions
and take appropriate actions to avoid injuries.
Procedures for flying in severe turbulence are described in FCOM PRO-SUP-91-10

Severe Turbulence.
The Commander should include a weather turbulence briefing with the standard pre-
departure briefing, and the cabin crew should pay particular attention to turbulence
forecasts. The weather briefing should contain the following:
• Discussion of the critical exposure periods (which could include take-off, cruise or
known areas of turbulence and descent);
• Expected en-route weather;
• Forecast turbulence location (in terms of flying time and degree of reported
turbulence);
• Communication of possible service modifications prior to expected turbulence
encounters;
• Establishment of the “all clear” signal, usually done by turning the Seat Belts sign to
OFF.
During the welcome PA, the CIC shall advise passengers to keep their seat belts fastened
during the entire flight whilst seated.
While in flight, the Commander should communicate with the CIC if turbulence is expected
or encountered. He will call the CIC to the cockpit or turn the Seat Belts sign to ON. The
CIC should communicate this information to the other cabin crew members. Cabin crew
should then prepare the cabin according to the level of the turbulence anticipated.
Communication must flow two ways. If a reasonable amount of time has elapsed with no
turbulence and the Seat Belts sign remains ON, CIC should initiate contact with the
Commander via interphone in order to determine if it is safe to resume duties.
The following items shall be accomplished by the CIC when he is informed by the flight
crew that turbulence is expected:
• Ask how much time is available prior to encountering, anticipated intensity and the
duration of the turbulence;
• Ensure that all cabin crew members are given the same information;
• Coordinate with the flight crew regarding appropriate announcements advising the
passengers of the situation, including fastening their seat belts;

CHAPTER 8 P: 8-206
• Determine the level of service if any;

• Advise the Commander when cabin is secure;
• Confirm any other specific information or instructions.
Cabin crew members should:

• Ensure all occupants are seated and seat belts fastened - infants should be
secured using infants seat belt;
• Ensure all lavatories are vacated;
• Secure all loose items in the flight and galleys - all carts should be stowed and
locked;
• Take designated cabin crew seats and fasten seat belts and shoulder harness;
• Remain seated until Seat Belts sign is switched OFF.
When the turbulence has ended and the Seat Belts sign has been switched OFF, the
cabin crew shall check passengers, cabin and flight deck to ensure there are no adverse
effects arising from the turbulence encounter.
If conditions dictate (moderate or greater intensity turbulence) and Seat Belts sign has not
been switched ON, cabin crew shall immediately take the nearest seats or jump seats and
fasten seat belts and shoulder harnesses. CIC or any other cabin crew member should
make public address instructing passengers to return to their seats and fasten seat belts.
When possible, the Commander shall be informed via interphone of cabin status (secured
or unsecured).
Turbulence has been divided into four categories based upon the severity of the
encounter:
Intensity Aircraft Reaction Reaction inside Aircraft

Turbulence that momentarily causes Occupants may feel a slight strain
slight, erratic changes in altitude against seat belts or shoulder straps.
and/or attitude. Unsecured objects may be displaced
Light
slightly. Food service may be
conducted and little or no difficulty is
encountered in walking.
Similar to light turbulence but of Occupants feel definite strains
greater intensity. Changes in altitude against seat belts or shoulder straps.
and/or attitude occur but the aircraft Unsecured objects are dislodged.
Moderate
remains in positive control at all Food service and walking are difficult.
times. It usually causes variations in
indicated airspeed.

CHAPTER 8 P: 8-207
Intensity Aircraft Reaction Reaction inside Aircraft

Turbulence that causes large, abrupt Occupants are forced violently
changes in altitude and/or attitude. It against seat belts or shoulder straps.
Severe usually causes large variation in Unsecured objects are tossed about.
indicated airspeed. Aircraft may be Food service and walking is
momentarily out of control. impossible.
Turbulence in which the aircraft is Occupants are forced violently
violently tossed about and is against seat belts or shoulder straps.
Extreme practically impossible to control. It Unsecured objects are tossed about.
may cause structural damage. Food service and walking is
impossible.
Turbulence AIREP (ICAO Doc 4444)
When encountering turbulence, pilots shall report such conditions to ATC as soon as
practicable. The turbulence PIREP should state at least:
• Aeroplane position;
• Aeroplane altitude or flight level;
• Turbulence intensity.
8.3.8.5 Windshear
Windshear is a rapid variation in wind velocity and/or direction along the flight path of the
aeroplane. Pilots must remain alert to the possibility of wind shear, and be prepared to
make relatively harsh control inputs and power changes to offset its effects. Immediately
after take-off and on the final approach the pilot’s course of action is critical, since they will
normally be at the recommended speed for the configuration, and close to the ground.
When encountering windshear conditions, pilots shall report such conditions to ATC as
soon as practicable via PIREP, stating the loss or gain of speed and the altitude at which it
was encountered, along with the type of aircraft.
Conditions that indicate the possibility of windshear and their associated probability are
represented on the following table.
Probability of
Observation
Windshear
Forecast of convective weather. LOW
Presence of convective weather near intended flight path with
localized strong winds (tower reports or observed blowing dust, rings
of dust, tornado-like features, etc.).
MEDIUM
PIREP of airspeed loss or gain15 knots or less.
LLWAS alert or wind velocity change observation less than 20 knots.

CHAPTER 8 P: 8-208
Probability of
Observation
Windshear
Onboard windshear detection system alert reported or observed.
localized strong winds (tower reports or observed blowing dust, rings
of dust, tornado-like features, etc.).
Presence of convective weather near intended flight path with rain
shower, lightening and/or Virga.
Presence of convective weather near intended flight path with HIGH
moderate or greater turbulence (reported or radar indications).
temperature / dew point spread between 15 and 30 °C.
PIREP of airspeed loss or gain15 knots or greater.
LLWAS alert or wind velocity change observation less than 20 knots.
These guidelines apply to operations in the airport vicinity i.e. within 3 miles of the point of
take-off or landing, along the intended flight path and below 1.000 ft AGL. The clues
should be considered cumulative. If more than one is observed the probability weighting
should be increased. The hazard increases with proximity to convective weather. Weather
assessment should be made continuously.
Currently no quantitative means exists for determining the presence or intensity of

microburst windshear. Pilots are urged to exercise caution in determining a course of
action.
The observation weighting is categorized according to the following scale:

• Low Probability: Consideration should be given to this observation, but a decision
to avoid is not generally indicated.
• Medium Probability: Consideration should be given to avoiding. Precautions as
specified in the OM Part B are appropriate.
• High Probability: Critical attention need be given to this observation. A decision to
avoid (e.g. divert or delay) is appropriate.
Although encountering weather conditions described in the foregoing table at an altitude

above 1.000 ft AGL may be less critical in terms of flight path, such encounters may
present other significant weather related risks. Pilots are therefore urged to exercise
caution when determining a course of action. Use of the table above should not replace
sound judgement in making avoidance decisions. Windshear clues should be considered
cumulative. The probability for each single observation is given. However, if more than one
windshear clue is observed, the total probability rating may be increased to reflect the total
set of observations.

CHAPTER 8 P: 8-209
Windshear on Take-off
If there are reports of severe windshear, take-off should be delayed. If after take-off the
presence of shear is indicated by rapidly fluctuating airspeed and/or rate of climb/descent,
or on receipt of a windshear warning apply maximum thrust and aim to achieve maximum
lift and maximum distance from the ground without changing aeroplane configuration until
safety is assured. Advise ATC as soon as possible.
Windshear on Approach
If there are reports of severe windshear, consider holding or diverting. If conditions are
such that windshear might be encountered the Commander should brief that a go-around
may be required. If windshear is experienced on final approach a go-around shall be
carried out if the approach becomes unstable. For detailed operating procedures refer to
OM Part B.
8.3.8.6 Jetstream
Near the tropopause there can be narrow bands of wind with extremely high speeds (up to
300 kts) called Jetstream. The extent in length is up to several thousand miles, the width
can be several miles. The main direction is southwest to north. In mid-latitudes there is a
common area for clear air turbulence (CAT) around the jet stream, above the jet core and
to the polar side.
Taking a cross section of a jet stream looking downwind, the turbulence region would be to
the left of the core in the Northern Hemisphere and to the right in the Southern
Hemisphere. To avoid or leave the area of CAT the following procedures should be
applied:
• Reduce speed, to reduce acceleration due to wind shears;
• When flying parallel with the jet stream changing altitude up to 1.000 ft;
• When flying perpendicular to the jet stream, changing altitude by 1.000 ft from the
warm side to the cold side downwards, from the cold side to the warm side
upwards;
• If the temperature is changing in the CAT area the flight should be continued on
course, the CAT area is likely to be crossed in a short time;
• If the temperature remains constant the course should be altered in order to leave
the CAT area.

CHAPTER 8 P: 8-210
8.3.8.7 Volcanic Ash Clouds
Refer to OM Part C.
Flying through an ash cloud should be avoided by all means because of extreme hazard
for the engines and the aeroplane. Volcanic ash may extend for several hundred miles,
and eruptions may send ash plumes up to 40.000 ft.
Do not rely on weather radar to detect ash clouds or volcanic dust as they cannot be
detected by the weather radar.
If the aeroplane enters an ash cloud the flight crew can expect:
• Smoke, dust or acrid odours similar to electric sparks in the cockpit;
• At night heavy static discharges around the windshield;
• A decrease in engine rpm, a decrease in fuel flow, and an increase in EGT;
• Engine surge or overheat;
• Engine flame-out;
• Unreliable airspeed indication;
• Pressurisation and electrical systems may be affected;
• At night, St.Elmo’s fire or other static discharges accompanied by a bright orange
glow in the engine inlets.
When encountering ash cloud the following procedures are recommended:

• Fly on the upwind side;
• Turn on continuous ignition;
• Declare an emergency;
• Reduce power to idle to provide additional engine stall margin and lower turbine
temperature;
• Try to escape the ash cloud by descending and flying a 180° turn (if terrain
clearance permits);
• Check the applicable procedure in QRH / FCOM;
• Do not climb in order to overfly the ash cloud;
• Monitor attitude versus airspeed;
• Keep as many engines running as possible;
• Restart any engine which was shut down due to EGT exceeding the limits. If an
engine fails to restart repeated attempts should be made immediately to avoid
solidification of molten ash on the turbine blades;
• Turn on total anti-ice (engine and wing) as this will provide an additional engine stall
margin by reducing engine pressure.

CHAPTER 8 P: 8-211
Following encounter with an ash cloud a landing at the next suitable airport is
recommended. If visibility through the windshield is impaired a runway with autoland
capability should be considered.
Flight crew shall file an ASR (MOR) and VAR when volcanic eruption is observed or when
volcanic ash cloud is observed or encountered. If flight crew see a volcanic eruption and
have not been previously notified of it, they may have been the first person to observe it. In
this case, immediately contact ATC and alert them to the existence of the eruption. If
possible, use the Volcanic Activity Reporting form (VAR) depicted in OM Part A, Chapter
11.8.8. Items 1 through 8 of the VAR should be transmitted immediately. The information
requested in items 9 through 16 should be passed after landing. If a VAR form is not
immediately available, relay enough information to identify the position and nature of the
volcanic activity. Do not become unnecessarily alarmed if there is merely steam or very
low-level eruptions of ash.
Information on volcanic activities, including pre-eruption activity, volcanic eruption and

volcanic ash clouds is transmitted to aeroplanes operating on routes that could be
affected. This information is also published by NOTAMS and SIGMETS up to a 12-hour
validity period and, if necessary, recommendations on re-routeings will be included.
8.3.8.8 Heavy Precipitation
Heavy precipitation in flight can be in the form of rain, snow or hail. It is usually
encountered in the vicinity of storm clouds and/or frontal edges. Extremely heavy
precipitation has been known to cause jet engines to flame out, therefore under these
conditions the engine ignition should be switched on. In combination with low temperature
severe airframe and engine icing can occur therefore the aeroplane anti-icing system
should be activated and monitored. The weather radar will be showing strong returns and
should be used to select the safest routing through the storm activity.
There is likely to be associated turbulence with the heavy precipitation and so prompt
action to secure the flight must be taken. Loss of orientation should be guarded against
during the change over from instruments to visual flying during the approach, especially in
snow showers and blowing snow. In falling snow and blowing snow, landing lights should
be used with caution as the reflected light may actually reduce the effective visibility and
even cause false impression of drift during flare and roll-out. On the ground, contaminated
runways may influence the performance, crosswind limitations and give a risk of
aquaplaning. The respective procedures in OM Part B must be followed.
8.3.8.9 Sandstorms
Avoid flying in active sandstorms whenever possible. When on ground, aeroplane should
ideally be kept under cover if dust storms are forecast or in progress. Alternatively, all
engine blanks and cockpit covers should be fitted, as well as the blanks for the various
system and instrument intakes and probes. They should be carefully removed before flight
CHAPTER 8 P: 8-212
to ensure that accumulation of dust is not deposited in the orifices which the covers are
designed to protect.
8.3.8.10 Mountain Waves
Mountain waves and downslope windshear are caused by a significant airflow crossing a
mountain range together with special atmospheric conditions. The strong vertical and
horizontal wind shears, rotor turbulences, represent a danger at low heights as well as the
strong downslope wind at the lee side of the mountains.
Frequently, a second rotor will form up to 100 NM from the lee side of the mountain,
producing original wave action. Flight crews should be aware of the potential hazard at
airports within the flow regime of the wave. Depending on moisture content of the air,
lenticular (lens-shaped) clouds may be present.
When approaching a mountain range from upwind side, there will usually be a smooth
updraft. Therefore, it is not quite as dangerous an area as the lee of the range. Expected
downdrafts from the leeward side can exceed the climb capability of the aircraft. Flight
crews should always be prepared to cope with a downdraft and turbulence. When
overflying mountainous terrain in strong winds apply additional terrain clearance margin.
On some airports, relief or obstacles may cause special wind conditions with severe
turbulence and windshear on approach or during take-off. Special procedures or
recommendations are indicated on aerodrome charts when appropriate. They must be
taken into account by the flight crews for the choice of the landing or take-off runway.
Encounter with mountain waves can be recognised by long-term variations in aircraft

speed and pitch attitude in level cruise. Variations may be large. Altitude can usually be
maintained by the auto-pilot height-lock, but in severe cases, it may be necessary to
change power if speed alters dangerously. Bear in mind that at cruising level the margin
between low and high speed limits can be relatively small.
The effect of mountain waves reduces with increased height. At normal cruising
altitudes/levels, mountain waves are usually free from clear-air turbulence, unless
associated with jetstreams, thunderstorms or in rare cases of vertically-propagating wave
or wave-breaking.
Near the ground in a mountain wave area, however, severe turbulence and windshear
may be encountered. This region is known as a lee-wave rotor, and is caused by flow
separation behind the mountain range. Take-off or landing is not advisable in a strong lee-
wave rotor, and should not be attempted. If severe turbulence is encountered at low level
in the lee of a mountain range, the quickest way out is up. If unable to climb, the next best
is directly away from the range.

CHAPTER 8 P: 8-213
8.3.8.11 Significant Temperature Inversion
General
In meteorology, air temperature at the earth’s surface is normally measured at a height of

about 4 ft above the ground. From that temperature which is reported by ATC take-off
performance will be defined. All along the take-off flight path, aeroplane performance is
computed considering the altitude gained, the speed increase, but also implicitly
considering a standard evolution of temperature, i.e. temperature is considered to
decrease by 2°C for each 1.000 ft. Although most of the time temperature will decrease
with altitude in quite a standard manner, specific meteorological conditions may lead the
temperature evolution to deviate from this standard rule. With altitude increasing, marked
variations of the air temperature from the standard figure may be encountered. In that way,
air temperature may decrease in a lower way than the standard rule or may be constant or
may even increase with altitude. In this last case, the phenomenon is called a temperature
inversion.
As described below, this may particularly affect the very lower layer of the atmosphere
near the earth’s surface. There are many parameters, which influence air temperature and
may lead to a temperature inversion. Close to the ground, air temperature variations
mainly result from the effects of:
• Seasonal variations;
• Diurnal/nocturnal temperature variations;
• Weather conditions (effect of clouds and wind);
• Humidity of the air,
• Geographical environment such as:
- Mountainous environment;
- Water surface (sea);
- Nature of the ground (arid, humid);
- Latitude;
- Local specificity.
As a general rule, valid for everywhere, low wind conditions and clear skies at night will
lead to rapid cooling of the earth and a morning temperature inversion at ground level.
Morning Temperature Inversion
In the absence of wind or if the wind is very low, the air which is in contact with a cold
earth surface will cool down by heating transfer from the warm air to the cold ground
surface. This transfer of heat occurs by conduction only and consequently leads to a
temperature inversion which is limited in altitude. This process needs stable weather
conditions to develop.

CHAPTER 8 P: 8-214
Schematically, during the day, the air is very little heated by solar radiation and the earth is
much more. But the lower layer of the atmosphere is also heated by contact with the
ground, which is more reactive to solar radiation than the air, and by conduction between
earth and atmosphere.
At night, in the absence of disturbing influences, ground surface cools down due to the
absence of solar radiation and will cool the air near the ground surface. In quiet conditions,
air cooling is confined to the lowest levels. Typically, this effect is the biggest at the early
hours of the day and sunshine subsequently destroys the inversion during the morning.
Similarly, wind will mix the air and destroy the inversion.
Magnitude: This kind of inversion usually affects the very lowest levels of the atmosphere.
The surface inversion may exceed 500 ft but should not exceed 1.000 to 2.000 ft. The
magnitude of the temperature inversion cannot be precisely quantified. However, a
temperature inversion of about +10°C is considered as quite an important one. Usually,
within a temperature inversion, temperature regularly increases with altitude until it
reaches a point where the conduction has no longer any effect.
Exposed Areas: This kind of inversion may be encountered world-wide. However, some
areas are more exposed to this phenomenon such as arid and desert regions. It may be
also encountered in temperate climate particularly during winter season (presence of fog).
Tropical regions are less sensitive due to less stable weather conditions. In some northern
and continental areas during winter in anticyclonic conditions, the low duration of sunshine
during the day could prevent the inversion from destruction. Thus, the temperature of the
ground may considerably reduce and amplify the inversion phenomenon. In a lower extent,
this may also occur in temperate climate during winter, if associated with cold anticyclonic
conditions.
Wind change: The air mass in the inversion layer is so stable that winds below and above
tend to diverge rapidly. Therefore, the wind change, in force and direction, at the upper
inversion surface may be quite high. This may add to the difficulty of flying through the
inversion surface. In some conditions, the wind change may be so high as to generate a
small layer of very marked turbulence.
Other Types of Temperature Inversion
The morning temperature inversion process is considered as the most frequent and the
most sensitive. However, as also mentioned above, other meteorological conditions of a
less frequent occurrence and magnitude may lead to temperature inversions. For instance,
the displacement of a cold air mass over a cold ground surface may lead to turbulence
resulting in a transfer of heat to the lower levels of this mass, thus, also creating a
temperature inversion in the lower levels of the atmosphere below this air mass. Usually,
this kind of inversion has lower magnitude than the previous case described above. In any
case, pilot experience, weather reports or pilot reports will be the best way in identifying
such weather conditions.

CHAPTER 8 P: 8-215
Effect on Aeroplane Performance
A temperature inversion will result in a reduction of the thrust only when performing a
maximum take-off thrust during hot days, i.e. the actual ambient temperature is above
TREF (Flat Rating Temperature).
In the event of temperature inversion, the climb performance will be affected in the cases
where the thrust is affected. However, to affect the aeroplane performance, a temperature
inversion must be combined with other factors. During a normal take-off with all engines
operative, the inversion will have no effect since the actual aeroplane performance is
already far beyond the minimum required performance. Then, the actual aeroplane
performance could be affected only in the event of an engine failure at take-off. However,
conservatism in the aeroplane certified performance is introduced by the FAR/JAR Part 25
rules, to take account for inaccuracy of the data that are used for performance
calculations. Although not specifically mentioned, temperature inversions can be
considered as part of this inaccuracy.
Therefore, a temperature inversion could become a concern during the take-off only in the
following worst case with all of these conditions met together:
• The engine failure occurs at V1;
• Take-off is performed at maximum take-off thrust;
• OAT is close to or above TREF;
• The take-off weight is limited by obstacles;
• The temperature inversion is such that it results in the regulatory net flight path
margin cancellation and leads to fly below the regulatory net flight path.
In all other cases, even if the performance is affected (inversion above TREF), the only
detrimental effect will be the climb performance to be lower than the nominal one.
8.3.8.12 Adverse Runway Conditions
Runway Friction Characteristics
The stopping performance of an aeroplane is for the most part dependent on the available
friction between the aircraft tires and the runway surface, and the landing and take-off
speeds.
Adequate runway friction characteristics/suitable braking action are required for:

• The deceleration of the aircraft after landing or a rejected take-off;
• The directional control during the ground roll on take-off or landing, in particular in
the presence of crosswind, asymmetric engine power or technical malfunctions;
• Wheel spin-up at touchdown.

CHAPTER 8 P: 8-216
To compensate for the reduced stopping and directional control capability for adverse
runway conditions (such as wet or slippery conditions) performance corrections are
applied in the form of a:
• Runway length increment;
• Reduction in allowable take-off or landing weight;
• Reduction of allowable cross-wind component.
At low speed the braking friction varies with speed, at higher speed braking action is
primarily function of runway surface and runway condition.
The friction level of a concrete runway is not as good as black top asphalt runway. Asphalt
needs grooving to be skid resistant, especially when wet. Grooving is an artificial way of
restoring texture to asphalt. It gives the gaps that the water can dissipate into as the tyre
rolls over the asphalt. A grooved runway is restored to being equivalent in surface texture
to a surface that is a little bit rough.
Another treatment, which is equivalent to grooving in terms of restoring texture, is called

Porous, or Porous Friction Course (PFC). Finally, a few runways that are Sealed or Chip
Sealed are also black and have a rough texture. Grooved/Porous/Sealed asphalt should
be treated as a normal runway surface, and normal limits are applied (wet/dry etc.) without
any further performance credit assumed. Un-grooved asphalt or ‘not porous’ asphalt
should be considered as sub-standard and treated with caution when the surface is not
dry.
However, even grooving may not cope with standing water due to:
• Ruts and birdbaths in the runway (common in worn-out runways);
• Heavy rainstorms;
• All the grooves and texture being filled up with rubber deposits.
If standing water (puddles or sheets of water glistening) are observed on the runway, the
crew must exercise caution regardless of whether the runway has been grooved or not.
Measuring of Runway Friction Coefficient
The friction coefficient (FC) is defined as the ratio of the maximum available tire friction
force and the vertical load acting on the tire. This coefficient is named “Mu”. Various
systems are used to measure the runway friction coefficient / conditions:
1) Skiddometer High pressure tire (SKH);
2) Skiddometer Low pressure tire (SKL);
3) Surface Friction Tester (SFT);
4) Mu-meter (MUM);
5) Diagonal braked vehicle (DBV);

CHAPTER 8 P: 8-217
6) Tapley meter (TAP);

7) James Brake Decelerometer (JBD).
Experience has shown that the presence of contaminants may under certain conditions
adversely affect the accuracy of the friction values obtained by any of the above friction
measuring devices. The following are conditions under which friction measurements may
not relate to actual aeroplane braking performance:
• When the water on a pavement surface exceeds 1 mm;
• When water is present on top of an ice layer on the pavement surface, and its depth
exceeds 1 mm);
• When there is presence of slush on the pavement exceeding 3 mm;
• When there is slush or wet snow on ice or compacted snow exceeding 3 mm;
• When the depth of dry snow on the pavement surface exceeds 25 mm.
As long as friction measurements are taken under conditions that do not violate the above
criteria, the results are accurate and credible and truly reflect the surface friction
characteristics. However, the results of the friction measuring equipment do not generally
correlate with each other for all surface conditions and no correlation has been established
between these results and the stopping performance of an aeroplane.
The only perfect way of measuring the friction coefficient for a specific aeroplane is by
using that specific aeroplane braking system on the surface concerned.
Friction measurements or braking action estimation may be reported:

• In plain language by the tower;
• By the routine weather broadcast (METAR);
• By SNOWTAM.
Reporting of Estimated Runway Friction Characteristics
When friction measurement are not available but can be only estimated, the flight crew will
be informed only of the estimated braking action (BA) reported as »DRY«, »GOOD«,
»MEDIUM« (or »FAIR«), »POOR«, »UNRELIABLE/NIL« or a combination of these terms.
The following ICAO ATC runway friction report codes relate to the surface conditions i.e.
‘good’ on a wet runway relates to wet stopping performance which is already degraded
with respect to dry runway operations.
• DRY: Maximum energy stops possible with little deterioration in certified (dry)
stopping distance.
• GOOD: More braking is available than will be used in an average airline type
deceleration.
If a maximum energy stop were attempted (wet), some distance in excess of
certified stopping distance would be expected. If the surface is affected by snow or

CHAPTER 8 P: 8-218
ice and the braking action is reported as ‘good’, pilots should not expect to find
conditions as good as on clean dry runway (where the available friction may well be
greater than that needed in any case). The value ‘good’ is a comparative value and
is intended to mean that aeroplanes should not experience directional control or
braking difficulties, especially when landing.
• MEDIUM: Sufficient braking and cornering force is available for a well-flown
approach and landing using light braking. However, excess speed or long
touchdown would result in an extremely low safety factor depending on runway
length and crosswind component. Careful planning and good judgment are
required.
• POOR: Very careful planning, judgment, and execution are absolutely essential.
Crosswind becomes a priority consideration. While a safe and successful approach,
landing, and stop can be accomplished if all factors are favourable, there is little
room for error. Care must be exercised in every aspect of the operation and a very
careful evaluation of all conditions is necessary.
• UNRELIABLE: Will be reported when surface conditions do not permit a meaningful
braking action value to be determined (i.e., standing water, slush, wet snow with
potential hydroplaning).
Combination of reports is possible (MEDIUM/POOR for example) when conditions are

between those described above.
Pilots should treat reported braking action reports with caution and interpret them
conservatively.
For example, the pilots of two identical aeroplanes landing in the same conditions, on the
same runway could give different braking action reports. These differing reports could be
the result of differences between the specific aeroplane, aeroplane weight, pilot technique,
pilot experience in similar conditions, pilot total experience, and pilot expectations.
Practically the following correlation may be used as a guideline:
Estimated Braking Action Friction Coefficient

Good 0.40 and above
Medium / Good 0.39 to 0.36
Medium 0.35 to 0.30
Medium / Poor 0.29 to 0.26
Poor 0.25 and bellow
Unreliable -

CHAPTER 8 P: 8-219
Meteorological Observations
Meteorological observations in connection with knowledge of previous runway conditions

will, in many cases, permit a fair estimate to be made of braking action.
On snow- or ice-covered runways that are not treated, the friction coefficient varies from as
low as 0.05 to 0.30. In these conditions, it is very difficult to state exactly how and why the
runway conditions vary. Here, the braking action is very much dependent upon the
temperature, especially near the freezing point. When the temperature is below freezing,
the braking action could be fairly good. It will so remain if the temperature decreases but if
the temperature rises to the freezing point or above, the braking action will decrease
rapidly. Sometimes very low friction coefficient values occur when humid air is drifting over
an icy runway even though the temperature may be well below the freezing point.
Some of the various atmospheric conditions that influence braking action are given below:
• Friction Coefficient between 0.10 and 0.30 (Poor - Medium/Poor)
The following conditions typically produce these friction coefficients:
- Slush or rain on snow- or ice-covered runway;
- Runway covered with wet snow or standing water;
- Change from frost to temperature above freezing point;
- The type of ice which is formed after long periods of cold;
- A thin layer of ice formed:
- By frozen ground having been exposed to humidity or rain at 0°C or
above;
- When due to radiation, e.g. when the sky clears, the runway surface
temperature drops below freezing point and below the dew point (this
ice formation can take place very suddenly and occur while the
reported air temperature may still be quite a few degrees above the
freezing point).
• Friction Coefficient between 0.25 and 0.35 (Medium/Poor-Medium)
- Snow conditions at temperature just below freezing point;
- Snow-covered runways at temperatures below freezing point, exposed to
sun;
- Slush-covered runway.
• Friction Coefficient between 0.35 and 0.45 (Medium/Good-Good)
- Snow-covered runways which have not been exposed to temperatures
higher than about –2 ºC to –4 ºC;
- Damp or wet runway without risk of hydroplaning (less than 3 mm water
depth).

CHAPTER 8 P: 8-220
Aeroplane Performance on Wet or Contaminated Runways
Take-off and landing performances on wet or contaminated runways are given in OM Part
B. The information presented to the flight crew in line operations is usually mixture of
contaminant type, contaminant depth, friction measurements and braking action reports.
The Commander shall consider all available information, including runway surface
condition reports, braking action reports, and friction measurements. Given a friction or
braking action report, the Commander shall apply sound judgement in considering its
applicability in determining aeroplane braking performance. He shall consider the following
factors:
• The age of the report;
• Meteorological conditions present since the report was issued;
• Type of aeroplane or device used to obtain the report;
• Whether the runway surface was treated since the report;
• The methods used for that treatment.
Important: Take-off or landing shall be avoided from icy runways, and from runways for
which the reported FC is less than 0.25 and/or BA is reported as »POOR«.
For other contaminants deposit limits as specified in OM Part B are relevant
and shall be respected. When different values of contaminant depth, runway
friction or braking action are reported for different portions of the same
runway, the most adverse values shall be used in all performance
computations.
The cleared/treated runway width should normally not be less than 30 m (100 ft). If,
however, the width of the treated runway (sanded, sprayed, etc.) is less than 30 m, the
operation on such runway is under Commander's discretion. The criteria for the FC/BA
must be met for the treated runway width. If the treated runway width is less than 40 m, the
Commander should carefully evaluate the maximum acceptable crosswind.
Guidelines for Operations on Wet and Contaminated Surfaces
• General Consideration
The use of thrust reversers is mandatory for take-off and landing on contaminated
runways.
The two most important variables confronting the pilot when runway coefficient of
friction is low and/or conditions for hydroplaning exist, are the length of runway and
crosswind magnitude. The total friction force of the tires is available for two
functions – braking and cornering. If there is a crosswind, some friction force is
necessary to keep the aircraft on the centreline (cornering).
Tyre cornering capability is reduced during braking or when wheels are not fully
spun up. Locked wheels eliminate cornering. Therefore in crosswind conditions, a
longer distance will be required to stop the aircraft.

CHAPTER 8 P: 8-221
• Taxiing
Aeroplane may be taxied at the Commander discretion on ramps and taxiways not
cleared of snow and slush. More power than normal may be required to commence
and continue taxi so care should be taken to avoid jet blast damage to buildings,
equipment and other aircraft. Be aware of the possibility of ridges or ruts of frozen
snow that might cause difficulties. The boundaries/edges of manoeuvring areas and
taxiway should be clearly discernible. If in doubt, request ‘Follow me’ car guidance.
When executing sharp turns while taxiing or parking at the ramp, remember that
braking and steering capabilities are greatly reduced with icy airport conditions;
reduce taxi speed accordingly. Slat/flap selection should be delayed until
immediately before line up to minimise contamination.
• Take-off
Severe retardation may occur in slush or wet snow. In most cases, this lack of
acceleration will be evident early on the take-off run. Maximum permissible
thrust/power must be used from the start. Large quantities of snow or slush, usually
containing sand or other anti-skid substances may be thrown into the engines, static
ports and onto the airframe. Pod and engine clearance must be watched when the
runway is cleared and snow is banked at the sides of runways or taxiway.
• Landing
Pilots should be aware that where rain, hail, sleet or snow showers are encountered
on the approach or have been reported as having recently crossed the airfield,
there is a high probability of the runway being contaminated. The runway state
should be checked with ATC before commencing or continuing the approach. Very
often a short delay is sufficient to allow the runway to drain or the contaminant to
melt.
Use of reverse thrust on landing on dry snow in very low temperatures will blow the
dry snow forward especially at low speed. The increase in temperature may melt
this snow and form clear ice on re-freezing on static ports.
The shortest stopping distances on wet runways occur when the brakes are fully
applied as soon as possible after main wheel spin up with maximum and immediate
use of reverse thrust.
Landing on contaminated runways without antiskid should be avoided. It is strongly
recommended to use the autobrake (if available) provided that the contaminant is
evenly distributed. The factors and considerations involved in landing on a slippery
surface are quite complex and depending on the circumstances, the pilot may have
to make critical decisions almost instinctively.
The following list of items summarises the key points to be borne in mind (several may
have to be acted upon simultaneously):
• Limit crosswind components to values specified in OM Part B;
• Establish and maintain a stabilised approach;
• Consider the many variables involved before landing on a slippery runway:

CHAPTER 8 P: 8-222
- Landing weather forecast;

- Aircraft weight and approach speed;
- Landing distance required;
- Aquaplaning speed;
- Condition of tires;
- Brake characteristics (anti-skid, autobrake mode);
- Wind effects on the directional control;
- Runway length and slope;
- Glide path angle;
• Do not exceed VAPP at the threshold. An extended flare is more likely to occur if
excess approach speed is present;
• Be prepared to go-around;
• Flare the aircraft firmly at the 1000 ft aiming point. Avoid build up of drift in the flare
and runway consuming float. A firm landing, by facilitating a prompt wheel spin up,
also ensures efficient antiskid braking;
• Select reverse thrust as soon as possible;
• Get the nose of the aircraft down quickly. Do not attempt to hold the nose off
aerodynamic braking. Aim to have the nose wheel on the ground by the time
reverse thrust reaches the target level;
• The brakes are the primary means for stopping the aeroplane but if necessary the
full reverse thrust may be maintained until the aeroplane is fully stopped. Excessive
braking in crosswinds will lead to the aeroplane drifting away from the centreline.
Do not de-crab completely as the aeroplane will yaw on the slippery runway due to
its weathercock stability;
• Keep the aircraft aligned with the runway centreline. Do not allow large deviations
from the runway heading to develop as recovery can become very difficult. Use of
the nose wheel steering is not recommended. Under slippery conditions, the nose
wheels must be closely aligned with the aeroplane track or they will scrub;
• If directional or lateral control difficulties are experienced, disconnect the autobrake,
if necessary, reduce reverse thrust levels symmetrically, and regain directional
control with rudder, aileron and differential braking. Once under control, re-apply
manual braking and increase symmetrical reverse levels as required while easing
the aircraft back towards the runway centreline;
• After landing in heavy slush do not retract the slats and flaps. Allow ground
personnel to clear ice and slush from slats and flaps before full retraction. Taxi with
caution to parking area as flaps extended provides a much reduced ground
clearance.

CHAPTER 8 P: 8-223
8.3.8.13 Tropical Storms (Typhoons, Hurricanes and Cyclones)
Refer to OM Part C.
Tropical storms are basically the same worldwide. As the intensity of the storm increase,
they go under various names in different geographical regions. The term Typhoon applies
in the Western Pacific ocean; the term Hurricane applies in the West Indies, Atlantic Gulf
of Mexico and Southern USA; Cyclone in the Indian Ocean, the Bay of Bengal and the
Arabian Sea and Anticyclone in Southern Hemisphere.
By international agreement tropical cyclones occurring in the western Pacific and the
China Seas are classified according to the maximum sustained wind speeds within their
circulations, as shown in the table below.
Class Maximum sustained wind speed Tropical gust peak speeds*

Tropical depression < 33 knots 40 - 50 knots
Tropical storm 34 - 47 knots 50 - 75 knots
Severe tropical storm 48 - 63 knots 75 - 100 knots
Typhoon > 64 knots > 100 knots
Winds associated with tropical cyclones

* The figures in the last column do not form part of the international definitions and are only
typical of tropical cyclones experienced near Hong Kong.
Typhoon Categories
Typhoon intensities are measured by the wind speed of the storm according to the Saffir-
Simpson Scale.
Category 1
(Minor hurricane/typhoon, 74-95 mph/64-82 knots/119-153 km/h) - No real damage to
building structures. Damage primarily to unanchored mobile homes, shrubbery, and trees.
Also some coastal road flooding and minor pier damage.
Category 2
(99-110 mph/83-95 knots/154-177 km/h) - Some roofing material, door, and window
damage to buildings. Considerable damage to vegetation, mobile homes and piers.
Coastal and low-lying escape routes flood 2-4 hours before arrival of centre. Small craft in
unprotected anchorages break moorings.

CHAPTER 8 P: 8-224
Category 3
(Major hurricane/typhoon, 111-130 mph/99-113 knots/178-209 km/h) – Some structural
damage to small residences and utility buildings with a minor amount of curtainwall
failures. Mobile homes are destroyed. Flooding near the coast destroys smaller structures
with larger structures damaged by floating debris. Terrain continuously lower than 5 feet
ASL (at sea level) may be flooded inland 8 miles or more.
Category 4
(Severe hurricane/typhoon, 131-155 mph/114-135 knots/210-249 km/h) – More extensive
curtainwall failures with some complete roof structure failure on small residences. Major
erosion of beach. Major damage to lower floors of structures near the shore. Terrain
continuously lower than 10 feet ASL (at sea level) may be flooded requiring massive
evacuation of residential areas inland as far as 6 miles.
Category 5
(Severe hurricane/typhoon, 155+ mph/136+ knots/250+ km/h) - Complete roof failure on
many residences and industrial buildings. Some complete building failures with small utility
buildings blown over or away. Major damage to lower floors of all structures located less
than 15 feet ASL (at sea level) and within 500 yards of the shoreline. Massive evacuation
of residential areas on low ground within 5 to 10 miles of the shoreline may be required.
Typhoon Policy and Procedures
The decision for the flight to be delayed or to proceed to the destination, affected by the
tropical storm shall be made by Operations Control Centre. Assessments for operations
into these areas are reported to the Flight Operations Manager or his designate.
Operation into and out of the affected aerodromes is not recommended when the average
winds are above 42 knots.
The Commander of the aircraft that has been diverted to an alternate aerodrome must
keep a constant communication with OCC via any available means possible regarding the
typhoon conditions.
If an aircraft is grounded at the affected station, the Station Manager and the aircraft
Commander will make joint consultation and agreement on an appropriate line of action to
safeguard the aircraft.
The cancellation of a typhoon warning is issued by the appropriate state aviation agency.
8.3.9 Wake Turbulence
Wake turbulence is generated by a pressure exchange between the lower and upper
surface of the wing. This pressure exchange causes counter rotating vortices trailing from
the outer wing tips. The larger the aeroplane the larger those vortices will be. The wake of

CHAPTER 8 P: 8-225
a large aeroplane may generate large control inputs on an aeroplane flying in the area
behind it. Those control inputs may exceed the roll control capability of the following
aeroplane. The pilot must be aware of the location of the vortex flow generated by a
preceding aeroplane and adjust his flight path accordingly. Tests with large/heavy
aeroplanes have shown that the vortex flow field, in a plane cutting through the wake at
any point downstream, covers an area about twice the wing span in width and one wing
span in depth. The vortices from the two tips remain spaced and will drift with the wind.
The vortices will sink with a rate of descent of around 500 fpm. There is a tendency that
the vortices will level off about 1.000 ft below the flight path of the vortex-generating
aeroplane.
Vortex strength diminishes with time and distance behind the aeroplane. Vortex generation
will begin on rotation when the nose wheel lifts off the ground and ends, when the nose
wheel touches down on landing. In conditions with very weak or calm winds, the remaining
vortices from a landing aeroplane may persist up to 5 minutes or even longer. All this has
prompted national Civil Aviation Authorities and ICAO to establish minimum separation
criteria.
8.3.9.1 Take-off and Landing
Turbulence encountered during approach or take-off may be due to wake turbulence.

Aeroplane turbulence categorisation and wake turbulence separation minima are defined
by ICAO Doc. 4444 as follows:
• (L) Light: MTOW less than 7000kg;
• (M) Medium: 7000kg < MTOW < 136000kg;
• (H) Heavy: MTOW 136000kg or more;
• (J) Super: A380-800.
Separation by Time (Non Radar)
Wake turbulence separation minima given below define a minimum separation time behind
Heavy aeroplane to cope with wake turbulence:
• On Approach: 2 minutes;
• On Line-up: 2 minutes (3 minutes if at intersection take-off).
Wake turbulence separation minima given below define a minimum separation time behind
Super aeroplane to cope with wake turbulence:
• On Approach: 3 minutes;
• On Line-up: 3 minutes (4 minutes if at intersection take-off*).

CHAPTER 8 P: 8-226
Two parallel runways have no influence of each other’s if they are separated by more than
760 m (2500 ft) and if the flight path of the second aeroplane does not cross the flight path
of the preceding aeroplane by less than 300 m (1000 ft).
*Intersection take-off: Departure from an intermediate part of the same runway or an

intermediate part of a parallel runway less than 760m (2500ft) apart.
Radar Separation on Approach
Wake turbulence separation minima given below define a minimum separation distance on
approach behind Heavy or Medium aeroplane to cope with wake turbulence:
• Behind Super: 7 NM;
• Behind Heavy: 5 NM;
• Behind Medium: 3 NM.
8.3.9.2 In Cruise
Wake turbulence may be encountered in cruise, where aeroplane flying in the same
direction and are vertically separated by 1.000 ft only (e.g. North Atlantic OTS). In this
case, if considered necessary, the pilot may offset from the cleared track by up to a
maximum of 2 NM in order to alleviate the effects of wake turbulence. ATC should be
advised of this contingency action. The aeroplane should be returned to cleared track as
soon as the situation allows.

CHAPTER 8 P: 8-227
8.3.10 Crew Members at their Stations

8.3.10.1 Flight Crew
All flight crew members required to be on flight deck duty shall be at their stations when
anticipating/copying a pre-flight or in-flight ATC clearance.
During all phases of flight, all flight crew members required to be on flight deck duty shall
remain at their stations unless their absence is necessary for the performance of duties in
connection with the operation, or for physiological needs.
If a pilot is required to leave the cockpit, the other pilot must remain at the controls of the
aeroplane, using a headset and shoulder harnesses. No seat changes shall be made
below 10.000 ft AAL.
Caution: When only one pilot is in the flight deck there should be no unnecessary calls in
order to keep distraction to a minimum.
The procedure for all aircraft fitted with surveillance camera(s) is:
• When a member of the flight crew needs to leave the flight deck the cabin crew
must be notified;
• A cabin crew member must position herself outside the flight deck door facing the
passengers;
• The flight crew member shall check on the CCTV screen that the cabin crew
member is in position before opening the door and leaving the flight deck;
• Once the flight deck door is closed it is not necessary for the cabin crew member to
guard the flight deck door until such time that it needs to be opened again to allow
the pilot to return.
Note: It is not necessary for a cabin crew member to be present in the flight deck during
this time.
The procedure for all aircraft without (operational) surveillance camera(s) is:
• When a member of the flight crew needs to leave the flight deck the cabin crew
must be notified;
• Two cabin crew members must position themselves at the front of the cabin;
• Entry to the flight deck shall be obtained via the interphone;
• One cabin crew member shall stand outside the flight deck door facing the
passengers;
• The other cabin crew member shall enter the flight deck and remain there until the
flight crew member is ready to return;
• Re-entry into the flight deck by the flight crew member shall be obtained via the
interphone;

CHAPTER 8 P: 8-228
• The cabin crew member in the flight deck shall check their presence outside by
using the spy-hole in the door;
• Once the flight crew member is inside the cabin crew member can leave the flight
deck. The second cabin crew member must remain guarding the flight deck door
continuously during this time.
At all times, at least one pilot must be in a position to:

• Maintain a lookout,
• Have unobstructed access to the flight controls and oxygen mask, and
• Maintain alertness and situational awareness.
All non-essential activities should be avoided during phases of flight where workload is
high. At any other time, if these activities are being performed, the Commander should
ensure that only one flight crewmember is so occupied at any one time and that careful
attention is being paid to normal operational duties by other crew member(s).
8.3.10.2 Cabin Crew
Each cabin crew member shall be in their assigned seats, during take-off and landing, and
whenever it is deemed necessary by the Commander in the interest of safety (PA callout:
»CABIN CREW, AT STATIONS«). Any additional cabin staff that cannot be
accommodated in the regular cabin crew seats, will normally occupy passenger seats, or
at Commander's discretion, a spare seat in the cockpit.
During taxiing, cabin crew should be seated with their seat harness fastened. Walking or
standing in the cabin is allowed only:
• For issues directly related to safety in the cabin;
• For the announcements and demonstrations to the passengers;
• For other valid operational reasons, with the approval of the Commander.
After take-off, cabin crew may unfasten their seat harness after the seat belt signs have
been switched OFF. However, approval may be given by the Commander via Interphone
to unfasten seat harness at any time.
8.3.10.3 Controlled Rest
Flight Crew
During all phases of flight each flight crew member required to be on flight deck duty shall
remain alert. If a lack of alertness is encountered, appropriate countermeasures shall be
used. If unexpected fatigue is experienced a controlled rest procedure, organized by the
Commander, can be used if workload permits.

CHAPTER 8 P: 8-229
Important: Controlled rest taken in this way may never be considered to be part of a rest
period for purposes of calculating flight time limitations nor used to justify any
duty period.
Controlled rest should be used in conjunction with other onboard fatigue management
countermeasures such as physical exercise, bright cockpit illumination at appropriate
times, balanced eating and drinking, and intellectual activity.
Requirements:
• Controlled rest procedures must not be used by a two member flight crew when
cabin crew are not carried;
• Controlled rest procedures may only be used when workload is low during cruise
phase of the flight, between completion of the top of climb scan and 30 minutes
before top of descent;
• Controlled rest procedures shall not be used:
- Over flight plan segments that require the use of escape routes, or
- Over flight plan segments that transit multiple ATC environments, while
manual fuel transfer or fuel balancing is taking place.
• During periods of controlled rest procedures, the non-resting crew member must
wear his seatbelt including shoulder harness, and headset.
The Commander is responsible for planning and the use of controlled rest. He must take
into account considerations of airmanship, weather, workload, aeroplane serviceability and
fatigue levels.
Pre-Rest Period:
Pre-rest period activities shall include:

• Addressing physiological needs;
• A briefing with the CIC advising that controlled rest will be taking place. The
Commander must brief the CIC regarding the intended implementation of controlled
rest procedures, the anticipated duration of the period and any other considerations;
• An operational briefing which will include fuel check, aeroplane status, flight
progress, anticipated conditions, fatigue level of the non-resting flight crew member
and time of planned awakening;
• A review of criteria for waking-up the resting flight crew member prior to the end of
rest period which includes but is not limited to:
- Any abnormal or emergency situation,
- Any circumstances not characterized as low workload,
- Thunderstorm activity.

CHAPTER 8 P: 8-230
Rest Procedures:
• Each controlled rest period shall be limited to 45 minutes with another 10 minutes
allowed for operational orientation before resuming flight deck duties (unless
required due to an abnormal or emergency situation). The maximum rest time has
been chosen to limit deep sleep with consequent long recovery time (sleep inertia);
• Controlled rest must be taken by only one flight crew member at a time;
• The flight crew member who is resting must continue to occupy his normal control
seat. The harness should be used and the seat positioned to the aft position to
minimise unintentional interference with the controls. Personal equipment which
may facilitate the rest, such as eye shades, ear plugs and neck supports is
permitted;
• The non-resting flight crew member must remain in his normal control seat;
• The Commander must brief the CIC regarding the intended implementation of
controlled rest procedures, the anticipated duration of the period and any other
considerations. When one pilot is resting, the non-resting pilot must make frequent
contact (at least once every 20 minutes) with the cabin crew over the interphone to
confirm his alertness. In the event of failure of contact from the cockpit to cabin, the
CIC shall contact the cockpit immediately using all available means;
• If necessary, the flight crew member may take more than one rest period if time
permits on longer sectors, subject to restrictions above;
• The non-resting flight crew member shall wake up the resting flight crew member
when required or at the predetermined time. Calling the person's name in a normal
tone is usually sufficient;
• The non-resting flight crew member shall wake up the resting flight crew member
when required or at the predetermined time. Calling the person's name in a normal
tone is usually sufficient.
Cabin Crew
On long flights there is a significant performance benefit to crew members from short
periods of controlled rest. Cabin crew may avail controlled rest whenever the service is
over and in between services, if it is a multi-service sector.
Criteria for implementation:

• The CIC is responsible for implementing controlled crew rest and is accountable for
adequate procedure implementation;
• The Commander shall be advised prior to the application of cabin crew rest;
• The CIC will nominate a cabin crew member to take over CIC duties during their
crew rest period;
• Crew rest will commence only on completion of the first in-flight service;
• Crew rest must be completed latest 30 minutes prior to top of descent;
• Only 1 cabin crew member at a time may be permitted crew rest;

CHAPTER 8 P: 8-231
• The CIC may disrupt or cease crew rest at any time should in-flight circumstances
dictate.
Location of Crew Rest:
Cabin crew may utilize any of the following areas for the purpose of crew rest:
• Blocked and screened passenger seats (if applicable);
• The last row of economy class seats, if they are not occupied by passengers;
• Assigned cabin crew jump seats.
Safety Notes:
• Cabin shall be patrolled at least every 30 min;
• Toilettes shall be checked at least every 15 min;
• CIC will nominate cabin crew member to take over when he/she is having seat rest,
Commander shall be informed.
8.3.10.4 Deadheading (Positioning) Crews
Deadheading crews should be seated at or near the emergency exits, preferably in the first
rows. If possible, no other passengers should be seated in the same row.
8.3.11 Use of Safety Belts for Crew and Passengers
Any technical deficiencies of seat belts (passenger or crew) must be entered in the Aircraft
Technical Log.
8.3.11.1 Crew
Each flight crew member on the flight deck shall keep his safety lap belt fastened while at
his station. Flight crew members shall keep their safety lap belts and shoulder harnesses
fastened during:
• Taxi;
• Take-off and climb to 10.000 ft (FL100);
• Descent from 10.000 ft (FL100) to landing;
• Turbulent conditions; and
• Whenever deemed necessary by the Commander in the interest of safety.
If one pilot vacates his seat whilst airborne for any reason, then the pilot in control must
wear his full harness and have his seat in the normal flying position. During the climb and
descent, both pilots should have their seats in the normal flying position.

CHAPTER 8 P: 8-232
Cabin crew members shall be at their assigned crew stations, properly secured by the
safety belts and harnesses fastened during:
• Taxi (except for safety-related duties);
• Take-off;
• Landing; and
• Whenever deemed necessary by the Commander in the interest of safety
(turbulence, etc.).
The need for this will be indicated by the Seat Belts sign ON.
8.3.11.2 Passengers
The Commander shall ensure that each person on board is briefed before take-off on how
to fasten and unfasten his safety belt/harness. The cabin crew must also inform all
passengers that the use of the seat belts is recommended during the entire flight.
Before take-off and landing, and whenever he considers it necessary in the interests of
safety, the Commander shall ensure that each passenger on board occupies a seat with
his safety belt/harness properly secured. The need for this will be indicated by the Seat
Belts sign ON and a subsequent PA announcement. Announcement is usually done by
CIC but may also be done by the Commander whenever he deemed necessary.
Seat belts must be un-fastened and the Seat Belts sign switched OFF during:
• Transit;
• Refuelling with passengers on board.
If, after landing, the aeroplane must stop during taxiing and before reaching the parking
position, the Commander should consider informing the passengers via PA (if possible in
the specific situation) to remain seated with fastened seat belts until the aeroplane has
reached the final parking position.
8.3.12 Admission to the Flight Deck
The flight deck door must be closed and locked when the aeroplane’s doors are closed for
departure and shall remain closed until the engines are shut down on arrival, except when
necessary to allow routine access or permit access and way out by authorized persons.
The flight deck door may be opened, solely at the discretion of the aircraft Commander,
when required for the purposes of essential entry and egress from the flight deck.
Before opening the door the CCTV or door viewer must be checked. A pilot will
acknowledge and unlock the door. One cabin crew member is required to stand at the

CHAPTER 8 P: 8-233
front of the cabin facing the passengers and monitoring the cabin at all times. Once entry
has been gained the door must be closed and locked.
The flight crew must not leave the flight deck while the aircraft engines are in operation
except for health (including physiological needs) and safety reasons.
It is not allowed that only a single flight crew member is present in the cockpit during any
phase of the flight. If the flight crew member needs to leave the cockpit during the flight,
than other crew member (flight crew or cabin crew), or any other person permitted by JC
Airlines as per OM Part A, must be delegated to stay in the cockpit during his absence, to
ensure that at least two crew members are present in the cockpit all the time.
8.3.12.1 General Policy
Admission to the flight deck is normally at the sole discretion of the Commander, subjected
to current policy issued by SSCA.
No person other than operating crew member shall have admission to or be carried on the
flight deck, unless such person is:
• A representative of SSCA, responsible for certification, licensing or inspection, if this
is required for the performance of his official duties; or
• An employee of other national Civil Aviation Authorities, if this is required for the
performance of his official duties; or
• An employee of foreign Civil Aviation Authorities/Organisations performing specific
duties and/or on a familiarisation flight, as approved by Flight Operations Manager;
or
• A person required to be on the flight deck for technical, operational, training or
official flight deck familiarisation reasons formally authorised in accordance with the
Company's Operations Manual; or
• An employee of JC Airlines (i.e. holder of Company ID).
A person shall only be carried on the flight deck provided that a seat with safety belt/safety
harnesses is available and that requirements concerning supplemental oxygen are met.
The person shall be instructed:

• About the use and location of emergency exits, life jackets and oxygen masks;
• Not to cause distraction and/or interfere with the flight’s operation including sterile
cockpit rule;
• Not to touch any controls, switches, instruments, circuit breakers;
• Not to smoke and consume alcoholic beverages;
• Not to talk unless invited to do so by the Commander;

CHAPTER 8 P: 8-234
• About the relevant safety and security procedures, including operation of safety
belt/harnesses and to keep the safety belt/safety harnesses fastened at all times.
8.3.12.2 Commander's Authority to Refuse a Travel / Admission to the Flight

Deck
The final decision regarding the admission to the flight deck of persons of the above
categories rests with the Commander who should request credentials or identification of
such persons before granting such admission. In the interest of safety, admission to the
flight deck shall not cause distraction and/or interfere with the flight operation.
CAA personnel entitled to enter and remain on the flight deck in order to be able to
perform their duties shall only be denied access by the Commander if he deems this
necessary in the interest of safety. Commander shall explain the circumstances of such
denial in the ASR.
8.3.12.3 Cockpit Introduction for Cabin Crew
For introduction purposes it is permitted to have a cabin crew member in the cockpit during
take-off and/or landing, provided this cabin crew member is a member of the working crew
and does not have an emergency duty (e.g. ferry flights). This procedure shall be applied
in a restrictive manner and never for commercial reasons (i.e. selling the cabin crew jump
seat).
8.3.12.4 Flight Deck Door Procedures
Before flight the Commander shall brief the CIC as to the current flight deck door
emergency access code. The code shall not be written down on any paperwork by the CIC
to guard against the code falling into the wrong hands.
For the flight crew procedures when leaving the flight deck refer to OM Part A, Chapter
8.3.10.1.
Before making request to open the flight deck door, cabin crew member shall:
• Close the forward galley curtain and dim galley lights to prevent a direct view from
the cabin to the area in front of the flight deck door;
• Verify that the adjacent lavatory (if applicable) and galley area are not passenger
occupied; and
• Keep the flight deck door opened for only the minimum time required to quickly
enter the cockpit.
The cabin crew must use the interphone system or keypad should an entry to the cockpit
is required.

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The flight crew must positively identify the fact that the area around the flight deck door is
clear and that the person requesting entry is authorised to enter the cockpit. Once this is
confirmed the flight crew will unlock the door.
Prior to leaving the flight deck, the crew member must inspect the area around the cockpit
door through the video surveillance system or viewing lens or by communicating with the
cabin crew through the interphone system.
Special code phrase arranged before commencing duty (e.g. »CAPTAIN, I REALLY MUST
COME IN THE COCKPIT«) shall be used if cabin crew wants to communicate security
related problem to the Commander. Should such phrase be communicated to the cockpit
via the interphone, then the flight deck door shall not be opened.
In aeroplanes not fitted with the (operational) video surveillance system, the cabin crew
must use the interphone system should an entry to the cockpit be required. The request for
entry must be preceded by a code word. The code word for each flying duty period will be
decided by the Commander and upon boarding the aeroplane he will communicate it to the
First Officer and to the CIC, who in turn will brief one more cabin crew member in this
regard. The CIC must be briefed that the code word will not be used on the interphone
unless the area around the galley and entrance to the cockpit is clear. Should the code
word not be used then the cockpit door will not be opened. Refer also to OM Part A,
Chapter 8.3.10.1.
8.3.13 Use of Crew Seats
For the allocation of crew seats (flight deck and cabin crew jump seats) refer to CCM.
JC Airlines does not permit a cabin crew seat to be occupied by a person other than a
cabin crew member except with the approval of the SSCA.
A person other than a cabin crew member may occupy a cabin crew seat only in the event
of a landing when:
• The number of cabin crew manning emergency exits falls below the minimum cabin
crew complement during the flight due to unexpected incapacitation of a cabin crew
member; or
• During a declared emergency where the person is an able-bodied person displaced
from a passenger seat to a cabin crew seat in order to enhance evacuation
management. This person must be briefed on the necessary safety procedures,
including activation of the exit door, etc., before being permitted to occupy a cabin
crew seat and to assist in evacuation management.
All jump seat occupants are to be briefed on safety procedures which include safety
harness usage, oxygen mask operation, emergency exits, sterile cockpit procedure and
any items deemed necessary by the Commander.

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Alcohol shall not be served to persons occupying crew seats (jump seats).
Important: In no case does the “Use of crew seats” policy constitutes the right to
transport persons (other than appointed crew members) without a valid ticket.
8.3.14 Incapacitation of Crew Members
Refer to OM Part B.
8.3.14.1 General
Incapacitation of a crew member is defined as any condition which affects the health of a
crew member during the performance of duties which renders him incapable of performing
the assigned duties. Incapacitation is a real air safety hazard which occurs more frequently
than many of the other emergencies which are the subject of routine training.
Incapacitation can occur in many forms varying from obvious sudden death to subtle,
partial loss of function. It occurs in all age groups and during all phases of flight and may
not be preceded by any warning.
8.3.14.2 Types of Incapacitation
Obvious incapacitation means total functional failure and loss of capabilities. It will
generally be easily detectable and of prolonged occurrence.
Subtle incapacitation is the most frequent type and is considered a more significant
operational hazard, because it is difficult to detect and the effects can range from partial
loss of function to complete unconsciousness. Since a flight crew member may not be
aware of or capable of rationally evaluating their situation, this type of incapacitation is the
more dangerous one.
8.3.14.3 Recognition of Incapacitation
Flight crew members should have a very high index of suspicion of a subtle incapacitation.
The keys to an early recognition are:
• Disciplined use of standard operating procedures (SOP);
• Routine monitoring and cross-checking of flight instruments, particularly during
critical phases of flight, i.e. take-off and initial climb-out, approach and landing;
• Correct application of CRM principles, especially the Two-Challenge Rule.
Other symptoms of the beginning of an incapacitation are:

• Incoherent speech;
• Unusual (strange) behaviour;

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• Irregular breathing;
• Pale fixed facial expression;
• Jerky motions that are either delayed or too rapid.
8.3.14.4 Action to be taken in Case of Incapacitation of a Flight Crew Member
Refer to OM Part B.
Once an incapacitation is identified, the fit pilot shall:
1) Assume control and command of the aeroplane by performing following actions (in
order of priority):
• Take over control with a callout »I HAVE CONTROL«;
• Keep (return) the aeroplane to a safe flight path;
• Engage the autopilot as soon as practicable;
• Check the position of essential controls and switches;
• Concentrate on flying the aeroplane especially during critical phases of flight;
• Inform ATC and declare emergency (i.e. MAYDAY call);
• Land as soon as possible.
2) Organise care of the incapacitated crew member:

• Request assistance of cabin crew to provide care;
• Move seat backward as far as possible and secure crew member in their seat to
prevent obstruction of controls and/or switches. Remove crew member if
situation permits to reduce the distraction their presence would have on the
remaining crew;
• Try to provide first aid;
• Request medical assistance on landing, giving as many details as possible
about the condition of the incapacitated crew member to the medical services.
3) Reorganize the flight deck work:

• Distribute the workload among the remaining flight crew;
• Do not press for a hasty approach;
• Request maximum available ATC assistance (e.g. radar vectors);
• Perform all checklists by reading them loudly and earlier than normal;
• Achieve landing configuration earlier than normal;
• Use autopilot as long as possible (until reaching certified vertical limits).
Important: In the situation where the Commander is incapacitated, the first officer (co-
pilot) is authorised to conduct the approach to the full minima applicable (as
defined in OM Part C) for the approach being flown.

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After landing first officer (co-pilot) is authorized to taxi the aeroplane to the parking
position. Active runway shall be vacated, but whenever in doubt about the position and/or
taxi route, the aeroplane shall be stopped and ground assistance requested.
Information about Indisposition
Every flight crew member should inform the remaining flight crew of any indisposition
including extreme fatigue he is suffering from. This warning will help to reduce the
operational risk associated with a possible incapacitation incident.
8.3.14.5 Action to be taken in Case of Incapacitation of a Cabin Crew Member
Should the CIC become incapacitated during flight, the Commander is to be informed
immediately. Subject to the Commander’s agreement, the pre-designated senior cabin
crew member will become CIC for the rest of the flight.
The minimum crew for each aeroplane type is stated in OM Part A, Chapter 4. If one or
more cabin crew members on board should become incapacitated during flight and the
number of remaining flight crew is less than the minimum number required to operate the
type, the following actions are necessary:
• Nomination of Able-bodied Person(s) (ABP) to occupy vacant cabin crew seats.
They must be instructed regarding:
- Handling of the crew seats and seat belts;
- Unlocking and opening the doors;
- Positioning of the oxygen masks;
- Positioning of the life vests (if required);
- Communication means.
• The passengers must be informed about:
- The situation;
- Necessary cabin safety requirements (refer to OM Part A, Chapter 8.3.15);
- Passenger briefing procedures prior to landing (refer to OM Part A, Chapter
8.3.16).
8.3.15 Cabin Safety Management

8.3.15.1 General
The primary function of the cabin crew is to ensure the safety and security of the cabin and
all passengers on the aeroplane from the time they board to the time they disembark. This
function must be coordinated with the flight crew during all phases of flight, and especially
when there is an abnormal or emergency situation.
There is an obvious potential for a major incident to occur when such items as conductive
liquids in open containers, cutlery, etc. are mishandled on aircraft flight deck.

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The crews shall follow the company procedures for handling drinks and other items in and
around the flight deck, as appropriate. Liquids shall not be passed over the pedestal. Cups
filled with liquids must be placed in the designated cup holders at all times. Cups should
be filled maximum up to one half, to prevent any spillage. Bottles should not be disposed
on the flight deck floor at any time, neither by flight nor cabin crew. Bottles brought to the
flight deck must be closed and given in hand to the pilots or placed in the lateral stowage
compartments. Every drink must be served from the window side, so as to avoid any risk
of accidental spillage on to electrical equipment.
8.3.15.2 Inter-crew Communications
The cabin crew-flight crew communications over the interphone shall be formal, verbal and
structured. This is to preclude the chances of any misunderstanding on account of
interphone distortion, language, etc. Informal conversations between the cabin and cockpit
crew shall be in person. All formal operational communications between the cockpit and
the cabin crew should be in the English language. This shall strictly be observed when not
all crew members speak the same native language.
Information, instructions and inquiries from the flight crew to the cabin crew are transmitted
via:
• Face to face communication;
• Interphone;
• Public Address System (PA System).
Cabin crew members shall be careful not to interrupt the flight crew during periods of high
or critical workload, such as:
• Preparation for take-off or landing;
• R/T communication;
• Checklist usage.
During “no-contact” period, there shall be no communications attempts from cabin crew to
flight crew. The only authorised exception to this communication rule is in the case grave
emergency, i.e. cabin fire.
No-contact periods are:

• On take-off - from the application of take-off power until the landing gear is
retracted;
• On landing - from the extension of the landing gear prior to landing, until the
completion of the landing roll.
The Sterile Period is the period from pushback or engine start until the seatbelt sign is
switched OFF, and from top of descent (Seat Belts sign ON) until engine shutdown (Seat
Belts sign OFF).
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During Sterile Period, there shall be no calls or visits to the cockpit/flight deck except the
notification of the »CABIN SECURED«, or notification of a safety concern as explained
below.
8.3.15.3 Calls and Signals
Normal calls from the cockpit to the cabin crew, and vice-versa, shall initially be made via
the interphone, and the normal call buttons used to alert the called party.
Urgent calls from the cockpit to the cabin crew shall be initially made via Interphone and
the alert is given by activating the emergency EMER button. This gives a distinct ‘Hi-Lo’
chime signal. In more urgent cases for important information and instructions, alert is given
by via the PA system by announcing »CABIN CREW TO THE COCKPIT«, and also
activating the EMER button. Normally, it shall be the CIC who shall take the Emergency
call. In case the CIC is resting or in the toilet, the next available cabin crew member should
take the emergency call. If, at the time of an emergency call, the other cabin crew
members are able to access the interphone system, then they must also listen to the
emergency information.
Procedures have been established to enable cabin crew to discreetly communicate to

flight crew in the event of suspicious activity or security breaches in the passenger cabin. If
possible interphone should be used from any available cabin crew station and situation in
the cabin described. If this is not possible special code phrase arranged before
commencing duty (e.g. »CAPTAIN, I REALLY MUST COME IN THE COCKPIT«) shall be
used if cabin crew wants to communicate security related problem to the Commander. If
direct unauthorized access to the flight deck/cockpit is demanded from cabin crew, they
should use special non-suspicious non-verbal communication in order to alert the flight
crew – in such cases looking into the camera overhead the flight deck door shall be strictly
avoided; normal straight looking at the flight deck door should be used. Cabin crew not
looking into the overhead flight deck camera for face recognition are hence signalling the
flight crew about security related problems in the cabin.
8.3.15.4 Emergency Briefings
In case of an emergency, the Commander shall brief the CIC at least on the following
(NITS items):
• Nature of the emergency;
• Intentions (crash landing, ditching, diversion, continue etc);
• Time remaining to landing;
• Special instructions.

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In the special instructions the Commander is to clearly instruct the CIC whether to prepare
the cabin for normal or emergency landing.
After NITS briefing the Commander should challenge CIC to repeat basic NITS items to
ensure proper reception of information.
The NITS format may also be useful when communicating about an abnormal/emergency
situation with ATC.
Note: Other formats may also be used to conduct emergency briefing (e.g mnemonic
TEST: Type of Emergency (T), Evacuation Procedure or alternative means of
disembarkation (E), Special Instructions (S), Time to land (T)).
Cabin crew shall advise the flight crew immediately of any flight safety concern. Some
examples of flight safety concerns are:
• Abnormal or emergency situations;
• Emergency evacuation;
• Emergency exit or door unsafe condition;
• Engine fire (e.g., tail pipe or nacelle torching flame);
• Evidence of damage, or accumulation of ice/snow, on the aeroplane exterior
surfaces, especially the upper wing surfaces;
• Extreme cabin temperature changes (e.g., suspected bleed air duct leakage);
• Fire, burning smell or smoke in the cabin;
• Cabin crew member incapacitation;
• Fuel smell or fluid leakage;
• Medical situations;
• Preparation for and an encounter with turbulence;
• Suspicious, unclaimed bag or package;
• Uncertainty about condition (i.e., suspected incapacitation);
• Unusual noise or vibration (e.g. evidence of tail-strike on take-off, tyre burst);
• Cart stowage difficulty;
• Etc.
8.3.15.5 Routine (Cabin) Crew Briefing
A (cabin) crew briefing shall be conducted by the Commander prior to each flight, or series
of flights, if to be operated on the same day by the same flight crew. Briefing is done
usually in the briefing room but can be done in other adequate space at the departure
aerodrome or in hotel, or if no other option, on the aeroplane, after checking all the
relevant data and after the cabin crew briefing with the cabin crew-in-charge is finished.
The Commander should brief the cabin crew on the following (as a minimum):
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• Introduce himself and the first officer (co-pilot), and other flight crew members, as
applicable, to the cabin crew;
• Confirm that the crew is legal to fly to the best of their knowledge;
• Confirm that all crew members’ names are correctly written in the Journey Log and
they are present;
• Any significant technical issue, especially any defect related to the cabin and/or
safety equipment;
• Expected flight time, delay (if any), significant weather including turbulence and
thunderstorms;
• Expected cruising altitude and routing (if relevant);
• Expected number of passengers and information on any special passenger/cargo
handling, if known;
• Crew coordination requirements (general and emergency);
• Any training taking place in the cockpit, if applicable;
• Any other relevant information or special instructions as deemed necessary,
including any pertinent information ensuring cabin crew members remain
knowledgeable of the laws, regulations, rules, guidelines and other information that
is relevant in the performance of duties.
Whenever a tour of duty for the whole crew begins at home base (duty after crew rest) the
Commander or the CIC should perform appropriate spot check thus ensuring that the
cabin crew is proficient in and familiar with the relevant emergency items and procedures.
The CIC shall ensure that the following information is given to the Commander:
• Any training taking place in the cabin;
• Any special passenger requirements.
If a cabin crew member changes during a schedule, then the new cabin crew member is to
introduce himself to the Commander, and acquaint with all crew briefings by the
Commander or the CIC.
The Commander or CIC will conclude the cabin briefing by allotting, to each individual
cabin crew member, the tasks that crew member is to perform on board and the
emergency station he is to occupy.
Note: The importance of the adherence to the doors’ slides arming/disarming procedure
should be highlighted during crew briefing.
8.3.15.6 Fasten Seat Belts Sign Procedures
All cabin crew members shall be seated with their seat belts fastened during critical
phases of flight.

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Commanders must ensure that:

• No cabin crew member may perform any activity that is not safety-related from the
time the aeroplane starts to move (i.e. push-back or taxi), until the Seat Belts sign is
selected OFF after take-off (earliest passing 10.000 ft / FL100), and from the time
the Seat Belts sign is re-cycled during descent (passing 15.000 ft / FL150) until the
aeroplane is parked and Seat Belts sign is selected OFF.
• During critical phases of flight, cabin crew not involved in safety-related duties must
be seated with seatbelt fastened.
The Commander and the CIC are directly and jointly responsible for ensuring compliance
with above requirements. To ensure compliance, the following procedures shall be used
for all flights:
• The Seat Belts sign should remain ON after take-off until the aeroplane has passed
at least 10.000 ft / FL100 in climb. Thereafter, it may be selected OFF subject to
flight conditions;
• If the Seat Belts sign is to remain ON for the duration of the flight it shall be cycled
OFF then ON during climb when passing 10.000 ft / FL100 or whenever it is safe for
cabin crew to leave their seats, whichever is later;
• The flight crew shall select the Seat Belts sign ON at top of descent. On short flights
this action may be delayed (flight conditions permitting) until reaching 15.000 ft /
FL150 or 20 minutes until landing, whichever comes first;
• If the Seat Belts sign is already selected ON at top of descent as a precaution, then
it shall be cycled OFF then ON once at top of descent;
• At 15.000 ft / FL150, the Seat Belts sign shall be re-cycled (OFF then ON). The
cabin crew shall complete securing the cabin as soon as possible. Upon confirming
that the cabin is secure, the CIC shall immediately pass the »CABIN SECURED«
report to the cockpit.
• Whenever the Seat Belts sign is selected ON, the flight crew should refrain from
leaving the flight deck.
Important: Cycling the Seat Belts sign shall be accomplished in a way to produce two
chimes.
8.3.15.7 Flight Phase Related Cabin Safety Management
Pre-departure Procedures
JC Airlines has established check-in and boarding gate procedures, and training for
applicable ground (traffic) staff and handling agents. Emphasis is placed on the need for
these personnel to identify and resolve potential difficulties in seat allocation, excess cabin
baggage, the carriage of dangerous goods, drunken or unruly passengers, including
boarding refusal, before passenger embarkation begins. This is of particular importance at
overseas departure points. Similar instructions and training is also provided to the cabin

CHAPTER 8 P: 8-244
crew to deal with cabin safety related problems which may have been missed at check-in
(refer to OM Part D).
Prior to Boarding of Passengers

Maintenance personnel shall mark inoperative emergency exits in accordance with the
provisions laid down in OM Part B.
On taking over their aircraft at the beginning of a day’s flight or series of flights, the cabin
crew shall:
• Check the type specific cabin emergency equipment (refer to OM Part B and CCM).
Equipment found at a wrong place shall be re-stowed at the appropriate location.
On completion of that check the CIC will advise the Commander of any
discrepancies so that these may be rectified or deferred;
• Check that the cabin (inclusive of lavatories and galleys) has been cleaned and
tidied up appropriately;
• Ensure that no unstowed catering, galley or other equipment inconveniences
boarding passengers nor impedes the orderly flow of boarding.
Prior to Taxiing
Cabin crew shall:
• Check if the seating of the passengers (seat allocation) complies with the provisions
of OM Part A, Chapter 8.2.2; if not, they must arrange for their reseating;
• Ensure that all passengers are seated with their safety belts properly secured, that
no food, beverage or tableware is located at any passenger seat and that food and
beverage trays as well as passengers backrests are in the upright position;
• Ensure that all passenger and crew baggage, catering equipment and other cabin
load is properly secured and stowed where it cannot impede evacuation or cause
injury by falling or other movement. Overhead bins shall be closed;
• Ensure, by an announcement and by visual checks that no passenger uses a
portable electronic device that can adversely affect the performance of the
aeroplane’s system and equipment;
• Strictly enforce the NO SMOKING instructions;
• Ensure that all exits and escape paths are unobstructed. If it is necessary to pass
through a doorway or curtain to reach any required emergency exit from any
passenger seat, the door or curtain shall be secured in the stowed position.
Prior to taxiing CIC shall:

• Notify the Commander about the number of passengers and amount of cargo and
mail;
• Obtain Commander's permission to close all doors;
• Inform the Commander that the cabin is ready for taxi.

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After passenger boarding and closing of all doors and after the appropriate announcement
by the CIC for arming the doors, each cabin crew member shall ensure:
• That each assisting means for emergency evacuation, that deploys automatically, is
armed at the door(s) and emergency exit(s) for which he has been designated
responsible;
• That all relevant emergency equipment remains easily accessible for immediate
use.
Prior to taxiing, the cabin crew shall occupy their assigned stations and fasten their safety
belts and harnesses except to perform safety related duties. Furthermore, any activity
which could distract any flight crew member from his duties is not authorised.
Prior to Take-Off
Prior to take-off, the cabin crew shall:
• Occupy their assigned stations and fasten their safety belts and, if installed, their
harnesses, and
• Ensure (at night) that the cabin lights are dimmed in order to improve the night
vision of cabin crew and passengers.
The cabin crew shall ensure that the passenger’s egress and evacuation routes are free of
obstructions during take-off.
The CIC, having received the appropriate cabin report from each cabin crew member shall
report »CABIN SECURED« to the Commander confirming:
• Passengers seated with seat belts fastened, backrests upright and tables/trays in
stowed position;
• Equipment and baggage properly secured, galleys and lavatories checked, locked,
secured, stowage spaces and bins closed;
• All exits and escape paths unobstructed and curtains secured in the stowed position
(if applicable);
• All doors in “flight/armed” condition;
• Cabin lights dimmed (night);
• Passenger briefing according to OM Part A, Chapter 8.3.16 completed.

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»CABIN SECURED« report procedure:
After sufficient taxi time which allows cabin crew to prepare cabin for take-off, CM2 calls
CIC via CALLS/FWD pushbutton. Communication between cockpit and cabin crew is set
up via Cabin Interphone System. As soon as cabin is prepared for take-off CIC reports:
»CABIN SECURED« (the report might be delayed until cabin is ready). Reception of report
is confirmed by CM2.
CAB reception knob on ACP1 should be set to reception (knob out) in order to allow
Commander to receive CIC’s report.
Just before line-up, the CM2 shall make a PA announcement: »CABIN CREW BE
SEATED FOR TAKE-OFF«, in order to alert the cabin crew.
In Flight
After take-off all cabin crew members shall remain seated with seat belt/harnesses
fastened until the Seat Belts signs have been switched OFF or cycled OFF then ON.
Procedures to be applied when turbulence is encountered are described in OM Part A,

Chapter 8.3.8.
For fire avoidance and/or detection cabin crew shall conduct regular checks and observe
the following provisions. Cabin crew shall:
• Enforce strict observation of the JC Airlines NO SMOKING rules;
• Restrict spreading of papers by passengers on the cabin floor;
• Check lavatories for signs of smoke, and open flaps of waste boxes (to check
automatic fire extinguishers);
• Check the temperature of the hot water and the proper working of electric toilet
appliances.
These checks shall be made at intervals of 15 minutes when infrequent use of lavatories
may prevent detection by passengers.
Prior to Landing
After the Seat Belts sign is switched ON at top of descent, cabin crew shall conclude
passenger services and prepare the cabin for landing as soon as possible.
Prior to landing, the cabin crew shall:

• Occupy their assigned stations and fasten their safety belts and, if installed, their
harnesses; and
• Ensure (at night) that the cabin lights are dimmed in order to improve the night
vision of cabin crew and passengers.

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The CIC, having received the appropriate cabin report from each cabin crew member shall
report »CABIN SECURED« to the Commander confirming:
• Passengers seated with seat belts fastened, backrests upright and tables/trays in
stowed position;
• Equipment and baggage properly secured, galleys and lavatories checked, locked,
secured, stowage spaces and bins closed;
• All exits and escape paths unobstructed, curtains secured in the stowed position;
• Cabin lights dimmed (night);
• Passenger briefing according OM Part A, Chapter 8.3.16 completed.
CIC may give a »CABIN SECURED« report to the Commander personally in the cockpit or
via interphone.
Commander shall acknowledge reception of »CABIN SECURED« report and inform CIC
about actual OAT at destination aerodrome.
When landing gear is extended PM shall make a PA announcement: »CABIN CREW BE

SEATED FOR LANDING«, in order to alert cabin crew and passengers.
The cabin crew shall ensure that the passenger’s egress and evacuation routes are free of
obstructions during landing.
After Landing
After the aeroplane has touched down, cabin crew shall ensure that the passengers
remain seated with their seat belts fastened until the final parking position has been
reached and the engines have been switched off. Immediately after reaching parking
position each cabin crew member shall ensure that the automatically deploying means for
emergency evacuation, at the door(s)/emergency exit(s) he has been designated
responsible for, are disarmed as prescribed in CCM.
8.3.15.8 Smoking Regulations
All JC Airlines flights are designated as non smoking flights.
Smoking is strictly prohibited for passengers and crew whenever on board JC Airlines
aircraft. The operating CIC is expected to use tactful initiative in sorting out any problems
with smoking passengers ensuring that the safety of the aeroplane and passengers is not
jeopardised at any time. The Commander shall be informed at all times.

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8.3.15.9 Use of Electronic Equipment on Board
Use of Portable Electronic Devices and Mobile Telephones on Board
Refer to OM Part A, Chapter 8.2.

Refer to CCM.
JC Airlines does not permit the use of a PED on board its aircraft except as provided in the
following text.
JC Airlines permits the use of a PED on board an aircraft:

• If the PED is an unintentionally transmitting PED or an intentionally transmitting
PED with its transmitting function disabled, when the aircraft is operating at an
altitude of above 10.000 ft;
• After the aircraft has exited the runway upon landing;
• If it is a PED that has very low power consumption, such as a heart pacemaker,
hearing aid or digital watch;
• If it is a medical PED, such as an automated external defibrillator or a portable
oxygen concentrator, that has been approved for use in the aircraft.
Notwithstanding the requirements above:

• JC Airlines does not permit the use of a PED for voice communications on board an
aircraft except when the aircraft has exited the runway upon landing;
• JC Airlines does not permit the use, or shall terminate any permitted use, of a PED
on board an aircraft when its use may interfere, or is suspected of interfering, with
the performance of the navigation and communication systems of the aircraft.
JC Airlines shall ensure that when any PED is used on board an aircraft that:
• The use of the PED will not interfere with the performance of the aircraft’s
navigation and communications systems;
• There are established procedures for ensuring that the use of the PED complies the
company regulations;
• Crew members are assigned responsibilities and trained for ensuring the safe use
of the PED.
Cabin crew shall inform the passengers of the permissible times, conditions and limitations
for the use of PED.
Notwithstanding any use of PED permitted by the operator, the Commander has the right
to terminate the use of any PED.
JC Airlines shall obtain an approval from the SSCA if it provides or intends to provide a
PED as part of its in-flight entertainment or other services on board the aircraft.
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For the purpose of this paragraph:

• An intentionally transmitting PED means a PED that intentionally transmits
electromagnetic signals;
• An unintentionally transmitting PED means a PED that emits electromagnetic
signals as a by-product of its operation.
8.3.15.10 First-Aid Kits
Refer to CCM.
8.3.15.11 Technical Information
For cabin and galley lighting refer to CCM.
Trolleys and containers must be stowed away and secured in the galleys unless they are
used for the service. During the flight, trolleys not used for the service are not allowed to
stand in the cabin or in front of the cockpit door. All items/equipment on board (trolleys,
containers, hand luggage etc.) must be safely stowed and secured in order to minimize
danger of injury to passengers/crew or damage to the aeroplane in case of any turbulence
or change in aeroplane attitude. It is a requirement that all trolleys are fitted with a
serviceable braking device.
The following procedure must be followed in case of tripped Circuit Breakers (CB):
• The Commander must always be informed when a circuit breaker ‘pops’ in the
cabin/galley (this includes any system);
• The cabin crew shall not reset the circuit breaker until advised to do so by the
Commander;
• A circuit breaker shall not be reset and then kept in closed position with external
aids.
Important: A Circuit Breaker (CB) shall never be reset more than once.
The CIC shall report the existence of any malfunctioning equipment to the Commander,
before and after each flight.
8.3.16 Passengers Briefing Procedures
Legal Provisions prescribe that passengers shall be briefed on all safety relevant matters:
• Verbally and by demonstration (or by an audiovisual presentation); and
• By means of safety briefing card; and
• By means of pictograms or signs.

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8.3.16.1 Means for Briefing Passengers
Briefing by Audio Means
• Public Address System

As a means for the prescribed verbal briefings legal provisions prescribe the
installation of a public address system (PA) on all aeroplanes with a maximum
approved passenger seating configuration of more than 19 passengers. This
system must operate independently of the interphone systems, must be readily
accessible for immediate use from each required flight crew member station, be
capable of operation within 10 seconds by a cabin crew member at each station
from which its use is accessible and must be audible and intelligible at all
passenger seats, toilets, cabin crew seats and work stations.
• Megaphone
For use by crew members during an emergency evacuation the installation of one
or more (refer to CCM) megaphone(s) as a backup means for verbal briefing is
prescribed on passenger carrying aeroplanes with a maximum approved passenger
seating configuration of more than 60.
Where one megaphone is required, it should be easily accessible from a cabin crew
member's assigned seat. Where two or more megaphones are required they should
be suitably distributed in the passenger cabin and be readily accessible to crew
members assigned to direct an emergency evacuation.
Briefing by Visual Means
Each passenger shall be provided, as soon as seated, with a safety briefing card which
provides, by means of a pictorial presentation, information and detailed instructions on the
use of emergency equipments and exits intended to be used by passengers.
Pictorial placards (pictograms) and picture type instructions shall indicate the location and
the use of emergency installations. Visual means for passenger briefing include the
‘Fasten Seat Belts’ and the ‘No Smoking’ signs, the installation of which is prescribed on
all aeroplanes where the Commander cannot see all the passenger seats from his own
seat.
8.3.16.2 Contents and Timing
Prior to Embarkation
At check-in, passengers shall be briefed on which articles are prohibited to be carried on

their person, in their hand baggage or even in checked baggage. They shall be briefed on
the permissible size and weight of their hand baggage. Prior to boarding they shall be
briefed on their safety before and during their embarkation.

CHAPTER 8 P: 8-251
Prior to Take-off
When the aeroplane's doors have been closed and armed, a designated cabin crew
member shall brief the passengers on the following provisions / regulations / procedures:
• Observation of the ‘No Smoking’ signs and prohibition of smoking during flight;
• Backrests of the seats to be in the upright position and tray tables stowed;
• Location of the emergency exits;
• Location and use of floor proximity escape path markings;
• Stowage of hand baggage;
• To switch off any portable electronic devices that can adversely affect the
performance of the aeroplane's systems and equipment;
• Location and contents of the safety briefing card.
The passengers shall be demonstrated:

• The use of safety belts and/or safety harnesses, including how to fasten and
unfasten these;
• The location and use of oxygen equipment;
• The location and use of life jackets when the aeroplane is planned to fly over water
and at a distance of more than 50 NM from the shore;
• The location and use of life jackets when the aeroplane is planned to take-off and/or
land at an aerodrome where the take-off or approach path is so disposed over
water that in the event of a mishap there is a likelihood of ditching.
Climb and Cruise
After take-off, the passengers shall be briefed on:

• The smoking ban;
• The use of safety belts and/or safety harnesses (which may again become
necessary, e.g., when encountering turbulence in cruise).
It shall be recommended that passengers, even if the Seat Belts sign has been switched
OFF, keep their seat belts fastened.
Prior to Landing
The designated cabin crew member shall verbally brief the passengers:
• On the imminence of approach and landing;
• On the requirement to observe the Seat Belts sign (i.e., to refasten safety belts);
• To stow the tray tables, to adjust the backrests of the seats to the upright position;
• To re-stow hand baggage in its appropriate location;
• On restrictions on the use of portable electronic devices.
CHAPTER 8 P: 8-252
After Landing
After landing the passengers shall be reminded, either verbally or by means of the
illuminated signs, about:
• Observing the smoking ban;
• Keeping safety belts fastened until the aeroplane has come to a full stop and the
engines have been shut down, and in addition, they shall be informed of all other
provisions relevant to their safety during disembarkation.
8.3.16.3 Commander's Responsibilities
Apart from the legal requirements for safety related passenger briefings, following rules
and recommendations set up as Company policy also apply:
It is the Commander's responsibility to maintain contact with his passengers in order to

ascertain that they receive the best service possible and are kept informed about details of
the flight and deviations from normal operation. The PA is a very effective service tool; full
use should be made whenever cockpit workload permits to promote greater confidence in
our service. The Commander may delegate public address to the First Officer, especially if
he has knowledge of a specific language.
As long as the doors are still open, it is the duty of the ground staff to inform the
Commander about delays exceeding 10 minutes. The Commander in turn will provide
appropriate information for the passengers, either personally (via PA), via the CIC, or the
ground staff (e.g. if knowledge of local language is required). In case of delayed boarding,
information should be sought from the ground staff as to announcements already made to
the passengers (e.g. reason for delay). As soon as the doors are closed, it is the full
responsibility of the Commander or the designated crew member(s) to inform passengers
about all substantial irregularities, such as departure or approach delay, technical troubles,
go-around, etc.
Announcements should be coordinated with the CIC in order to avoid duplication of

information. Care should be taken not to disturb passengers with routine announcements
during the night. Whenever delays or irregularities occur and the flight crew might be busy
with handling the aircraft (e.g. if the aircraft is returning to the tarmac or has discontinued
its take-off and is back at taxi speed or prepares for landing shortly after take-off), the CIC
may contact the flight crew on his own initiative. CIC should seek information on the details
of the irregularity so as to be able to advise the passengers duly, if so required by the
Commander.
Passengers are a captive audience and, as experience has shown, announcements via
the PA find a mixed acceptance. Therefore, the Commander shall select length, content
and number of announcements so as to make them as pleasing as possible to those who

CHAPTER 8 P: 8-253
like them and as unirritating as possible to those who dislike them. It is preferable to make
rather brief announcements, but to inform the passengers repeatedly. In order to avoid
monotony, announcements shall be varied as much as possible.
The following rules might be helpful:

• Introduce yourself before the first announcement;
• Stick to facts, use direct and simple expressions and well-known geographical
names for position reports;
• Do not use technical terms which passengers might not understand;
• Be cautious in using humour (passengers might disagree on what is funny);
• Avoid expressing opinions.
Passenger announcements should be made in a positive manner as far as possible.
Expressions which might scare the passengers, such as bad weather, severe turbulence,
etc., should be avoided when forecasting weather conditions.
A delay should not be mentioned repeatedly. After one announcement and one apology,
further information should refer to Remaining Flight Time or Estimated Time of Arrival only.
The CIC shall automatically include an apology in the welcome speech if a flight is delayed
by more than 10 minutes. Cockpit announcements shall normally be made in English and
if possible, in the language used by the majority of passengers.
As soon as all passengers are boarded, Commander should perform short welcome
announcement. If cockpit workload does not permit that, welcome announcement may be
delayed until next possible opportunity.
Al least one PA announcement by the Commander is desired. All further announcements

are recommended and should be performed if cockpit workload permits.
During cruise the Commander (or PF) should inform the passengers about flight plan,
weather enroute and other information deemed necessary. Subsequent announcements
should state additional enroute information, e.g. flight progress, points of special interest,
reaching coastlines on ocean flights, etc.
Final announcement should be made when the destination actual weather report has been
received and the traffic situation at the landing place can be better judged as to possible
arrival delays, etc.
Information and explanation about the following special circumstances should be included
at least:
• Anticipated turbulence;
• Deviations from the intended plan of operations which are of interest to the
passengers.
CHAPTER 8 P: 8-254
Information to Passengers in Case of Irregular Operation
Suitable information should, if possible, be transmitted before passengers start impatient

inquiries, but not before a sound explanation of the circumstances can be given.
Information should be based on the following principles:
• Reasonable‚ and realistic statement of duration of a delay;
• Once a definite time has been given, this time should in no case be extended
further without informing the passengers accordingly;
• If no time statement can be made, the passengers should be told so;
• In case of prolonged delay, the Commander should inform the passengers through
the CIC of all arrangements which concern them in such a way that absolutely no
misunderstandings between Commander, cabin crew and passengers will arise.
During extended ground stays in case of irregularities, personal contact between crew and
passengers may advantageously assist in handling the situation. When a diversion
becomes necessary, passengers shall be informed as soon as possible and be advised
that all further information will be provided by the ground personnel after landing.
Information to Passengers in Case of Emergency
Proper briefing of passengers is of upmost importance to prevent shock or panic. It is

expected that the Commander performs the passenger briefing personally. He shall
explain the situation in a calm and professional manner so as to encourage the
passengers to have confidence in the crew's ability to cope with the emergency. Only if
conditions prevent the Commander from informing the passengers himself, he may
designate and brief another crew member to perform this duty.
Death on Board
In case a passenger dies during flight, the Commander should (if cockpit workload
permits) notify handling agency at the next point of landing of the following particulars
regarding deceased passenger:
• Full name;
• Nationality;
• Date of birth;
• Home address;
• Station of embarkation;
• Final Destination;
• Whether accompanied by relatives or friends.
After landing, the Commander shall establish a report in duplicate containing as much as
known of the following items regarding deceased passenger:
CHAPTER 8 P: 8-255
• Full name;
• Gender;
• Nationality;
• Date of birth, age;
• Home address;
• Station of embarkation;
• Flight number;
• Route leg;
• Number of flight hours after first embarkation;
• Destination;
• Time of death;
• Altitude at time of death;
• Cabin altitude at the time of death;
• Cause of death (if known);
• Circumstantial details of death according cabin crew report;
• Information whether passenger was ill or not.
The original of this report is to be handed over to the competent local police authorities,
the copy via Flight (Return) Envelope to the Company.
Sample of Report of Death on Board is contained in OM Part A, Chapter 11.8.3.
8.3.17 Cosmic or Solar Radiation Detection Procedures
JC Airlines does not operate aeroplane capable of flying at 49.000 ft (15.000 m), and as
such, cosmic or solar radiation detection procedures do not apply.
8.3.18 Task Sharing

8.3.18.1 General
The general allocation of flight crew duties throughout the flight will be in accordance with
aircraft FCOMs.
The designations CM1 and CM2 refer to the crew members’ physical location. CM1 is the
left-seated pilot, CM2 the right-seated pilot. PF refers to the pilot flying and the associated
actions that are performed by the pilot flying the aeroplane regardless if it is CM1 or CM2.
PM (or PNF) refers to the pilot monitoring (not flying) and the associated actions that are
performed by the pilot not flying the aeroplane regardless if it is CM1 or CM2.
Flight crew duties are organized in accordance with an area of responsibility concept.
Each (flight) crew member is assigned a flight deck area where the crew member initiates
the actions for required procedures. Pre and post flight duties are apportioned between the
CHAPTER 8 P: 8-256
CM1 and the CM2, while the phase of flight duties are apportioned between the PF and
the PM. A normal scan flow is encouraged; however, certain items may be handled in the
most logical sequence for existing conditions. Actions outside the crew member area of
responsibility are initiated at the Commander’s direction.
The main duties of Pilot Flying (PF) are the control of the aircraft and its navigation. This
applies to both normal and abnormal/emergency operations. He shall monitor the aircraft’s
attitude and be ready to immediately take control manually. In addition, PF also
communicates with ATC during abnormal/emergency situation until PM completes
required abnormal/emergency procedures or checklists.
PF task sharing:
• Control of aeroplane;
• Observance of SOP;
• Compliance with flight safety releases;
• Altitude and speed restrictions;
• Airspace observation;
• Preparation of aeroplane for the individual segments of the flight procedure;
• Correct use of checklists.
Whenever other activities or special events prevent the PF from focusing his full attention
to piloting, he shall hand over to the Pilot Monitoring/Pilot Non-Flying (PM/PNF) with the
call out »YOU HAVE CONTROL«, who confirms the takeover with the reply »I HAVE
CONTROL«.
The Pilot Monitoring (PM) shall perform all non-flying pilot duties, in addition to assisting
the PF whenever possible in monitoring the flight instruments and with the lookout. He
shall always monitor the PF for signs of incapacitation, especially during the critical stages
of flight such as take-off and approach or landing, and be prepared to take control at all
times.
PM task sharing:
• Monitoring flight progress;
• Assistance and supervision of PF;
• Airspace observation;
• Monitoring aeroplane systems;
• Operating aeroplane systems in agreement with PF;
• R/T communication and correct use of checklists;
• Keeping the necessary flight records;
• Setting, identifying and checking navigational aids according to the instructions of
PF.

CHAPTER 8 P: 8-257
Task assignment to PF and PM shall be observed in a very strict manner. PF, for instance,
shall not unnecessarily intervene in handling of R/T communication, nor shall PM set
navigational aids without consulting PF.
Whenever the Commander, with due consideration of all relevant circumstances, decides
that in any portion of the flight it is a safer course of action to take over control of the
aeroplane they shall do so, even if the First Officer originally had been assigned as PF.
8.3.18.2 Design and Use of Checklists / Procedures
Checklists are an integral part of Company aircraft type specific SOPs. In development of
procedures and checklists for the use by crew members following principles are used:
• Human factors as guidance in design of all the operational documentation through
uniform and consistent system of labels, symbols and terminology;
• Original manufacturer’s documents, including but not limited to checklists as starting
point for development of applicable JC Airlines’ documents;
• Operations Manual and other operational documentation should be user friendly
and therefore easy to identify or navigate through them according to operational
requirements.
Checklists utilization is the most important factor for an efficient flight deck management.
Reliable normal operations and repeatable success in dealing with abnormal and
emergency situations are clearly attributable to the checklist system. The system does,
however, depend absolutely on the command being given for the checklist, the correct
checklist, and ensuring its completion. It is important that all pilots are conversant with their
contents and usage.
Reading of checklists require the use of clear diction and must be audible. Challenge and
response checklists should reflect the tone of challenge, and responses should be equally
positive. Response should reflect positive unambiguous feedback. This is made more
effective by reading where specified, the standard terminology.
Since original manufacturer’s documents are approved by the SSCA they are considered
as the most suitable for direct use or development of other similar documents.
For normal and abnormal & emergency procedures JC Airlines relies on original
documents and therefore all the revision of original documents will be implemented
immediately upon issuing. In case that operational reasons demand alteration of original
documents, especially checklists, any proposed change will be discussed among the
experts, experience of other operator on the same type will be checked and finally, risk
assessment will be done before the changes take effect. Flight Operations Manager in
close cooperation with Chief Pilot(s) will take care that above mentioned principles are
obeyed at all times.

CHAPTER 8 P: 8-258
Flight crew must use normal, abnormal, supplementary procedures and appropriate
checklists prior to, during and after all phases of flight operations and in abnormal and
emergency situations to ensure compliance with procedures contained in the Operations
Manual and provisions of the aeroplane certificate of airworthiness.
All required checklists are provided in the respective type OM Part B and QRH.
Normal checklists are based on verification that routine action and procedures have been
accomplished using a challenge and response philosophy. Where the checklist is
challenge and response, the responder will verify and answer each item. Any item omitted
or incomplete will be accomplished at the time of the challenge before continuing with the
checklist. It should be the reader’s responsibility to visually check that the action taken
agrees with the response. If a response is incorrect that item shall be corrected and the
proper response given.
Non-normal and emergency procedures and the corresponding checklists require to be

dealt with on a different basis. A non-normal condition will be actioned by reference to the
checklist. The pilot monitoring (not flying) will read each item and perform the required
action where appropriate, calling out the checklist response when the action is completed.
The system’s design is such that the loss or malfunction of an individual system should not
of itself affect the safe conduct of the flight. It is of the utmost importance that a
malfunction is correctly diagnosed. Hurried action without thought must be avoided. The
flight crew detecting an existing or impending emergency or non-normal condition will
immediately call out the condition. The Commander will ensure that control of the aircraft is
established and maintained and he will decide the action to take bearing in mind the
existing circumstances (however this does not mean that in all emergency/abnormal
situations the Commander will take over the controls). This crew task-sharing concept is
designed to balance workload and give responsibility for action to the crew best positioned
to execute the item.
8.3.19 Policy on the use of Autopilot and Autothrottle

8.3.19.1 General
Automatic flight system is designed to enhance flight safety and efficiency. Pilots shall use
proper level of automation at all times.
The auto flight system shall be operated in such a way that optimum benefit is achieved
from its capabilities. Examples for optimum benefits are:
• Reduction of workload,
• Precision of navigation,
• Availability of protection modes,
• Passenger comfort,
• Economic flight.

CHAPTER 8 P: 8-259
The pilot must not allow automation to detract from the overall management of the flight. It
is the company policy that the highest level of automation appropriate to the task be used.
Nevertheless, at the Commander’s judgement and taking into account crew fatigue and
weather and operational conditions, it is possible to deviate from the above stated rule in
order for the pilot to maintain an acceptable capability of manual flight and familiarity with
not common types of approach.
Automation is a tool to aid, not to replace the pilot.
Computer-based automation systems depend on accurate programming.

• Automated systems are generally more reliable than humans during routine or
repetitious activities;
• At least one flight crew must devote full attention to monitoring duties when
automation is engaged;
• If automation malfunctions, one flight crew shall fly the aircraft. Otherwise, too much
attention becomes focused on computer programming;
• Crosscheck and verify all programming after initial set-up. During take-off and
approach briefings and prior to executing any modification that cannot be changed;
• Advise the other pilot of any programming changes or significant mode changes;
• If automation appears to be malfunctioning, revert to basic modes or disconnect it;
• Use automation to reduce workload, as appropriate to the situation;
• Use autopilots and autothrust during bad weather and do not be in a hurry to
disconnect in conditions of low visibility.
Use of automation shall always be governed by the general principle:
ACTION → CROSSCHECK → CONTROL/MONITOR.
Detailed procedures on the use of automated flight and navigation systems are contained
in next sub-sections and in applicable SOPs (OM Part B and FCOM, as applicable).
8.3.19.2 Control and Monitoring
Autopilot engagement and disengagement shall be accomplished in accordance with

limitations and procedures stated in the respective AOM.
During approach, when the autopilot/autothrust are engaged below final intercept altitude,
the PF should rest his hands lightly on the controls in such a manner that the autopilot or
autothrust can be immediately disconnected in the event of malfunction. During flight
above final intercept altitude, the primary duty of the PF during autopilot engagement is to
monitor autopilot/autothrust performance. If it becomes necessary for the PF to divert his
attention to other matters such as an approach briefing or FMC programming, control
should first be transferred to the PM.

CHAPTER 8 P: 8-260
The PF should refrain from resting his hands on the thrust levers during climb.
8.3.19.3 Normal Operations
An autopilot should be engaged for normal flight conditions above 10.000 ft.
An autopilot must be engaged for all CAT II/III approaches and autoland is mandatory if
autopilot function is normal for the autoland manoeuvre.
The autopilot and autothrust, if functioning normally, should be engaged for approaches in
IMC anytime the reported ceiling and visibility is less than:
• 300 ft above DH/MDH; or
• 1000 meters above minimum visibility/RVR.
In those cases, the autopilot, if functioning normally, should remain engaged until required
visual references are established, at which time the autopilot may be disconnected.
To improve situational awareness and flight management, pilots should engage the
autopilot as soon as practicable if aircraft systems malfunction or when weather in the
vicinity of the departure/arrival airport might require deviation from planned.
Pilots should not necessarily disconnect the autopilot immediately when visual conditions
are established on an ILS approach.
8.3.19.4 Abnormal Situations
During approach in turbulent or very gusty wind conditions, pilots should closely monitor
autopilot and autothrust operations. Autothrust often does not respond quickly to rapid
changes in airspeed. Pilots should carefully consider the need for manual thrust control
and appropriate speed additives anytime such conditions are encountered.
If a go-around is inadvertently activated in IMC with the autopilot engaged below 1000 ft
AAL, a missed approach is mandatory. In VMC, if the go-around mode is inadvertently
activated below 1000 ft AAL, pilots may immediately disconnect the autopilot and
autothrust and complete a manual landing; or execute go-around.
In all cases, if stable approach criteria cannot be maintained during the approach, a
missed approach shall be executed.
8.3.20 Standard Operating Procedures (SOPs)

8.3.20.1 General

CHAPTER 8 P: 8-261
Standard Operating Procedures (SOPs) fall into two categories, the first of which identifies
a core of mandatory actions or procedures, which must always be performed because the
failure to do so has a direct adverse impact on the safety of operation. These SOPs
include formal items such as standard callouts, altimeter setting and checking procedures,
emergency drills, and non-exceedance of limitations. The formal SOP’s are also
categorized by the imperatives of ‘shall” and “must” and include those procedures which
require a singular means of compliance (e.g. engine failure at take-off). The second
category of standard operating procedures has the purpose of standardizing procedures to
make it possible to crew any two pilots together on a non-regular basis without lowering
safety standards.
OM Part A contains standard operating procedures which are applicable to all Company
aeroplane types. OM Part-B provides the type related instructions and guidelines needed
for the safe operation of the aeroplane. It contains the procedures necessary for flight
crews to perform all normal and abnormal/emergency procedures. In the process of
harmonizing type-related procedures into common standard operating procedures, the
following applies:
• Normal Procedures: OM Part B describes the operating procedures for all phases of
flight, and includes the normal checklist. These procedures may not exactly reflect
the procedures described in the manufacturer’s Airplane Flight Manual (AFM) or
Flight Crew Operating Manual (FCOM). It is the responsibility of each operator to
thoroughly review all manufacturer’s procedural changes and revisions, and
implement any changes, as deemed necessary.
• Abnormal / Emergency Procedures: The in-flight simulation of emergencies
requiring the application of part or all of abnormal or emergency procedures and
simulation of Instrument Meteorological Conditions (IMC)by artificial means during
commercial air transportation flights is not allowed. All abnormal and emergency
procedures are described in OM Part-B, and the manufacturer’s FCOM and Quick
Reference Handbook (QRH) .In some cases, OM PART B provides supplemental
information and guidance material to be used. The manufacturers QRH is the
primary reference to be used during all abnormal and emergency situations. The
contents of OM Part- B shall be used to compliment the information given in the
manufacturer’s QRH.
All JC Airlines aircraft shall be operated in accordance with Standard Operating

Procedures (SOP) and callouts as outlined in OM Part B / FCOM. The most critical phases
of flight in regard to margin for crew error are take-off, altitude / flight level changes and
the approach. Standard calls, using unequivocal language as challenge and response,
form the principal discipline to verify correct flight progress, highlight vertical and lateral
deviation arid provide an alert system to detect crew incapacitation. It is very important that
the exact terminology is used precisely so that misunderstandings do not occur between
crew members. If a standard callout is not responded to, a possibility of pilot incapacitation
exists and needs to be followed up with some further identification activity.

CHAPTER 8 P: 8-262
Experience has shown that adherence to SOP helps to enhance the crew’s situation
awareness and allows a higher performance level to be attained. One of the objectives of
SOP is to have standards to be agreed upon prior to the flight and then adhered to so that
maximum crew performance can be achieved. It is important to always ensure that
checklist and SOP are fully complied with. SOP are also a quick and convenient method of
problem solving where (if the correct procedure is followed) any disagreement is speedily
resolved.
Further advantages of SOP are:

• A logical sequence of action, covering all items which is easily continued following
an interruption;
• Set workload priorities;
• Improved workload sharing;
• Enhanced teamwork;
• Set operational guidelines;
• Improved situational awareness;
• Established safety margins leading to an overall improvement in safety.
SOP also reflect overall Company policy with regard to flight operations and must be
followed by all crew members. In general there is no room for Commanders to impose
their own operating procedures; however there may be an occasion where it is necessary
to do so. In such event, the Commander must make his intention clear to the other crew
members with the callout »NONSTANDARD«, together with the reasons for deviation from
SOP.
Irrespective of aeroplane manufactures recommendations regarding type related

normal/abnormal/emergency operations, JC Airlines maintains its firm position on the
following SOP elements and/or principles.
Crew briefings and applicable checklists are an integral part of JC Airlines’ SOPs.
All JC Airlines flight operations are based on the optimum use of Crew Resource
Management (CRM). The principle of continuous mutual briefing and assistance shall be
applied at all times. In normal cockpit work the Commander shall establish open
communication between crew members in the cockpit and in the cabin as well as with
ground personnel and Air Traffic Services.
In addition to OM Part B, all pilots have access to the electronic and paper version of
manufacturer’s AFM/FCOM, QRH and FCTM (Flight Crew Training Manual) through Flight
Operations Department. These manuals contain all the necessary information (i.e. aircraft
systems, supplementary procedures) in order to assist flight crew in performing their
duties.
PF on the Ground
CHAPTER 8 P: 8-263
On the ground, in JC Airlines normal operations, PF duties are always performed by the
CM1.
8.3.20.2 Flight Crew Briefings
The objective of flight crew briefing is to ensure that both pilots are aware of and agree
with a proposed plan of action. Formal briefings are required before each take-off and prior
to each descent and landing. The PF should be aware of the need to let the PM know how
he intends to conduct the operation. These briefing activities produce an environment in
which the non-handling pilot can carry out his prime function of monitoring the flight more
effectively.
In addition, the cockpit briefing by the Commander should draw the attention of the
members of his crew to the desired manner in which they are to perform their functions
during their duty time. This briefing is intended to cover such subjects not directly related
to particular phases of the intended operation, and the following examples are given as an
illustration:
• Delegation of tasks, teamwork in the cockpit and with cabin crew;
• Arrangements relating to the handling of technical malfunctions;
• The need for crew members to monitor each other, and for the mutual exchange of
information, also between flight and cabin crew;
• Recall and review important and/or recently revised procedures;
• Arrangements to cater for the event of an aborted take–off or missed approach;
• Definition of the tasks for those sectors of the flight to be flown by the first officer
(co-pilot).
Briefings shall be performed when the flight crew workload permits, and all the relevant
data has been gathered. Briefings should be relevant, concise and chronological. When a
main parameter is referred to (V speeds, Altitude, NAV setup...) by the PF, both flight crew
members must crosscheck that the parameter has been set or programmed correctly.
Prior to any departure or approach, the Pilot Flying (PF) shall give concise briefings to the
other flight crew member(s) in response to the relative checklist items, covering all aspects
mentioned in the corresponding Standard Operating Procedures (SOP) including:
• The technical status of the aircraft unless reviewed in conjunction with another
checklist or procedure;
• Normal (standard and non-standard) departure and approach considerations;
• Flight deck jump seat occupant briefing.
Non-normal departure and approach considerations shall be briefed by the Commander

(including, but not limited to engine-out procedures, rejected take-off, etc).

CHAPTER 8 P: 8-264
For specific normal and non-normal briefing items refer to applicable OM Part B – Normal
Procedures and associated FCOM/FCTM, but as a JC Airlines standard the following
should be included in the briefing:
• Technical and fuel status;
• Weather;
• NOTAMs;
• Taxi out/in routes;
• Take-off/landing configuration (including packs, anti-ice systems, use of reversers
and autobrakes);
• LVO procedures, if applicable;
• Departure/arrival/approach charts and procedures, including navigation setup;
• Minimum safe altitudes (MSA, MEA, MORA, as applicable) and terrain;
• Use of automation (autopilot, autothrust);
• Engine-out procedure/go-around procedure and alternates;
• Confirmation of sufficient landing distance on the runway of intended use
considering prevailing meteorological, operational and technical conditions.
The crew briefing should be completed before starting the engines/starting push back or
before penetration of the terminal area, preferably before starting the descent, respectively
as applicable in the phase of flight.
All flight crew members should pay attention to the possible changing circumstances
during taxi and flight. The crew briefing should be amended accordingly.
Any deviation from the ‘standard crew briefing’ or any delegation of authority shall be
clearly stated in the briefing. Final responsibility for proper and complete crew briefing
remains with the Commander (Pilot-In-Command).
8.3.20.3 Headset Usage
Pilots shall use headsets when obtaining ATC departure clearance / engine-start
clearance, from the start of push-back or engine-start whichever comes first until 15.000 ft
(FL150) top of climb and from 15.000 ft (FL150) top of descent until the Seat Belts signs
are switched OFF on the ground.
Flight crew shall also use headsets during flight if only one pilot is present in the cockpit,
during high cockpit workload phases and when different radio frequencies are used
simultaneously. The requirement to use headsets at all other times will be at the discretion
of the Commander (Pilot- In-Command).
8.3.20.4 Methods of Avoiding Runway Incursions

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The key-point in the prevention of runway incursions is to apply better preventive

measures during the taxi-phase. Reduced workload will provide for increased attention to
the taxi phase and allow an updated and accurate positional and situational awareness.
Taxi Briefing
The take-off and descent briefings should contain a complete review of the expected taxi
routes with special attention to the HOT SPOTS. Pay special attention to temporary
situations such as work in progress, other unusual activity and recent changes in airport
layout. During this part of the briefing, refer to the airport charts and visualise all available
information. An added benefit can be if other crew members are familiar with the airport
and have some recent taxi experience at the aerodrome.
Flight crew should ensure to follow the clearance or instruction that was actually received,
and not the one expected to receive. Be aware that the expectations established during
the pre-taxi or pre-landing planning can be significantly altered with a different and
unexpected clearance.
Airport Familiarisation
Departing from or coming into an airport should be prepared well in advance. A thorough
planning for taxi operation is essential. This preparation should be done at the gate or prior
to starting descent. Prepare the necessary charts for taxi and have them available for use
during taxi. Take some time to study the airport layout. Use the ATIS information and your
previous experience to determine the possible taxi routes. Remember to review the latest
NOTAM for both the departure and arrival airport for information concerning construction
or taxiway/runway closures. Visualise this information on the charts. Standard taxi routes
are used more often at busy airports. Review the routes you can expect. Pay special
attention to the location of HOT SPOTS. These are unique or complex intersections and
runway crossings where runway incursions have taken place in the past, or areas of the
runway or associated taxi ways which are not visible from the control tower. Know what
runways you will encounter between where you are and where you are going. Plan timing
and execution of checklists, so that no distractions occur when approaching and/or
crossing runways - all eyes should be outside during this phase.
Conduct detailed briefing for all flight crew members, especially during night and low
visibility operations.
Taxi Clearance
The receipt of any clearance in the taxi phase itself requires the complete attention of all
flight crew on the flight deck. If necessary, CM2 should write down taxi-instructions,
especially at complex or unfamiliar airports and cross-check the instructions against the
airport chart. Clear up any uncertainties about your clearance or your position on the
surface before the start of taxi.

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Taxi Best Practices
• Only one pilot can control the aeroplane during taxi. However, as in flight, the pilot
not in control of the aeroplane (CM2) has the important task of monitoring the taxi
and assisting CM1;
• Cancel check list activity when crossing and entering runways. Maintain full
concentration of all flight crew members on the runway traffic situation;
• Never cross red stop bars when lining up or crossing a runway, unless in
exceptional cases where the stop-bars, lights or controls are reported to be
unserviceable, or some other plausible explanation is received, and a clear,
unambiguous and positive clearance has been given to cross the red stop bars;
• When entering any runway, check for traffic (left and right) using all available
surveillance means (visual contact, TCAS, radar);
• When cleared to line up and/or when crossing any runway, position the aeroplane in
a right angle with the runway where possible, in order to better observe the other
traffic, both arriving and departing;
• Do not rush. The higher your ground speed, the less time you have to react,
manoeuvre the plane and avoid an obstacle. High speed also results in greater
distance and time required to bring the plane to a complete stop;
• When you receive a clearance to taxi to a point beyond a runway, this clearance
does not automatically include the authorisation to cross that runway. Each taxi
clearance beyond a runway shall contain an explicit clearance to cross the runway
or an instruction to hold short of that runway;
• Strictly adopt the sterile cockpit concept whilst taxiing. During movement of the
aeroplane the flight crew must be able to focus on their duties without being
distracted by non-flight related matters;
• Use aeroplane lights in accordance with SOP to help controllers and other pilots to
see you;
• Ensure all flight crew are on the appropriate frequency until all runways have been
vacated after landing;
• After the landing, vacate the runway as soon as possible, but not by turning onto
another runway, unless specifically instructed to do so;
• When the aeroplane has vacated the active runway, be prepared to stop to resolve
any questions about the ATC clearance or about the aeroplane position;
• Anytime you feel uncertain about the location of the aeroplane position on the
movement area, stop the aeroplane, advise ATC, and ask for clarification – “take
the question out of the flight deck”;
• Never stop on a runway unless specifically instructed to do so.
Positive Identification of Runways

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It is of vital importance that both pilots are fully aware of their location on the terminal or
ramp and to prevent any risk of being in the wrong position, or on the wrong runway.
Typical RWY taxi-holding position signs and associated TWY markings.

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8.3.20.5 Policy on Use of Aeroplane’s External Lights
Navigation Lights
Navigation lights shall be switched ON during all operational phases.
Anti-Collision (Beacon) Lights
They shall be used as follows:

• Beacon OFF: Aeroplane parked and engines OFF.
• Beacon ON: All other operational phases:
Strobe Lights
They shall be used for all airborne phases of a flight, irrespective of daytime, unless
becoming annoying (e.g. due to meteorological conditions). Strobe lights shall be switched
ON when entering (or crossing) the runway and switched OFF when vacating the runway.
Taxi Lights
Taxi lights shall be used for all taxi manoeuvres when aeroplane is moving. Taxi lights
shall be switched OFF when aeroplane is not moving. During parking switch taxi lights
OFF before aeroplane is aligned with the marshaller.
Landing Lights
Landing and runway turn-off lights shall be used for take-off and initial climb as well as for
approach and landing in order to make the aeroplane more conspicuous to other
aeroplane and to ATC, and to reduce the risk of bird collision. For take-off, the landing and
runway turn-off lights shall be switched on when starting the take-off roll in order to signal
that take-off is imminent to other aeroplane involved in ground operations. During climb,
landing lights should not be switched OFF before passing 10.000 ft (FL 100). During
descent the landing lights should be switched ON when passing 10.000 ft (FL 100).
8.3.20.6 Communication with Air Traffic Control Units
Listening Watch
Flight crew shall maintain a radio listening watch (or SELCAL watch), as applicable to the
area of operation.
The radio listening watch shall include:

• Continuous monitoring of the guard frequency (121.500 MHz);

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• Monitoring of the appropriate frequency in airspace without ATC coverage in

accordance with In-flight Broadcast Procedures as published in the OM Part C.
More details about radio listening watch may be found in OM Part A, Chapter 12.
Phraseology
All communication with Air Traffic Control (ATC) shall be conducted using standard ICAO
English phraseology as defined in OM Part C.
Use of Call Sign
The flight crew shall use » JC AIRLINES« and then the flight number as a company call
sign. If and when there is difficulty in understanding the call sign by the ATC, call sign JC
(»JULIET-CHARLIE«) then the flight number should be used.
ATC Clearances
Flights requiring an ATC clearance shall not commence take-off without such clearance.
All ATC clearances, altimeter settings (including transition levels), runway in use, level
instructions, heading instructions and speed instructions must be read back including the
full call-sign.
Both the PF and PM (PNF) should monitor and confirm all issued ATC clearances, unless
operational constraints (i.e. passenger addresses, one pilot leaves the cockpit, etc.)
prohibit. Special vigilance shall be exercised in areas of high terrain and when the
clearance includes heading, flight level, frequency, route/waypoint changes and
instructions for holding short of a runway. Particular attention should be paid when aircraft
with similar call-signs are present so as to avoid any confusion when accepting and
reading back ATC clearances.
Standard phraseology must be used. Wording must be clear, precise and unmistakable.
The Commander shall ensure that:

• Clearances received are safe with respect to terrain clearance during climb/descent
and en-route;
• Compliance with the provisions of an ATC clearance will not violate other
regulations (e.g. night curfew).
All ATC clearances shall be understood and agreed upon by both flight crew members and
accepted if crew is able to comply with ATC instructions.
If flight crew is not completely satisfied with ATC instructions they shall request another
clearance after declaring »UNABLE TO COMPLY«. On ground during taxi, ATC clearance
shall be requested in an area with minimum workload.
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Recording of ATC Clearances
Initial ATS flight plan clearance and any subsequent ATS flight plan re-clearance (i.e.
airway clearances) shall be recorded on OFP. Recording of any other ATC instruction is
on PM discretion taking into account current workload and operational priorities.
8.3.20.7 Company Language
All communication should be conducted in English language when on duty, on the flight
deck during line operations, between the flight crew and cabin crew during line operations
and during flight crew training and evaluation activities. Refer also to OM Part B.
8.3.20.8 Use of Urgent and Distress Messages
URGENCY: A condition concerning the safety of an aeroplane or other vehicle, or some

person on board or within sight which does not require immediate assistance. The
appropriate phraseology is the word PANPAN repeated three times.
DISTRESS: A condition of being threatened by serious and/or imminent danger and

requiring immediate assistance. The appropriate phraseology is the word MAYDAY
repeated three times.
In an emergency, the initial message should comply with the standard ICAO phraseology
to alert the controller to the level of urgency and trigger an appropriate response.
Depending on the criticality and nature of the prevailing condition, urgency »PANPAN -
PANPAN - PANPAN« call or distress »MAYDAY - MAYDAY - MAYDAY« call shall be
used. Then, to explain the situation, simple and short messages should be used
highlighting the operational implications of the prevailing condition.
In case of abnormal conditions priority for landing may be requested from ATC to avoid
any holding due to traffic. If ATC does not comply with the request the Commander shall
decide, depending on the situation, whether an emergency declaration is required.
Urgent and Distress messages consist of as many as possible of the following elements
spoken distinctly and, if possible in the following order:
1) Code word (3x);
2) Name of the station addressed (time and circumstances permitting);
3) The identification of the aircraft;
4) The nature of the distress condition;
5) Intention of the crew;
6) Present position, level (i.e. flight level, altitude) and heading.

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Example of a distress call:

1) »MAYDAY – MAYDAY – MAYDAY«
2) »PHNOM PENH TOWER«
3) »JC AIRLINES 558«
4) »ENGINE FIRE«
5) »CLIMBING 2000 FT ON RUNWAY HEADING«
6) »REQUEST IMMEDIATE RETURN AND LANDING AT PHNOM PENH«
Distress messages have priority over all other transmissions, and urgency messages have
priority over all transmissions except distress messages. A distress or urgency call should
normally be made on the frequency in use at the time. The frequency 121.500 MHz, which
has been designated as the international aeronautical emergency frequency, may also be
used.
When an aircraft is no longer in distress, it shall transmit a message cancelling the distress
condition.
8.3.20.9 Take-Off / Climb
Commencement of Take-Off Roll
The take-off should be commenced at the beginning of the runway. Intersection take-offs
are permitted, provided due consideration is given to take-off performance limitations and
local noise abatement requirements. In the interest of expediting traffic, the Commander
may decide to perform rolling take-off.
PM Duties during Climb (and Descent)
PM shall minimize tasks not directly related to the operation of the aeroplane during climb
and descent. Full completion of OFP entries and other ancillary tasks should be delayed
until after top-of-climb. During climb and descent, the PM shall closely monitor ATC
frequency and compliance with ATC clearances, ensure clearance from terrain and traffic,
and monitor the safe and correct operation of the aeroplane, the engines and all applicable
systems.
8.3.20.10 Minimum Height for Turns
Minor heading changes (up to 10 degrees bank) are not considered to be a turn.
During normal operations no turns shall be commenced after take-off below 400 feet AGL
unless specifically required by the SID, obstacles or noise abatement procedures. In the
event of no published procedures, the following minimum heights shall be applied:
• No turns below 400 feet AGL in daylight VMC conditions.
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• No turns below acceleration altitude at night or IMC conditions.
No turns shall be commenced below 400 feet AGL also during approach or go-around
unless specifically required by the STAR/Approach, obstacles or noise abatement
procedures.
In case of Engine failure, EOSID (if applicable) may require a turn below the above values.
In such a case, EOSID shall be followed.
8.3.20.11 Maximum Bank Angles
The maximum bank angle for normal operations shall not exceed 30°. Before conducting
procedures at certain aerodromes, which might require higher bank angles, the approval
from the SSCA shall be obtained.
Refer to OM Part A, Chapter 8.1.2.7.
8.3.20.12 Company Speed Restrictions
For normal operations an aircraft speed shall not exceed 250 KIAS below 10.000 ft
(FL100) AGL. Exceptionally, at the request of ATC, a higher speed may be maintained
below 10.000 ft (FL100) under Commander’s approval until reaching 5000 ft AAL. Below
5000 ft AAL speed must be reduced to 250 KIAS, or less.
8.3.20.13 Rate of Climb/Descent within Last 1000 ft before Cleared Level
Ii is recommended that the rate of climb / descent should not exceed 1500 ft/min within the
last 2000 ft before reaching the assigned level, in order to reduce the risk of TCAS
Resolution Advisories (RAs). Special country rules and regulations have to be respected.
Nevertheless, rates of climb or descent given by ATC for the purpose of maintaining
separation of aircraft shall be strictly complied with.
8.3.20.14 Collision Avoidance Policy
When in VMC particular attention shall be devoted to the following:

• Look-out is urgently required for collision avoidance in spite of improved aeroplane
operation technologies and more sophisticated ground devices. Thus, whenever
weather conditions allow, it is the duty of the crew to keep a sharp look-out;
• Whenever possible, flight crews shall attempt to minimise head down work such as
writing or chart reading, FMS programming, when and where look-out is required;
• Early and intensive use of the autopilot is recommended in order to facilitate look-
out;

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• Irrespective of the type of clearance received from ATC, it is still the responsibility of
the Commander to avoid collision with other aeroplane. Thus, during VMC, a look-
out for conflicting traffic is an absolute necessity;
• Traffic information given by ATC is of great value and it must always be requested.
It must, however, always be kept in mind that ATC information includes known
traffic only and may therefore be incomplete;
• If unidentified traffic is reported which cannot be seen in due time and a collision
risk is suspected, request immediate avoiding measures.
8.3.20.15 Progress Check
Progress check includes:

• Time Check: Comparison of actual times at specific waypoints against estimated
times;
• Fuel Burn Check: Comparison of actual fuel burn off at specific waypoints against
planned fuel burn off;
• Fuel Leak Check: Current fuel on board plus current fuel burn off shall be equal to
amount of fuel before engine start. Presence of any significant difference to that rule
shall prompt flight crew to immediately start inquiring reason for it.
Progress check shall be performed at least once every 30 minutes after block-off time by
the PM and shall be recorded on OFP. On short flights at least one progress check at top
of climb shall be performed and recorded. After top of descent progress checks are no
longer required unless significant ATC delay action (holding) is encountered. Each
progress check should be communicated to the PF using standard progress report.
Examples of a standard progress report:

• »AT WPT LAVAN 2 MINUTES AHEAD, BURN-OFF ACCORDING TO PLAN,
EXTRA FUEL 700 KG«;
• »AT WPT LEKOB ON TIME, BURN-OFF 200 KG MORE, EXTRA FUEL NIL«.
8.3.20.16 Altitude Awareness
It is the policy that in order to mitigate potential risks related to the acceptance and
maintenance of assigned altitude, both verbal and automated altitude callouts are utilized
on JC Airlines’ aircraft. Furthermore, all altitude/height instructions of the ATC must be
acknowledged. If any member of the flight crew is in doubt as to the authorized
altitude/height, the PM (PNF) shall immediately call ATC and ask for confirmation of the
instruction. In order to maximize the altitude awareness the flight crews shall:
• Avail themselves of automated altitude callout, but also make regular verbal altitude
announcements, and crosscheck that the assigned altitude is above the minimum
safe altitude;

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• Utilize »1000 TO GO« standard callout when approaching the assigned altitude, to
avoid as far as possible any altitude deviation;
• Pay particular attention to communications with ATC to avoid any possible call sign
confusion. After each ATC message both crew members shall agree that it was for
their flight. If there’s doubt about the clearance received, the PM (PNF) shall
immediately contact ATC and clarify/confirm the issued altitude clearance – refer to
Chapter 8.3.4.2. Both crew members shall crosscheck their altimeters and its
setting;
• Report the cleared flight level on first contact with ATC, unless specifically
requested not to do so by ATC.
8.3.20.17 Descent
Efficiency and economy in flight operations very much depend on a well planned and
conducted descent. The descent shall be performed as efficiently and smoothly as
possible taking into account flight safety, local conditions, ATS procedures, and
meteorological factors (turbulence, icing). In order to obtain descent clearance in time,
adequate advance notice should be given to ATC.
8.3.20.18 Maximum Permissible Rate of Descent
During normal operations, the rate of descent should not exceed the following values:
Altitude above Terrain (feet AGL) Maximum Rate of Descent (fpm)

Down to 5.000 3000
Down to 2.000 2000
Down to 1.000 1500
Below 1.000 1000
Adherence to published approach profiles may in exceptional cases (such as steep

published glide slope), require a higher rate of descent than 1000 fpm below 1000 ft AGL.
Such information should be included in the approach briefing.
8.3.20.19 Approach and Landing
Every approach shall be planned and conducted in accordance with the procedures
prescribed in OM Part B and observing the limitations in respect of rate of descent and
bank angle. This phase of flight specifically requires most accurate flying technique and
highest attention of all flight crew members. Planning for an approach shall be done well in
advance in order that pilots are well prepared for the expected approach procedures and
that the approach chart is only required for quick references. It is, however, compulsory for
PF to have the approach chart readily available for display during every approach.

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Direct straight-in approaches are authorized and encouraged at Commander’s discretion

to shorten the approach procedure, if conditions are suitable and subject to ATC
clearance.
In order to facilitate effective monitoring of an instrument approach by flight crew, at least

two copies of the instrument approach charts to be used should be provided on the flight
deck.
8.3.20.20 Landing Distance Assessment in Flight
In preparation for each landing, the Commander shall make an assessment of all relevant
factors that increase risk; including wind, slope, runway surface condition, braking action,
and aeroplane failures, in regard to the required runway length. The Commander must
consider that runway surface conditions can degrade or improve significantly in very short
periods of time dependent on precipitation, temperature, usage, and runway treatment,
and could be significantly different than indicated by the last report. If conditions change
between the time that this assessment is made and the time of landing, the Commander
shall consider whether it would be safer to continue the landing or reassess the landing
distance.
The manufacturers actual (demonstrated/un-factored) landing distances used in the flight

preparation phase to derive a required landing distance for dispatch, were determined by
test pilots, in ideal conditions and using techniques very rarely used in line operations.
Attempting to reproduce these distances in line operations, could result in an overrun.
Hence the Commanders shall ensure that landing distance available (LDA) is always at
least equal or higher than calculated actual landing distance (ALD) for given runway and
aeroplane conditions + 15% safety margin (to obtain factored distance), as recommended
by FAA and EASA regulations.
8.3.20.21 Commencement and Continuation of an Approach
An instrument approach may be commenced regardless of the reported RVR/VIS but the
approach shall not be continued beyond the outer marker, or equivalent position, if the
reported RVR/VIS is less than the applicable landing minima. Where no outer marker or
equivalent position exists, the Commander shall make the decision to continue or abandon
the approach before descending below 1.000 ft AAL on the final approach segment. If,
after passing the outer marker or equivalent position depicted on the Instrument Approach
Chart, the reported RVR/VIS falls below the applicable minimum, the approach may be
continued to DA(H) or MDA. A pilot may continue the approach below DA(H) or MDA and
the landing may be completed provided that the required visual reference is established at
the DA(H) or MDA and is maintained.
Where the State Approach Ban is more restrictive, the published State Approach Ban
applies (refer to OM Part C).

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Note: The equivalent position can be established by means of a DME, NDB or VOR or
any other fix that independently establishes the position of the aeroplane, if
published on the instrument approach chart. If none of the above is available then
it is 1.000 ft AAL.
8.3.20.22 Positive Identification of Aerodromes
At certain locations the proximity of adjacent aerodromes, the presence of multiple

runways, or the proximity of highways paralleling a runway, may create confusion and
result in a landing at the wrong aerodrome or on the wrong runway, especially in darkness
or conditions of reduced visibility. In order to preclude such an incident which may have
serious consequences, Commanders shall take all measures to ensure positive
identification of aerodrome/runways such as:
• Strict adherence to standard approach procedures using the available instrument
landing aids, regardless of weather conditions, down to the final stages of the
approach. No short cuts shall be attempted which would entail loss of radio
navigational guidance;
• When conducting a radar-vectored approach a cross-check using available radio
aids shall be made to determine whether the runway ahead is the correct one;
• When conducting an approach subject to maintaining VMC or a visual approach the
pilot shall be thoroughly familiar with the aerodrome and the surrounding terrain,
and ceiling and visibility shall be such that positive identification of the
aerodrome/runway is possible without difficulty. Available navigation aids shall be
used to the fullest extent.
8.3.20.23 Descent to Prescribed Altitudes during Approach
The altitudes prescribed in instrument approach procedures shall be strictly adhered to.
Descent to the next lower altitude prescribed in a procedure shall only be made after
passing the relevant fix and provided the aeroplane is following the track specified in the
procedure.
Descent below relevant minimum sector altitude (MSA) is not allowed unless aeroplane is:
• Being radar vectored (respect minimum radar vectoring altitudes); or
• Established on STAR (respect minimum enroute altitudes); or
• Established for approach (consider altitudes published for relevant approach); or
• Crew has gained and is able to maintain sufficient visual references regarding
terrain clearance.
An aeroplane is considered established on final approach track when:

• Within ± 5º of the final approach track in a non-precision approach; or
• Within ± ½ dot of the localizer course as shown on the raw data ILS indicator.

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8.3.20.24 Stabilized Approach
Important: Each approach procedure shall be planned and executed in a manner to

achieve stabilisation criteria latest at the target height.
Lowest target height is:

• Height corresponding to FAF for non-precision approaches;
• 1000 ft AGL for precision approaches;
• 1000 ft AGL for visual approach;
• 500 ft AGL for circle-to-land approach (heading stabilisation shall be achieved latest
at 400 ft AGL).
Pilots shall consider performing missed approach if aeroplane is not yet stabilised at, or
becomes unstabilised below target height.
An approach is stabilised when all of the following criteria are met:

• The aeroplane is on the correct flight path;
• Only minor changes in heading and pitch are required to maintain the correct flight
path, except in circle-to-land approach where heading stabilisation shall be
achieved latest at 400 ft AGL;
• Indicated Airspeed shall not be less than VAPP - 5 kts and not greater than VAPP +
10 kts;
• The aeroplane is in the correct landing configuration;
• Sink rate is no greater than 1000 fpm;
• The thrust is stabilized above idle, to maintain the target speed on the desired glide
path;
• All briefings and checklists have been completed;
• ILS approach must be flown within ½ dot of the glide-slope and ½ dot of the
localizer;
• A Low Visibility Approach must be flown within the excessive deviation limits
(flashing scales).
Special approach procedures or abnormal conditions requiring deviation from the above
elements of stabilised approach criteria require a specific briefing prior to commencement
of the approach.
8.3.20.25 Visual Illusions
During transition from instrument approach to visual flight the pilot flying (PF) shall pay
particular attention to retain the proper approach path by maintaining the stabilized
attitude. Good co-operation between PF and PM is necessary during change-over from
instrument flight to flying with visual reference to the ground. When, during the progress of
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the final approach, visual reference is expected to be obtained, the PM shall divide his
attention between monitoring the flight instruments and lookout. When the approach lights,
runway lights, or runway markings are clearly in sight and the altitude of the aeroplane with
reference to the ground can be determined, PM shall indicate to the PF where to look for
visual reference (i.e. »RUNWAY 10 O’CLOCK«). PF should never allow the aeroplane’s
nose to drop and should not permit the rate of descent to increase during the last part of
the final approach and shortly before flare.
Flight crews shall be aware of factors and conditions that cause visual illusions and their
effects, including:
• Perception of height/depth, distances and angles;
• Assessment of the aircraft’s horizontal position and glide path.
8.3.20.26 Visual Approach
A visual approach is an approach where an aeroplane on an IFR flight plan, operating

clear of cloud, in sight of ground or water and having an ATC clearance to do so, deviates
from the prescribed instrument approach and proceeds to the airport by visual reference.
Refer to OM Part A, Chapter 8.1.3.5.
Where no instrument approach procedure is available for the runway of intended landing,
crews may proceed to establish flight in conditions suitable for a visual approach via a
transition cleared by ATC. Crew may accept radar vectors to establish on final approach
as a method of transitioning to the visual approach. If a full traffic pattern is flown, the
downwind altitude shall be at or above 1500 ft AAL.
The visual glide path angle should normally be in the order of 2.5º to 3.0º depending on
terrain clearance requirements. Once the aeroplane is established and descending on the
final approach to the runway of intended landing, 360° turns and other manoeuvres for
descent profile adjustment should not be performed.
Important: Visual approaches by night are not allowed.
8.3.20.27 Use of PAPI (VASIS, T- VASIS)
On runways equipped with PAPI (VASIS, T-VASIS) or the visual glide slope shall be
adhered to as closely as possible. Due to glide slope tolerances, however, PAPI (VASIS,
T-VASIS) indications shall not be used below 200 ft AAL. The use of non-standard visual
glide slope indicator systems is not permitted.
8.3.20.28 Touchdown
To accomplish a safe landing the height of the aeroplane over the landing threshold should
be approximately 50 ft. This height may vary according to information provided on the
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approach chart (TCH). Final approach shall be adjusted so as to achieve touchdown in the
Touch Down Zone (TDZ) area, paying due regard to obstructions in the final approach
area, runway length, runway conditions etc. If the touchdown cannot be accomplished
within the TDZ a missed approach shall be initiated. For the purposes of this section, the
TDZ is defined as the area extending from the landing threshold to 900 m from the landing
threshold, or the first one third of the landing runway (whichever is less). The desired
touchdown point lies at a distance between 300 m to 600 m from the landing threshold.
Corresponding runway markings, position of VASIS/PAPI bars and/or lighted touchdown
wing bars are of great assistance in determining the correct aiming point.
Spool up of engines, aeroplane speed and pitch attitude must be considered carefully. It is
of utmost importance to aim for the aeroplane to be tracking the runway heading prior to
touchdown. Consequently every effort must be made to land on and along the runway
centreline. This will provide the best margin to recover from lateral control difficulties
occurring after touchdown.
8.3.20.29 Use of Reverse Thrust
After landing pilots shall always initially select maximum reverse thrust (if at least one
reverse is operative - refer to FCOM). If runway condition, runway length, noise abatement
restrictions, weather, outside air temperature, expected brake temperature and turn-
around time permit, reverse thrust may be immediately reduced to idle.
The amount of reverse thrust to be used shall be included in the approach briefing.
8.3.20.30 Parking
After having arrived at the ramp, parking brake shall not be released unless:
• All engines have been shut down;
• It is confirmed that chocks are in position, by verbal communication or other visual
means;
• The apron is not wet, slippery, or on a slope.
Upon releasing the brakes, the Commander shall ensure the aeroplane does not move.
Parking brake should be selected ON when refuelling.
When the aeroplane is parked and no crew member is listening out on interphone by
means of a headset, the cockpit speakers and interphone should be ON in order to enable
ground personnel to attract crew’s attention in case of urgent messages. At stations where
a handling frequency is available it may be useful to maintain a listening watch on ground,
provided other cockpit duties are not hampered.
The Commander (Pilot-In-Command) is responsible for reporting all known or suspected

defects in the aircraft to the Company at the termination of the flight (report in ATL).

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8.3.20.31 Missed Approach
A missed approach is a normal procedure which should be applied without hesitation if

required.
If an approach is discontinued for any reason after passing FAP/FAF, the standard go-
around procedure shall be applied as specified in OM Part B.
A climb to the published missed approach altitude may be made at any time during the
approach. Adequate protection from obstacles is assured if the missed approach
procedure is initiated not lower than the DH/DA/MDA and not later than at the missed
approach point (MAPt) where one is specified.
Non-precision approach: In the event a missed approach is initiated prior to arriving at the
MAPt the pilot should, while climbing, proceed to the MAPt and then follow the missed
approach procedure in order to remain within the protected airspace.
Precision approach: In the event that missed approach is initiated prior to reaching DA/DH,
the aeroplane shall proceed to the threshold of the runway of intended landing, before
following the missed approach procedure.
Circle-to-land: If the decision to carry out a missed approach is taken when the aeroplane
is positioned on the approach axis (track) defined by radio navigation aids, the published
missed approach procedure shall be followed. If visual reference is lost while circling to
land, it is expected that the pilot will make an initial climbing turn toward the landing
runway and overhead the aerodrome where he will establish the aeroplane in a climb on
the missed approach track. Any other missed approach tracking following circle-to-land
manoeuvre shall be prearranged with ATC.
Visual Approach: Different tracking options are possible during missed approach following
visual approach, depending on the aeroplane position at the time the missed approach is
initiated, therefore missed approach track shall always be clarified with ATC as early as
possible during visual approach.
Recommended minimum acceleration altitude during a missed approach procedure is final

missed approach altitude. When the missed approach altitude is relatively high, or during
other unfavourable conditions (e.g. engine out) acceleration may be initiated at an earlier
stage taking the obstacles in the missed approach path into consideration.
If a missed approach has been executed for meteorological reasons another approach
shall only be commenced if the Commander has reasons to believe that a second
approach will lead to a successful landing.
No more than two approaches shall be made unless there is a significant improvement in
the weather conditions, giving a very high probability of a successful landing.

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Although a missed approach is considered to be a normal manoeuvre, reporting (via ASR)

is essential to enhance flight safety. The Flight Safety system uses these statistics to
identify common threats and suggest changes in procedures, both internally and
externally. Reasons for missed approach should be described, providing as much detail as
possible to help the above stated objective.
Reasons for Missed Approach
Missed approach shall be initiated if:

• The required visual references have not been established upon reaching the
DH/DA/MDA;
• At any time after descent below the DH/DA/MDA, the PF cannot maintain the
required visual references;
• Instructed by the appropriate ATC unit;
• The specified approach aid used is suspected to be malfunctioning;
• An Approach Ban criteria cannot be met;
• The Commander calls out »GO-AROUND« as long as the aeroplane is higher than
1.000 ft AAL;
• Any active flight crew member calls out »GO-AROUND« when the aeroplane is
lower than 1.000 ft AAL.
8.3.21 Abnormal (Non-normal) & Emergency Procedures and Checklists

8.3.21.1 General
Abnormal procedures contain actions which are necessary to cope with an impending or
effective failure of any aeroplane system or component, or which are necessary to protect
the aeroplane and its occupants from serious harm. These actions are presented in
QRH/FCOM, which are provided in booklet form in each cockpit.
When the necessity arises to apply an abnormal procedure it is the obligation of the
Commander to identify the applicable procedure and to designate who acts as PF. For this
decision he must take into consideration the complexity of cockpit duties, the necessity to
supervise actions, the capacity and proficiency of crew members, and the workload arising
from flight progress. It may be appropriated to change PF designation during progress of
flight.
An abnormal/emergency procedure must only be commenced when PF is in full control of

the situation and therefore it is initiated by PF.
Primary actions designed to contain the failure shall only be accomplished after flight path
control is achieved and can be maintained and never below 400 ft AGL.

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Actions designed to secure or reconfigure the inoperative systems shall only be

accomplished after primary actions have been completed, flight path control is achieved
and can be maintained, and the aeroplane is navigated along desired track.
Flight crew are required to cross-check by dual response before actuation of critical
controls, including:
• Thrust lever reduction of failed engine;
• Master switch;
• Fire pushbutton;
• Any guarded pushbutton/switch;
• Any other irreversible action.
Abnormal operation is non-routine. Therefore all actions shall be announced loudly before
being performed. Announcement is either made by memory (memory actions) or by
reading from the procedure presentation (ECAM display or booklet). Execution of a
challenged action is confirmed by the appropriate response. This challenge/response
principle assures that all crew members are aware of progress and status. Each crew
member must be familiar with the contents of abnormal procedures in order to execute
their duties in proper sequence and to act efficiently.
Important: In-flight simulation of emergencies onboard the aeroplane on revenue flights

is strictly prohibited.
It is Company policy that pilots must at all times maintain awareness of a suitable
aerodrome where a safe landing may be made in the event of an emergency. In-flight
cruise briefings and weather monitoring must be conducted as to maintain a high level of
situational awareness in this regard.
8.3.21.2 Authority to Reject Take-Off
In standard crew composition Commander (CM1) has the final authority to reject or
continue take-off roll. For that purpose he shall keep his hands on thrust levers until
reaching V1. First Officer (CM2) has the authority to reject take-off roll only if he
encounters unambiguous sings of Commander's incapacitation.
In crew composition where CM1 duties are performed by Captain under training, he should
have the responsibility for the decision to reject a take-off. Once decision to reject take-off
has been announced it shall be executed by CM1, since the left seat position is laid out for
the optimum handling of the aeroplane.
If the TRI, occupying the right seat, takes over control during a rejection of take-off, he
shall call out »I HAVE CONTROL«.

CHAPTER 8 P: 8-283
8.3.21.3 Engine Failure on Take-Off (after V1)
Refer to OM Part B.
The following general guidelines should be observed in the case of engine failure on take-
off after V1:
• No crew actions should be performed below 400 ft AGL with the exception of:
- Silencing the aural warnings;
- Raising the landing gear.
• Lateral navigation should follow published engine-out SID (EOSID). If terrain
clearance is not in doubt and the aircraft climb performance is adequate, the pilot
may (at Commander’s discretion) :
- Follow the departure route – SID; or
- Accept radar vectoring by ATC; or
- Remain in the vicinity of the airport under VMC conditions – visual traffic
pattern.
Note: If an engine failure occurs during take-off, it is recommended to maintain
lateral flight path on extended runway centreline (standard) unless a special
published engine-out procedure is available. Whenever aircraft deviates from
received departure clearance, ATC must be informed as soon as possible.
• 3rd segment height (PAA) should be determined by the flight crew in advance and
inserted into the MCDU, taking into consideration following operational variables:
- Obstacle clearance with lower limit generally not below 800 ft AAL;
- TOGA thrust time limit (as upper limit);
- Terrain profile;
- Return-to-land scenario.
• Emergency shall be declared (»MAYDAY«).
• Attempted lateral navigation shall be communicated to ATC.
8.3.21.4 Continuation of Flight with One Engine Inoperative
When one engine of an aeroplane fails or is shut down in flight as a precautionary

measure to prevent possible damage, the flight crew shall notify the appropriate ATS unit
as soon as possible and shall keep ATS fully informed regarding the progress of the flight.
A landing shall be made as soon as possible, at a suitable aerodrome at which a safe
landing can be made.
8.3.21.5 Handling of In-Flight Emergencies
It is Company policy that pilots must at all times maintain awareness of a suitable
aerodrome where a safe landing may be made in the event of an emergency. In-flight
cruise briefings and weather monitoring must be conducted as to maintain a high level of
situational awareness in this regard.
CHAPTER 8 P: 8-284
Safety of the passengers and the aircraft shall be the priority and the selection of the
nearest suitable aerodrome must take into account:
• Technical condition of the aircraft affecting performance and handling;
• Actual gross weight;
• Remaining fuel on board;
• Terrain clearance requirements;
• Enroute and terminal weather (wind, temperature, icing, thunderstorms, etc.);
• Route and aerodrome facilities.
If two or more possible aerodromes exist, the nearest aerodrome in terms of flight time
should normally be selected unless weather or NOTAM criticality becomes more limiting.
If possible an aerodrome should be selected with weather conditions of at least circling

minima, and a runway where glide path assistance is provided.
In the following cases, all attempts must be made to land the aircraft at the nearest
suitable aerodrome:
• Any fire on board an aircraft, if firefighting is not effective; or
• Any engine or APU fire; or
• Failure of an engine on a two-engine aircraft; or
• Total loss of electrical power; or
• Persistent smoke of unknown origin; or
• Dual hydraulic failure; or
• Structural damage; or
• In-flight medical emergency; or
• Positive bomb threat.
In the event of a depressurization the flight should divert to the enroute alternate, if
necessary, with adequate terrain clearance maintained at all times.
8.3.21.6 Overweight Landing
Refer to OM Part B.
Normally, the maximum certified landing weight shall not be exceeded. Overweight
landings, however, may be performed in all abnormal or emergency situations where
according to Commander’s discretion this course of action provides the same or a higher
degree of safety than using time to burn excessive fuel.
Situations such as serious illness of crew or passengers which would require immediate
medical attention also justify overweight landings. In such case, deviations from prescribed
procedures to the extent required are permissible in the interest of safety.
CHAPTER 8 P: 8-285
8.4 ALL WEATHER OPERATIONS

8.4.1 General requirements
All Weather Operations (AWO) means operating aircraft in Low Visibility Conditions (LVC).
The term Low Visibility Operations (LVO) may be used in Company’s documents instead
of AWO and includes:
• Low Visibility Taxi,
• Low Visibility Take-Off (LVTO),
• Precision Approach ILS Category II (Cat 2 / Cat II),
• Precision Approach ILS Category III (Cat 3 / Cat III).
The Commander shall satisfy himself that prior commencing LVO:

• The status of the visual and non-visual facilities is sufficient;
• Appropriate LVPs are in force according to information received from ATS;
• The flight crew members are properly qualified.
In LVC non-precision approaches are not authorised. Use of Autopilot (AP) for LVO
approach is mandatory to the lowest authorised height. In case of complete autopilot
failure, the lowest authorised operating minima are RVR 550 m and DH 200 ft.
CM1 and CM2 shall be qualified and current for LVTO and applicable LVO approach.
Allocation of PF/PNF between CM1 and CM2 (CM1 is always PF) shall be strictly adhered
to.
In an event of aeroplane and/or ground system malfunction occurring in LVC below 1000 ft
AGL which requires corrective action and/or procedure modification a go-around must be
executed.
Aeroplane specific operating procedures (as defined in OM Part B) shall be strictly

adhered to. CAT II/III instrument approach and landing operations are not authorised
unless RVR information is provided.
Where decision height (DH) and runway visual range (RVR) fall into different categories of
operation, the instrument approach and landing operation would be conducted in
accordance with the requirements of the most demanding category (e.g. an operation with
a DH in the range of CAT II but with an RVR in the range of CAT I would be considered a
CAT II operation).
JC Airlines shall not conduct Category II/III operations unless:

• Each aeroplane concerned is certificated for operations with decision heights below
200ft, or no decision height, and equipped in accordance with the aircraft
certification for all weather operations or an equivalent accepted by the SSCA,

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• A suitable system for recording approach and/or automatic landing success and
failure is established and maintained to monitor the overall safety of the operation,
• The operations are approved by the SSCA,
• The flight crew consists of at least two pilots,
• Decision height is determined by means of a radio altimeter,
• Only RVR values are used for low visibility operations.
8.4.2 Low Visibility Take-off (LVTO)
LVTO is a take-off where the RVR is less than 400 m.
When weather condition on departure aerodrome is below the landing minima, a take-off
alternate should be nominated equal to or better than CAT I minima and noted on OFP.
This take-off alternate should be within one hour of flight with one-engine inoperative (330
NM). Terrain and weather en-route to take-off alternate must permit single-engine
operation.
When the reported meteorological visibility is below that required for take-off and RVR is
not reported, a take-off may only be commenced if the commander can determine that the
RVR/visibility along the take-off runway is equal to or better than the required minimum.
When no reported meteorological visibility or RVR is available, a take-off may only be
commenced if the commander can determine that the RVR/visibility along the take-off
runway is equal to or better than the required minimum.
When no reported meteorological visibility or RVR is available, a take-off may only be

commenced if the commander can determine that the RVR/visibility along the take-off
runway is equal to or better than the required minimum.
CM1 is PF.
For LVTO, aeroplane configuration and performance calculations resulting in lowest safe
take-off speeds should be considered even on expense of increased required take-off
thrust.
LVTO in less than 150m RVR (CAT C aircraft) shall not be conducted unless approved by
the SSCA.
Rejected take-off during LVTO:

• If visual references are lost below 100 kts, take-off should be rejected.
• If visual references are lost above 100 kts, take-off should be continued utilizing
approved lateral guidance system (e.g. yaw bar).
• If take-off was rejected, the CM1 should switch all landing lights ON so that
emergency services can easily identify aeroplane in low visibility conditions.

CHAPTER 8 P: 8-287
8.4.3 Precision Category II Approach (CAT II / CAT 2)
(ICAO): A Category II operation (CAT II) is a precision instrument approach and landing
using ILS with:
• RVR of not less than 300 m, and
• Decision Height below 200 ft and not lower than 100 ft.
The DH shall not be lower than:

• Minimum DH specified in the AFM,
• Minimum height to which the precision approach aid can be used without the
required visual reference,
• OCH/OCL for the category of the aircraft,
• DH to which the flight crew is authorised to operate,
• 100 ft.
The main objective of Category II operations is to provide a level of safety equivalent to

other operations, but in more adverse weather conditions and lower visibility.
Must contain a segment of at least 3 consecutive lights being the:

• The centre-line of the approach lights (CL of the APL) or,
• Touchdown zone lights (TDZL), or Runway centre line lights (RCLL), or
• Runway edge lights (REDL), or
• A combination of these.
This reference must also include a lateral element of the ground pattern, i.e. an approach
lighting crossbar or the landing threshold or a barrette of the TDZ lighting.
The lowest minima to be used for Category II operations (aircraft category C) are:
DH (feet) RVR
100 - 120 300 m
121 - 140 400 m
141 - 199 450 m
RVR for Category II approach versus DH

CHAPTER 8 P: 8-288
8.4.4 Precision Category III Approach (CAT III / CAT 3)
A Category III operation (CAT III) is a precision instrument approach and landing using
ILS, further divided into:
CAT IIIA (CAT 3A):

• RVR of not less than 175 m, and
• Decision Height (DH) not lower than 50 ft, or no DH.
Note: JC Airlines is approved for CAT IIIA precision instrument approaches.
CAT IIIB (CAT 3B):

• RVR less than 175 m but not less than 50 m, and
• Decision Height (DH) below 50 ft, or no DH.
On a CAT 3 runway it may be assumed that operations with NO Decision Height can be
supported, unless specifically restricted, as published in the AIP or NOTAM.
Required Visual Reference, Category IIIA Approach with DH
Must contain a segment of at least 3 consecutive lights being:

• The centre line of the approach lights, or
• Touchdown zone lights, or
• Runway centre line lights, or
• Runway edge lights, or
• A combination of these.
The visual references once attained must be maintained.
Required Visual Reference, Category IIIB Approach with a Decision Height
Must contain a segment at least one centre line light and once attained must be
maintained.
Required Visual Reference, Category III Approach with NO Decision Height
There is no requirement for visual reference to be established prior to touchdown.
8.4.5 Definitions
Low Visibility Operations (LVO): Means operating aircraft (taxi, take-off or landing) in
Low Visibility Conditions (LVC). LVO operations include Low Visibility Taxi, Take-Off and
CAT II/III approaches in LVC.

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Low Visibility Procedures (LVP): Procedures applied at an aerodrome for the purpose of
ensuring safe operations during ILS CAT II and ILS CAT III approaches and low visibility
take-offs.
Low Visibility Conditions (LVC): LVC for take-off and landing are defined below:
Low Visibility Conditions RVR / CMV Cloud Base / Vertical Visibility

Take-off Less than 400 m Not applicable
Landing Less than 550 m Less than 200 ft
Low Visibility Take-off (LVTO): A take-off where runway visual range (RVR) is less than
400 m.
Decision Height (DH): Decision height is a wheel height above runway elevation by which
a go-around must be initiated unless adequate visual reference has been established and
aeroplane position and approach path have been assessed as satisfactory to continue
approach and landing in safety. In this definition, runway elevation means elevation of the
highest point in touchdown zone. DH recognition must be, by means of height, measured
by radio altimeter.
Decision Height Concept: Decision Height is specified point in space at which a pilot
must make an operational decision. A pilot must decide if visual references, adequate to
safely continue approach, have been established. If visual references have not been
established, a go-around must be executed. If required visual references have been
established, approach can be continued. Nevertheless, a Commander may always decide
to execute a go-around if sudden degradations in visual references or sudden flight path
deviation occur. When necessary, published DH takes into account terrain profile before
runway threshold.
Decision Altitude (DA): A specified altitude in approach at which missed approach must
be initiated if required visual reference to continue has not been established. Decision
Altitude (DA) is referenced to Mean Sea Level (MSL).
Alert Height (ICAO): Alert Height is height above runway, based on characteristics of
aeroplane and its fail-operational automatic landing system, above which CAT 3 approach
would be discontinued and missed approach initiated if a failure occurred in one of
redundant parts of automatic landing system, or in relevant ground equipment. In other AH
definitions it is generally stated that if a failure occurred below Alert Height, it would be
ignored and approach continued.
Alert Height Concept - Alert Height (AH) is height defined for ILS CAT 3 operations with
fail-operational landing system. Above AH, a go-around must be initiated if failure affects
fail-operational landing system. Below AH, approach may be continued except if specific

CHAPTER 8 P: 8-290
warning is triggered. AH is evaluated during aeroplane certification. In general, more

sophisticated fail-operational landing systems will determine higher AH.
Fail-Passive Flight Control System: A flight control system is Fail-Passive if, in an event
of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude
but landing is not completed automatically. For Fail-Passive Automatic Flight Control
System a pilot assumes control of aeroplane after a failure.
Fail-Operational Flight Control System: A Flight Control System is Fail-Operational if, in

event of a failure below alert height, approach, flare and landing can be completed
automatically. In event of a failure, automatic landing system will operate as fail-passive
system.
Runway Visual Range (RVR): A range over which a Commander of aircraft on centreline
of runway can see runway surface markings or lights delineating runway or identifying its
centreline.
Converted Meteorological Visibility (CMV): A value (equivalent to RVR) which is

derived from reported meteorological visibility.
Minimum Approach Break-Off Height (MABH): Is the lowest height above the ground,
measured by radio altimeter, such that if a missed approach is initiated without external
references:
• In normal operation, the aircraft does not touch the ground during the procedure.
• With an engine failure during a missed approach, it can be demonstrated that taking
this failure probability, an accident is extremely improbable.
8.4.6 Runway Visual Range (RVR)
CAT II/III operations require rapidly updated and reliable reports of visibility conditions,
which a pilot may expect to encounter in touchdown zone and along runway.
RVR measurements are provided by system of calibrated transmissometers and account

for effects of ambient background light and intensity of runway lights. Transmissometers
systems are strategically located to provide RVR measurements associated with three
basic portions of runway:
• Touchdown Zone (TDZ),
• Mid-runway Zone (MID), and
• Rollout (or Stop-end) Zone (END).
RVR Zone Requirements: Relevant parts of runway, used for Rollout, in this context, are
those where decelerating aeroplane is still faster than approximately 60 knots.

CHAPTER 8 P: 8-291
For CAT II/III Approach TDZ RVR is controlling. TDZ RVR may be temporarily replaced
with MID RVR if approved by the state of the aerodrome. RVR may be reported by human
observation. If MID RVR is reported and relevant, it shall indicate not less than 75 m (125
m if manual rollout). If END RVR is reported and relevant, it shall indicate not less than 75
m.
On contaminated runways only automatic landing with manual rollout is allowed. Automatic
landing with automatic rollout is not allowed on contaminated runways.
RVR is not the Slant Visual Range (SVR). SVR is the range over which a pilot of an
aircraft in the final stages of approach or landing can see the markings or the lights as
described in RVR definition.
The minimum RVR for particular precision approach CAT II is governed by the DH,
available. Unless stated otherwise, aeronautical approach charts show adequate minimum
RVR information to the flight crew.
The minimum RVR for particular precision approach CAT III is governed by the DH,
available, when applicable. Beside general RVR requirements for CAT III operation, the
flight crew shall always check current CAT III minima valid for specific state authorities.
8.4.7 Flight Crew Procedures

8.4.7.1 Flight Preparation
In addition to normal flight preparation, the following planning and preparation must be
performed when LVO are predicted.
Check weather condition on departure aerodrome. If it is below the landing minima, a take-
off alternate should be nominated equal to or better than CAT I minima.
Review NOTAMS to make sure that the destination airport meets visual or non-visual CAT
II/III requirements:
• Runway and approach lighting,
• Radio navaid availability,
• RVR equipment availability, etc.
Check aircraft status and Aircraft Technical Log for defects that affect aircraft Category
II/III status.
Crew Qualification: Crew qualification and currency must be reviewed - Commander and
first officer (co-pilot) must both be qualified and current).

CHAPTER 8 P: 8-292
Weather information: check that the weather forecast at destination is within airline and
crew operating minima. If the forecast is below CAT I minima, verify that alternate weather
forecasts are appropriate to the available approach means and at least equal or better
than CAT I minima.
Check whether approach can be conducted within the aircrafts performance limitations.
The higher of Company, Crew Qualification, State or Aircraft certified minima shall be
applied.
Fuel planning: additional extra fuel should be considered for possible approach delays.
8.4.7.2 Low Visibility Taxi
• Before taxiing for take-off in low visibility conditions, both pilots should be familiar
with CAT II/III holding points for take-off runway, any taxiway routing that may be
used and possible Hot Spots (Areas of possible error/conflict with other traffic).
• Close attention should be paid to taxi speed (max 10 kts) and taxi routes. Both
pilots should give their undivided attention to taxi phase (“both heads up”).
• Any checklist, clearance or action (i.e. Flight Controls check) should only be done
while aeroplane is not moving.
• If uncertain about position, stop the aeroplane immediately and ask for ATC
assistance or Follow Me.
• Remember that ground equipment, aeroplane wingtips and tails may not be as
readily seen as taxiway lights, therefore taxi with utmost caution.
• Surface markings shall be strictly followed. Lighted stop bars must not be crossed.
CAT II/III holding points must not be crossed until cleared to enter the runway.
• On entering runway and lining up for take-off, double check runway heading
reference and make sure that aeroplane is on runway centreline. This could be
verified by markings on runway centreline and/or ILS localiser (if runway is ILS
equipped).
8.4.7.3 LVO Approach Procedures
Aircraft Status
Check the aircraft system STATUS page that the required landing capability is available.
Although it is not required to check equipment that is not monitored by the system, if any of
this equipment is seen inoperative (flag), the landing capability may be reduced.
Weather
Check weather conditions at destination and at alternates. Required RVR values must be
available for CAT II/III approach. The selected alternate must have weather conditions
equal to or better than CAT I.

CHAPTER 8 P: 8-293
Approach Ban
If the reported RVRs are below the applicable minima prior to reaching the OM or
equivalent DME distance, then the approach is to be discontinued. If the reported RVRs
become lower than the applicable minima after passing the OM or equivalent DME
distance, the approach may be continued.
ATC Clearance
Unless LVP are reported active by ATIS or ATC, clearance to carry out CAT II/III approach
must be requested from ATC, who will check the status of the ILS and lighting and protect
the sensitive areas from incursion by aircraft or vehicles. Such an approach may not be
undertaken until the clearance has been received. Before the outer marker or 1000ft (as
applicable), the required RVR values should be transmitted by the controller.
Seat Position
Seat position and consequent eye position is very important during low visibility approach
and landing. A too low seat adjustment may greatly reduce visual segment. When an eye
reference position is lower than intended, already short visual segment is further reduced
by cut-off angle of glareshield or nose. Seat shall be correctly adjusted as defined in OM
Part B.
Use of Landing Lights

At night in low visibility conditions, landing lights can be detrimental to acquisition of visual
references. Reflected light from water droplets or snow may actually reduce visibility.
Landing lights should therefore not normally be used in actual CAT ll/III weather
conditions.
CAT II/III Approach Briefing

In addition to normal approach briefing items, the following subjects should be covered
prior to approach:
• Destination and Alternate weather,
• Aeroplane technical status (landing capability),
• Crew LVO operational status,
• State LVO approvals, aerodrome LVO status and restricting effect (if applicable),
• Determination and insertion of DH (or NO DH),
• Brief review of task sharing and callouts,
• Downgrading possibilities above 1000 ft AGL,
• Procedure in case of malfunctions below 1000 ft AGL,
• Go-around procedure, ATC calls,
• Optimum seat position and reminder to set cockpit lights when appropriate,
• Use of Auto brake as required.

CHAPTER 8 P: 8-294
8.4.8 Continuous Monitoring Program
After obtaining the initial authorization, approved LVO must be continuously monitored to
detect any undesirable trends before they become hazardous. The Company has
established a procedure to monitor the performance of the automatic landing system to
touchdown performance of each aeroplane.
To collect the data, the Company should provide the flight crews with adequate
documents. Each CAT II/III approach, real or simulated, is to be recorded on a form
provided by the Company’s Engineering & Maintenance Department, which should be
readily available on the aircraft, including the following information as a minimum: Date,
type of aircraft, name of Commander, aerodrome and runway of landing, reported ceiling
and visibility, whether approach was auto-coupled or flown manually, if auto-coupled,
indicate, when applicable, if flight director agreed with autopilot and the height at which
coupler was disengaged, if auto landing was successful, whether approach was successful
or unsuccessful (if the approach was unsuccessful, specify the unsatisfactory element of
the CAT II/III system - e.g. airborne equipment, ground installation, crew performance,
traffic condition), the difference, if any, between computed airspeed and actual airspeed at
the DH, an assessment of the overall quality of the CAT II/III system as good, acceptable,
poor or unacceptable.
A consolidated report containing the required information is to be sent monthly to the

SSCA.
The following information shall be retained for a period of 12 months:

• Total number of approaches, where the airborne equipment was utilized to make
actual or practice approaches to the applicable Category II/III minima;
• Reports of unsatisfactory approaches and/or automatic landings, by aerodrome and
aeroplane registration, classified in airborne equipment faults, ground facility
difficulties, ATC reasons or other reasons.
The Company must analyse results and, if necessary, take the adequate actions
(modification of SOPs and/or maintenance procedures).
Note: Continuous monitoring also permits detection of problems on a specific

aerodromes (ILS, ATC procedures, etc.).
8.4.9 Flight Parameters Deviation Calls during LVO Approach
Refer to the aircraft type applicable OM Part B.

CHAPTER 8 P: 8-295
8.4.10 Loss of Required Visual References

8.4.10.1 Decision Height (DH) Concept
It should be stressed that decision height (DH) is the lower limit of the decision zone during
which, in limiting conditions, CM1 will be assessing visual references. CM1 should come to
this zone prepared for a go-around but with no pre-established judgement. CM1 should
make a decision according to quality of approach and way visual references develop as
DH is approached. In CAT II operations and CAT III operations with DH, conditions
required at DH to continue approach are: adequate visual references to continue approach
and land, and acceptable flight path. If both these conditions are not satisfied, it is
mandatory to initiate a missed approach.
If decision to continue has been made and visual references subsequently become
insufficient, or flight path deviates unacceptably, a go-around must be initiated (a go-
around initiated at low altitude, whether auto or manual, may result in ground contact). If
visual references are lost after touchdown, a go-around should not be attempted. A rollout
should be continued with AP in ROLLOUT mode down to taxi speed.
8.4.10.2 Alert Height (AH) Concept
Alert height (AH) is a height defined for Category III operations with a fail-operational
landing system.
Above AH, a go-around must be initiated if a failure affects the fail-operational landing
system. The list of these failures is contained in the AFM/FCOM.
Below AH, the approach will be continued (except if AUTOLAND warning is triggered).
The AH is evaluated during aircraft certification; it is set at 100 feet for A320 aircraft. This
is the value at which the flight crew makes a decision to land during CAT IIIB approach
with NO decision height.
If decision to continue has been made and AUTOLAND warning is triggered, a go-around
must be initiated (a go-around initiated at low altitude, whether auto or manual, may result
in ground contact).
8.4.11 Failures and Associated Actions
In general, there are three possible responses to failure of any system, instrument or
element during an approach:
• CONTINUE approach to planned minima, or
• REVERT to higher minima and proceed to a new minima, or
• GO-AROUND and reassess the capability.

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A nature of failure and point of its occurrence will determine which response is appropriate.
As a general rule, if a failure occurs above 1000 ft AGL, an approach may be continued
reverting to a higher DH, providing appropriate conditions are met. Below 1000 ft AGL and
down to DH an occurrence of any failure implies a go-around and reassessment of system
capability. Another approach may then be undertaken to appropriate minima for given
aeroplane status. It has been decided that below 1000 ft AGL, not enough time is available
for crew to perform necessary switching, to check system configuration and limitations and
brief for minima.
8.4.12 ATC Procedures
LVO (LVTO, CAT II and CAT III) require special procedures for ATC and all services on
aerodrome (maintenance, security, etc.). They are often referred to under a generic name
of Low Visibility Procedures (LVP). LVP are put into force at aerodromes authorised for
Category II / III operations latest when the RVR falls below 550m and/or the cloud base
falls below 200ft. Each aerodrome authority develops its own procedures with the ICAO All
Weather Document (or ECAC No 17) as possible aid. Flight crews shall refer to OM Part C
for specific aerodrome related LVP instructions and/or information.
8.4.13 Flight Crew and Aircraft Recency Requirements
To maintain CAT II / III qualification current, each flight crew member is required to have
completed two CAT II and/or CAT III approaches and landings, as appropriate, in the
aircraft in a six month period. This requirement may be satisfied by conducting practice
CAT II/III approaches and/or auto lands in good weather conditions.
The Company shall maintain records in respect of all flight crew members authorized to
conduct low visibility operations. These records shall indicate:
• Initial and continued eligibility of the flight crew member to conduct Low Visibility
Operations (LVTO and CAT II/III operations);
• Minima authorized and category of operation;
• Flight crew recency.
Each flight crew member is required to be in possession of the low visibility crew
authorization and record when exercising the low visibility operations.

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8.5 EDTO
EDTO (Extended Diversion Time Operations) apply to all revenue flights conducted in a
twin engine aircraft over a route that contains a point further than 1 hour flying time from
an adequate aerodrome, at the approved one-engine inoperative cruise speed.
JC Airlines is not approved for EDTO operations; hence all its aircraft must remain within 1
hour flying time at the approved one-engine inoperative cruise speed from an adequate
aerodrome.
"Adequate" defines an aerodrome usability which has been determined, with particular
regard to one-engine-inoperative approaches and landings, by the Flight Operations
Manager, or a designated deputy, in accordance with the provisions of OM part A, Chapter
8.1.2; an ATC facility should be available and at least one letdown aid (ground radar would
so qualify) for an instrument approach.
The "one-engine-inoperative cruise speed" shall be carefully selected from the

manufacturer’s documentation (e.g. AFM or similar) and shall be sufficiently conservative
as to be acceptable to the SSCA; "one-engine-inoperative" does not automatically include
"decompression" in this context.
For details refer to OM Part B, OM Part C and FCOM-PRO-SPO.

CHAPTER 8 P: 8-298
8.6 USE OF MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION

DEVIATION LIST (CDL)
8.6.1 Minimum Equipment List (MEL)
The Minimum Equipment List (MEL) is approved by the SSCA and permits the operation
with specific inoperative items of equipment for a period of time or a number of flights until
repairs can be accomplished. It is important that repairs are accomplished at the earliest
opportunity but in any case within the timeframe specified in the MEL for the particular
equipment.
The basis for establishing and approving the MEL is the MMEL - the manufacturer’s
Master Minimum Equipment List. This document is approved by the airworthiness
authority.
Other than the MMEL the MEL also considers operational regulations and increased safety
standards applicable to commercial operations. The MEL for the type concerned is
contained in the respective OM Part B and provides for release of the aircraft for flight(s)
with inoperative equipment. Whenever a flight - or series of flights - is released for dispatch
with inoperative item(s), entries must be made in the Aircraft Technical Log, containing a
detailed description of the inoperative item(s) using the appropriate system and sequence
number found in the MEL, special advice to the crew and information regarding corrective
action(s) taken. The MEL is not intended to provide for continued operation of the
aeroplane for an indefinite period with inoperative items.
The basic purpose of the MEL is to permit the operation of an aeroplane within the
framework of a controlled and sound maintenance and repair programme.
The decision of the Commander of the flight to have allowable inoperative items corrected
prior to flight will take precedence over the provision contained in the MEL. The
Commander may request requirements above the minimum listed whenever, in his
judgement, such added equipment is essential to the safety of a particular flight under the
special conditions prevailing at the time.
The MEL is applicable up until the time an aeroplane moves under its own power for the
purpose of preparing for take-off. However the Commander should take into account any
limitations of the MEL that may affect the flight, if a defect occurs between commencing
taxi and performing the take-off.
Equipment obviously basic to the aeroplane’s airworthiness (such as wings, rudders, etc)
is not listed in the MEL and must of course be operative for all flights. On the other hand,
equipment obviously not required for a safe operation of the aeroplane - such as ashtrays,
passenger convenience items, etc. - are not listed and may be unserviceable.
For all further details check the MEL for the type concerned and OM Part B.

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8.6.2 Configuration Deviation List (CDL)
An aircraft may be operated with secondary airframe and engine part deficiencies if so
allowed in the approved CDL. Other than in the MEL, CDL items very often do not have a
time limit or a limit on the number of landings. However the CDL will specify "changes" to
the approved AFM-procedures or its performance.
All missing/deficient parts carrying performance penalties are cumulative unless specified
penalties for certain combinations of missing parts are imposed.
Accumulated weight penalties - if there are any - must be considered and subtracted from
the allowed weight for take-off, climb en-route or landing. When first making use of the
CDL for a specific item, the appropriate item shall be described and entered in the Aircraft
Technical Log and the Deferred Maintenance Items (DMI) list. For any subsequent flight(s)
this particular item will be carried on in the Deferred Maintenance Item list until this part is
replaced or repaired.
All further details may be found in the CDL for the respective type presented and in the
OM Part B.
CDL is included in the Airplane Flight Manual (AFM).

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8.7 NON-REVENUE FLIGHTS – PROCEDURES AND LIMITATIONS
All non-revenue flights must normally be performed in accordance with the Company
regulations for route flights. On some non-revenue flights it may be possible that
passengers are carried. For exceptions, refer to subchapters Demonstration Flights and
Delivery Flights of this chapter.
8.7.1 Training Flights
The provisions of this chapter do not apply to the line training under supervision.
8.7.1.1 Purpose
Training flights are under the jurisdiction of the Training Manager with the purpose of:
• Commander/First Officer qualification/requalification;
• Training the abilities of pilots under normal and abnormal conditions;
• Inflight Proficiency Check.
8.7.1.2 Responsibility
The Training Manager is responsible for ascertaining strict adherence to possible

restrictions issued by JC Airlines or the SSCA.
The final decision to carry out the actual training flight and the responsibility for adherence
to general and detailed Company instructions remains with the designated Commander.
He shall ensure that:

• No unauthorised persons are on board;
• All persons and items on board are secured;
• All persons on board are briefed about emergency procedures;
• Weight and balance documentation was properly calculated and the ballast (if
necessary) was loaded and secured;
• ATC flight plan (if applicable) is filed;
• ATC is informed of the intended flight programme prior to take-off; and
• The general flight programme is adapted to the actual flight conditions, if this
becomes necessary.

CHAPTER 8 P: 8-301
8.7.1.3 Flight Crew Qualification
Requirements
The Commander of a training flight must be qualified and licensed as type rating instructor
(TRI) on the aeroplane concerned.
The Commander/TRI shall only perform functions (Pilot-in-Command, First Officer) for
which he is qualified and licensed on the aircraft type concerned. The Trainee must be
released for flight training by the Training Manager.
8.7.1.4 Weather Minima
The company weather minima (ceiling and visibility) specified for the respective type of
aeroplane, approach and aerodrome remain applicable.
If a simulated engine failure is to be performed on take-off, the lowest required ceiling is

300 ft and lowest required visibility (VIS) is 800m.
8.7.2 Test Flights

8.7.2.1 Purpose
Test flights form part of the maintenance programme to be completed before the aircraft is
declared airworthy and released for line service.
According to the SSCA requirements, test flights are compulsory after change or major
repair of essential parts of the following systems:
• Flight control system, unless it can be assumed from factory instructions or
Company experience that normal condition is resumed;
• Landing gear retraction system when it cannot be determined on the ground that
the gear can be properly retracted and extended.
In the following cases a test flight is optional:

• After extensive repairs, modifications or changes of aircraft parts or systems when,
after all prescribed tests and adjustments on the ground are performed, further
testing under flight conditions is desirable;
• To determine the cause of a complaint, or to demonstrate that a complaint is cured.
When at a station abroad doubt exists about the necessity of a test flight, Flight Operation
Manager should be contacted, who will consult the Maintenance Manager on course of
further action.

CHAPTER 8 P: 8-302
Note: No test flight shall be made when it is, through lack of proper equipment, not
possible to check on the ground the correct functioning of a system or part thereof
that is essential to the safety of execution of the flight.
8.7.2.2 Responsibility
When flown by JC Airlines crews, test flights are under the authority of Maintenance
Manager or his delegate. Test flights shall be performed according to programmes issued
by the responsible technical department in agreement with the Flight Operations Manager.
The responsible engineer shall give the flight crew a briefing on:
• The reason for the test flight;
• The test programme;
• How the preceding work may influence the airworthiness of the aeroplane.
The final decision to carry out the actual flight and the responsibility for adherence to
general and detailed Company instructions remains with the designated Commander. He
shall ensure that:
• No unauthorised persons are on board;
• All persons and items on board are secured;
• All persons on board are briefed about emergency procedures;
• Weight and balance documentation was properly calculated and the ballast (if
necessary) was loaded and secured;
• ATC flight plan (if applicable) is filed;
• ATC is informed of the intended flight programme prior to take-off; and
• The general flight programme is adapted to the actual flight conditions, if this
becomes necessary.
8.7.2.3 Flight Crew Qualification
Requirements
Test flights shall be performed by the minimum flight crew according to OM Part B. If it is
required by the kind of test flight there might be, in addition to the minimum crew,
engineers, mechanics or inspectors on board who were directly involved in the preceding
work/inspection of the aeroplane. They must be recorded in the flight log as additional
crew members.
Only experienced pilots should be assigned for test flights. As a company policy the
following qualification requirements for conducting test flights has been defined for
Commander - he shall be a licensed and qualified TRI for the type concerned and released
for this type of operation by Flight Operations Manager. First officer (co-pilot) may not be
someone with less than 2000 hours of flight experience on respective type.

CHAPTER 8 P: 8-303
8.7.2.4 Weather Minima
Test flights shall be conducted during daytime.
In-flight testing procedures shall not start before Visual Meteorological Conditions (VMC)
can be maintained.
For the first test flight after a major overhaul, the ceiling/visibility at take-off must be at
least 500ft/1500m.
8.7.3 Delivery Flights
Delivery flights are flights where - after a purchasing or lease agreement - an aeroplane is
flown from the manufacturer’s, seller’s or lessor’s facility to the airline or vice versa.
Provided all normal requirements – such as crew complement, equipment requirements

are met, non-revenue passengers may be carried if this is not excluded on the certificate
of airworthiness and certificate of registration. Full insurance coverage must be assured.
For some delivery flights the SSCA might only issue a "ferry permit" in lieu of the certificate
of airworthiness and the certificate of registration. This ferry permit may exclude the
carriage of persons other than flight crew and engineers.
8.7.4 Ferry Flights
Ferry flights are flights to position aircraft for maintenance. They may be conducted with
minimum flight crew and reduced airworthiness as permitted by Operations Manual and
the SSCA.
8.7.5 Demonstration and Sightseeing Flights
A demonstration flight may be for a sales/advertising purpose or to demonstrate flight

characteristics to a potential buyer, or flights with journalists and customers to introduce a
new type of aeroplane.
In any case, all flights with passengers aboard require full and normal cockpit and cabin
crew complement. All flights shall follow the standard procedures described in the
Operations Manual.
8.7.6 Positioning Flights
A positioning flight is a flight to position an aeroplane to an aerodrome for commercial

operation.

CHAPTER 8 P: 8-304
Positioning flights may be performed with the minimum flight crew. In this case, the
Commander will nominate one flight crew member to be responsible for cabin safety
checks.
Crew members of the Company may be transported on the way to or from flight duty
(Deadheading Crews). The Commander may exercise discretion regarding the need for
the demonstration of safety belts, oxygen masks, life vests and emergency evacuation
procedures, if all personnel on board are familiar with their use.
Positioning flights must follow the standard operating procedures described in the
Operations Manual.
Other passengers on positioning flights are subject to Flight Operations Manager approval.
In that case, depending on the number of passengers, at least one qualified cabin crew
member must be carried on board.
8.7.7 Demonstration Proving Flights
The demonstration proving flights are designed to determine prior to the issuance of the
AOC that the AOC applicant is capable of operating and maintaining each aircraft type
which he proposes to use in accordance with the SSCA requirements. The demonstration
proving flights may also be required of a fully certified airline which is adding a new
airplane type to its fleet or is seeking a special authorization. Successful demonstration
proving flights may be considered the final proof that an operator is ready to commence
revenue operations with a specific type of aircraft. During these inspections, the SSCA
delegated personnel will observe and evaluate the in-flight operations within the total
operational environment of the air transportation system. In the course of these flights,
paying passengers will not be carried. However, it is desirable for the applicant to have on
board company officials who can make decisions and commitments on behalf of the
applicant concerning actions to correct deficiencies.
General objectives for pre-certification demonstration proving flights shall include the
determination of the adequacy of:
• In-flight procedures laid down in the Operations Manual and compliance with those
procedures;
• The facilities and equipment provided to the flight crew to conduct the flight safely
and in accordance with regulations;
• The support provided by operational control to the flight crew;
• The general provision made for ground handling of the aircraft and assisting the
flight crew to carry out their duties at all aerodromes utilized by the applicant along
the routes;
• En-route facilities.

CHAPTER 8 P: 8-305
Demonstration proving flights are operated exactly as though the applicant is conducting
revenue operations. However, during the course of the flights the SSCA delegated
personnel may introduce simulated situations which will require appropriate responses by
crew members and ground personnel.
Provided that flights are conducted in accordance with the applicable commercial air
transport regulations and air operator procedures, the following types of flights can be
credited towards demonstration proving flight requirements:
• Representative en-route flights. Before an applicant may conduct these flights, the
test team must be satisfied that the document review phase has been completed.
• Positioning flights. Positioning flights approved by the SSCA may be credited
towards demonstration flight requirements.
• Training flights. With the approval of the SSCA, training flights may be credited
towards demonstration test requirements, provided that the SSCA inspector
observes each flight.
Well before the demonstration proving flight (during pre-application phase of the
certification process) the SSCA should brief the Company regarding the necessity for
demonstration flights.
At least ten days prior to the demonstration proving flights, in accordance with the aircraft
demonstration plan, the Company shall submit a detailed schedule of the proposed flights
including dates, times and aerodromes to be used, along with a list of names of all crew
members who will be used on each flight. The Company shall also provide a list of names
and titles of non-crew member personnel who will be aboard the aircraft during the flights.
Preliminary flight plan information containing predicted fuel, baggage, and passenger
loads for each segment along with predicted gross take-off and landing weights shall also
be provided.
Since the primary purpose of the demonstration proving flights is to ensure basic
compliance with safe operating procedures during routine operations, the introduction of
simulated abnormal and emergency conditions shall be kept to the minimum required to
evaluate the Company's capability to respond to such conditions. The following are typical
scenarios which may be used in evaluating the operator’s capabilities:
• Diversion to alternate aerodromes for reasons such as weather or maintenance –
this tests the Company’s communications, maintenance, ground handling and other
operational capabilities;
• MEL or CDL situations – this tests crew members’ understanding of specific
operational limitations and the company’s operations and maintenance procedures;
• Performance problems – this requires the flight crew and flight dispatch personnel
to demonstrate competency and knowledge of such items as aircraft performance,
aerodrome analysis charts and alternative Company procedures;

CHAPTER 8 P: 8-306
• Dangerous goods – the introduction of simulated dangerous goods should test the
Company’s ability to properly document and handle such items or if not authorized
to carry dangerous goods, to take appropriate action;
• Simulated aircraft emergencies such as an equipment failure – this tests the flight
crew’s knowledge and competency in handling emergency situations. It also tests
the Company’s communications, maintenance and other capabilities;
• Simulated cabin emergencies – this tests the ability of the cabin crew to deal with
cabin abnormalities in accordance with established Company procedures and to
coordinate with the flight crew.

CHAPTER 8 P: 8-307
8.8 OXYGEN REQUIREMENTS

8.8.1 Definitions
First Aid Oxygen: additional oxygen provided for the use of passengers, who do not
satisfactorily recover following subjection to excessive cabin altitudes, during which they
had been provided with supplemental oxygen.
Note: First aid oxygen is only required for pressurised aeroplanes operating above
25.000 ft where cabin crew members are required.
Supplemental Oxygen (pressurised aeroplanes): a supply of oxygen to the required

number of occupants for the required flight time at the appropriate altitude(s), following a
cabin depressurisation.
Supplemental Oxygen (non-pressurised aeroplanes): a supply of oxygen to be

provided in non-pressurised aeroplane to the occupants whenever flight altitudes above
10.000 ft are used.
Crew Protective Breathing Equipment (PBE): an equipment to protect the eyes, nose
and mouth of each flight crew member while on flight deck duty and for each cabin crew
member. The PBE shall allow the crew members to continue to perform their duties even
under smoke or toxic air conditions in the cabin or on the flight deck. The portable PBE
equipment must allow active fire fighting.
8.8.2 First Aid Oxygen
The quantity of oxygen required as first aid must be enough to provide 2% of passengers
and no less than 2 passengers with undiluted oxygen at a flow rate of at least 3 litres per
minute Standard Temperature Pressure Dry (STPD) for the part of the flight above 8.000 ft
following a depressurisation. This quantity of oxygen must be added to the required
oxygen quantity for the case of emergency descent.
The first-aid oxygen equipment shall be capable of generating a mass flow to each user of
a least 4 litres per minute, STPD. Means may be provided to decrease the flow to not less
than 2 litres per minute, STPD, at any altitude.
Full provisions as mentioned above are available in each JC Airlines aircraft and full
description of the system and equipment is provided in the FCOM and in the CCM.
8.8.3 Supplemental Oxygen – Pressurised Aeroplanes
The amount of supplemental oxygen required shall be determined on the basis of cabin
pressure altitude, flight duration and the assumption that a cabin pressurisation failure will
occur at the altitude or point of flight that is most critical from the standpoint of oxygen
need, and that, after the failure, the aeroplane will descend in accordance with emergency
CHAPTER 8 P: 8-308
procedures specified in the Airplane Flight Manual (or OM Part B) to a safe altitude for the
route to be flown that will allow continued safe flight and landing.
Following a cabin pressurisation failure, the cabin pressure altitude shall be considered the
same as the aeroplane altitude, unless it is shown that no probable failure of the cabin or
pressurisation system will result in a cabin pressure altitude equal to the flight altitude.
Under these circumstances, the maximum cabin pressure altitude established for the type
certification of the aeroplane shall be used as a basis for determination of oxygen supply.
8.8.3.1 Oxygen Equipment and Supply
Requirements
1) Flight crew members
• Each member of the flight crew on flight deck duty shall be supplied with
supplemental oxygen as specified in table below. If all occupants of flight deck
seats are supplied from the flight crew source of oxygen supply then they shall
be considered as flight crew members on flight deck duty for the purpose of
oxygen supply.
• Flight deck seat occupants, not supplied by the flight crew source, are
considered to be passengers for the purpose of oxygen supply.
• Flight crew members, not covered by the sub-paragraph above, are for the
purpose of oxygen supply, to be considered as:
- Cabin crew members if they are on call or are definitely going to have
flight deck duty before completing the flight;
- Passengers if they are not on call and will not be on flight deck duty
during the remainder of the flight.
• Oxygen masks shall be located so as to be within the immediate reach of flight
crew members whilst at their assigned duty stations.
• Oxygen masks for use by flight crew members in pressurised aeroplanes
operating above 25.000 ft shall be a quick donning type of mask.
2) Cabin crew members and passengers

• The number of seats by at least 10%. The extra units are to be evenly
distributed Cabin crew members and passengers shall be supplied with
supplemental oxygen in accordance with table below. Cabin crew members
carried above the minimum number of cabin crew members required shall be
considered as passengers for the purpose of oxygen supply.
• When operating above 25.000 ft there shall be provided sufficient spare outlets
and masks and/or sufficient portable oxygen units with masks for use by all
required cabin crew members. The spare outlets and/or units are to be
distributed evenly throughout the cabin to ensure immediate availability of
oxygen to each required cabin crew member regardless of his or her location at
the time of cabin pressurisation failure.

CHAPTER 8 P: 8-309
• When operating above 25.000 ft there shall be provided an oxygen dispensing

unit connected to oxygen supply terminals immediately available to each
occupant, wherever seated. The total number of dispensing units and outlets
shall exceed the number of seats by at least 10 %. The extra units are to be
evenly distributed throughout the cabin.
• The oxygen supply requirements, as specified in table below, for aeroplanes not
certificated to fly at altitudes above 25.000 ft may be reduced to the entire flight
time between 10.000 ft and 13.000 ft cabin pressure altitude for all required
cabin crew members and for at least 10 % of the passengers if, at all points
along the route to be flown, the aeroplane is able to descend safely within 4
minutes to a cabin pressure altitude of 13.000 ft.
• When operating above 25.000 ft or, if operating below, and unable to descent
safely within 4 minutes to 13.000 ft, the aeroplane shall be provided with
automatically deployable oxygen equipment immediately available to each
occupant. The total number of dispensing units shall exceed throughout the
cabin.
Note: Only applicable, when the individual certificate of airworthiness was first issued on
or after 9 November, 1998.
Note: When flying over high terrain where a descent to 13.000 ft may not be possible
(e.g. MEA/MORA above 13.000 ft), oxygen shall be provided to all passengers
and cabin attendants for the entire flight above 13.000 ft.

CHAPTER 8 P: 8-310
Requirements for Supplemental Oxygen for Pressurised Aeroplanes:
Supply for: Duration and Cabin Pressure Altitude

Entire flight time when the cabin pressure altitude exceeds
13.000 ft and entire flight time when the cabin pressure altitude
exceeds 10.000 ft but does not exceed 13.000 ft after the first 30
All occupants of flight minutes at those altitudes but in no case less than:
deck seats on flight
- 30 minutes for aeroplanes certificated to fly at altitudes
deck duty
not exceeding 25.000 ft (Note 2).
- 2 hours for aeroplanes certificated to fly at altitudes more
than 25.000 ft (Note 3).
Entire flight time when cabin pressure altitude exceeds 13.000ft,
All cabin crew but not less than 30 minutes (Note 2), and entire flight time when
members cabin pressure altitude is greater than 10.000 ft but does not
exceed 13.000 ft after the first 30 minutes at these altitudes.
100% of passengers 10 minutes or the entire flight time when the cabin pressure
(Note 5) altitude exceeds 15.000 ft whichever is the greater (Note 4)
30% of passengers Entire flight time when the cabin pressure altitude exceeds
(Note 5) 14.000 ft but does not exceed 15.000 ft.
Entire flight time when the cabin pressure altitude exceeds
10% of passengers
10.000 ft but does not exceed 14.000 ft after the first 30 minutes
(Note 5)
at these altitudes.
Note 1: The supply provided must take account of the cabin pressure altitude descent
profile for the routes concerned.
Note 2: The required minimum supply is that quantity of oxygen necessary for a
constant rate of descent from the aeroplanes maximum certificated operating
altitude to 10.000 ft in 10 minutes and followed by 20 minutes at 10.000 ft.
constant rate of descent from the aeroplane's maximum certificated operating
altitude to 10.000 ft in 10 minutes and followed by 110 minutes at 10.000 ft.
Oxygen provided by PBEs available may be included.
constant rate of descent from the aeroplane's maximum certificated operating
altitude to 15.000 ft in 10 minutes.
Note 5: For the purpose of this table "passengers" means passengers actually carried
and includes infants (children under the age of 2).

CHAPTER 8 P: 8-311
8.8.4 Supplemental Oxygen – Non-pressurized Aeroplanes
Aeroplanes without a pressurized cabin or aeroplanes with inoperative pressurisation

systems shall not operate at altitudes above 10.000 ft unless supplemental oxygen and
oxygen equipment with dispensing units are provided. The amount of supplemental
oxygen for sustenance required for a particular operation shall be determined on the basis
of flight altitudes and flight duration, consistent with the operating procedures established
for each operation in the OM Part C and with the routes to be flown, and with the
emergency procedures specified in the OM Part B.
Oxygen supply requirements:
1) Flight crew members

Each member of the flight crew on flight deck duty shall be supplied with
supplemental oxygen in accordance with the table below. If all occupants of flight
deck seats are supplied from the flight crew source of oxygen supply then they shall
be considered as flight crew members on flight deck duty for the purpose of oxygen
supply.
2) Cabin crew members and passengers

Cabin crew members and passengers shall be supplied with oxygen in accordance
with the table below. Cabin crew members carried above the minimum number of
cabin crew members required shall be considered as passengers for the purpose of
oxygen supply.
Requirements for Supplemental Oxygen for non-pressurized Aeroplane
Supply for: Duration and Cabin Pressure Altitude

All occupants of flight deck
Entire flight time at pressure altitudes above 10.000 ft
seats on flight deck duty
Entire flight time at pressure altitude above 13.000 ft,
All required cabin crew
and for any period exceeding 30 minutes at pressure
members
altitudes above 10.000 ft but not exceeding 13.000 ft
100% of passengers Entire flight time at pressure altitudes above 13.000 ft.
Entire flight time after 30 minutes at pressure altitudes
10% of passengers
greater than 10.000 ft but not exceeding 13.000 ft.
Note: For the purpose of this table "passengers" means passengers actually carried and
includes infants (children under the age of 2).

CHAPTER 8 P: 8-312
8.8.5 Crew Protective Breathing
Equipment (PBE): The PBE (required for all pressurised aeroplanes and all unpressurised
aeroplanes with MTOW above 5,7 tons or a maximum seating capacity of more than 19)
shall provide oxygen for a period of at least 15 minutes for each such PBE mask.
When computing the total oxygen required for the non-portable equipment, then the supply
for the supplemental oxygen system as required under Chapters 8.8.2 and 8.8.3 may be
considered. The portable PBE shall have a self-contained supply for 15 minutes.
On aeroplanes requiring a flight crew of more than one but no cabin crew member, a
portable PBE must be carried to protect the eyes, nose and mouth of one flight crew
member and to provide breathing gas for a period of not less than 15 minutes.
On aeroplanes requiring cabin crew members, each required cabin crew member shall be
provided with an installed PBE adjacent to his crew member duty station.
8.8.6 Detailed Description of the Different Systems and the PBE
Detailed descriptions of the oxygen system, PBE, first aid and therapeutic equipment are
contained in the OM Part B / CCM.
8.8.7 Operational Procedure Following Cabin Depressurisation
Should cabin depressurisation occur when the aircraft is above 14.000 ft commence an
emergency descent according OM Part B procedures to a target altitude of 10.000 ft or
less, unless limited by terrain.
When limited by terrain, descend initially to MORA and descend to 10.000 ft as soon as
terrain allows.
Should decompression occur when the aircraft is at 14.000 ft or lower, no emergency

descent procedure is required.
In case of decompression or abnormal operation above 10.000 ft flight crew shall always
wear and use oxygen masks.

CHAPTER 9 P: 9-1
DANGEROUS GOODS AND WEAPONS Rev. 00, 10 JAN 2017
9 DANGEROUS GOODS AND WEAPONS

9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON
THE TRANSPORT OF DANGEROUS GOODS
9.1.1 Policy on the Transport of Dangerous Goods
9.1.1.1 General
JC Cambodia International Airlines (JC Airlines) is not approved to carry dangerous goods
hence those goods shall not be accepted for transport by air on JC Airlines flights.
However, the provisions in Dangerous Goods regulations allow a limited number of items
to be carried by passengers and crew (refer to OM Part A; subsection 9.1.4). As a result,
JC Airlines flight crew and ground staff will be given training to ensure only the approved
items can be carried.
Dangerous goods are articles or substances which are capable of posing a risk to health,
safety, property or the environment and which are shown in the list of dangerous goods in
ICAO/IATA Regulations or which are classified according to these Regulations.
The transport of dangerous goods must be performed according to the IATA Dangerous
Goods Regulations (IATA/DGR) and/or the ICAO Technical Instructions for the Safe
Transport of Dangerous Goods by Air (Doc 9284-AN/905).
The ICAO Technical Instructions do not apply to dangerous goods required to be on board
an aircraft for operating reasons.
Those dangerous goods are for:

• Airworthiness of the aircraft;
• Safe operation of the aircraft;
• Health of passengers and crew.
Such dangerous goods include but are not limited to:

• Batteries;
• Fire extinguishers;
• First aid kits;
• Insecticides/Air fresheners;
• Life saving appliances;
• Portable oxygen supply.
All personnel responsible for accepting and handling any cargo or packaged materials
shall receive adequate training on the recognition of items classified as dangerous goods
(adequate is defined in an operational sense to mean the demonstrated ability of required
personnel to identify such items).
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JC Airlines shall not accept any package that contains dangerous goods. If damaged
packages are found to contain, or are suspected of containing the dangerous goods, this
shall be reported in compliance with ICA Technical Instructions.
All aircraft spare parts and/or company material (COMAT), classified as dangerous goods,
cannot be carried on board the Company’s aircraft and must be offered to a different mode
of transportation (e.g., ground) or to an operator that is authorized to transport dangerous
goods.
Any JC Airlines employee, agent or contract employee of the air operator who prepares
and/or offers COMAT classified as dangerous goods for shipment via any mode shall be
fully trained as a dangerous goods shipper.
9.1.1.2 Categories of Dangerous Goods
Dangerous goods are divided into three categories:

• Dangerous goods which are generally allowed to be transported by aircraft when in
compliance with the respective ICAO/IATA provisions for classification,
identification, packing, marking, labelling and documentation;
• Dangerous goods which are exempted or excepted from certain provisions of the
Regulations;
• Dangerous goods which are forbidden for transportation by air.
Dangerous goods are divided into nine hazard classes relating to the type of hazard.
Some hazard classes are further subdivided into hazard divisions due to the wide scope of
the class.
For transportation they must be marked and labelled in accordance with respective
provisions of the ICAO/IATA Dangerous Goods Regulations.
A four-digit UN Number assigned by the United Nations Committee of Experts on the

Transport of Dangerous Goods or ID number assigned by IATA serves to identify a
substance or an article.
In addition, 3-letter IATA Cargo IMP Codes are used to identify dangerous goods in
documentation, such as NOTOC, Cargo Manifest, e.g. RCL= Restricted Cryogenic Liquid.
9.1.1.3 Provisions for Dangerous Goods Carried by Passengers or Crew
Dangerous goods must not be carried by passengers or crew except in accordance with
the provisions listed below. Nevertheless crew should be vigilant that dangerous goods
may be carried into the cabin by passengers who are unaware of, or deliberately ignore,
the requirements of the IATA Dangerous Goods Regulations.

CHAPTER 9 P: 9-3
The requirement of the operator’s approval means that any item within this category must
be declared by the passenger at the check-in desk prior to departure.
It is permitted to carry the following articles and substances which would otherwise be
classified as dangerous goods:
• Aircraft equipment required to be aboard the aircraft in accordance with pertinent
airworthiness requirements and operating regulations;
• Consumer goods such as aerosols, alcoholic beverages, perfumes etc. for use or
sale by the operator during the flight and catering or cabin service supplies
including dry ice for use in food and beverage service.
Advice and instructions are provided to JC Airlines’ crew on the carriage of aerosols. In
particular, the potential fire hazard posed, and how this may be obviated by careful
stowage is emphasised – refer to dangerous goods training in OM Part D. Unless it is
unavoidable, aerosols should not be used for dispensing air fresheners, insecticides or
other similar agents.
Replacements for above aircraft equipment and consumer goods must be transported in
accordance with dangerous goods regulations by the operator holding an approval of the
SSCA.
The following dangerous goods may also be carried with the approval of the operator only
when they are placed on an aircraft:
• To provide medical aid to a patient during flight;
• To provide veterinary aid or humane killer for an animal.
Above articles and substances must be properly stowed and secured during take-off and
landing and under control of trained personnel during the time when they are in use on
the aircraft.
Cargo declared under a general description may contain dangerous goods that are not
apparent. Such substances and articles may also be found in baggage. With the aim of
preventing undeclared dangerous goods from being loaded on an aircraft and passengers
from taking on board those dangerous goods which they are not permitted to have in their
baggage, cargo and passenger acceptance staff should seek confirmation from shippers
and passengers about the content of any item of cargo or baggage where there are
suspicions that it may contain dangerous goods. Staff should be aware of general
descriptions that are often used for items in cargo or in passengers' baggage which may
contain dangerous goods and shall check for other indications that dangerous goods may
be present (e.g. labels, markings). The following is the list of possible hidden dangerous
goods: aircraft spare parts/aircraft equipment, camping equipment, comat, cylinders,
dental apparatus, diving equipment, electrical equipment, film crew or media equipment,
household goods, instruments, machinery parts, tool boxes, torches. Training is key to
raising awareness and to detect undeclared dangerous goods.
CHAPTER 9 P: 9-4
Table of Provisions for Dangerous Goods Carried by Passengers or Crew
Penni1ted in or as carry-on baggage
Permitted in or as checked baggage
Penni1ted on one's person
The approval of the operator(s) is required
The pilot-in-command must be informed of the location

NO NO NO n/a n/a Disabling devices such as mace, pepper spray, etc_containing an irritant or incapacitating
substance are forbidden on the person, in checked and carry-on baggage.
NO NO NO n/a n/a Electro shock weapons (e.g. Tasers) containing dangerous goods such as explosives,
compressed gases, lithium batteries, etc. are forbidden in carry-on baggage or checked baggage
or on the person.
NO NO NO n/a nla Security-type attache cases, cash boxes, cash bags, etc_ incorporating dangerous goods,
such as lithium batteries and/or pyrotechnic material, except as provided in 2.3.2.6 are totally
forbidden. See entry in 4.2 - List of Dangerous Goods.
NO YES NO YES NO Ammunition (cartridges for weapons), securely packaged (in Div. 1.4S, UN 0012 or
UN 0014 only), in quantities not exceeding 5 kg gross weight per person for that person's own
use_ Allowances for more than one person must not be combined into one or more packages.
NO YES NO YES NO Battery-powered wheelchairs or other sim ilar mobility devices with non-Spillable wet
batteries or with batteries which comply with Special Provision A123, (see 2.3.2.2).
NO YES NO YES YES Battery-powered wheelchairs or other similar mobility devices with spillable batteries or
with lithium batteries (see 2.3.2.3 and 2.3.2.4 for details).
YES NO NO YES YES Battery-powered mobility aids with lithium ion batteries (collapsible), lithium-ion battery
must be removed and carried in the cabin (see 2.3.2.4(d) for details).
NO YES NO YES NO Camping stoves and fuel containers that have contained a flammable liquid fuel, with
empty fuel tank and/or fuel container (see 2.3.2.5 for details).
NO YES NO YES NO Security-type equipment containing lithium batteries (see 2.3.2.6 for details).
YES YES YES YES NO Uthium io n battery powered equipment containing batteries over 100 Wh but not exceeding
160Wh.
YES NO YES YES NO Spare lithium ion batteries with a Watt-hour rating exceeding 100 Wh but not exceeding
160 Wh for consumer electronic devices_ Maximum of two spare batteries may be carried in
carry-on baggage only_ These batteries must be individually protected to prevent short circuits_
YES NO NO YES YES Mercury barometer or thenmometer carried by a representative of a government weather
bureau or similar official agency (see 2.3.3.1 for details.)
YES NO YES YES NO Portable medical electronic devices (Automated External Defibrillators (AED), Nebulizer,
Continuous Positive Airway Pressure (CPAP), etc.) containing lithium metal or lithium ion cells or
batteries may be carried (see 2.3.3.3 for details).
YES YES NO YES NO Avalanche rescue backpack, one (1) per person, containing a cylinder of compressed gas in
Div_ 2.2. May also be equipped with a pyrotechnic trigger mechanism containing less than
200 mg net of Div. 1.4S. The backpack must be packed in such a manner that it cannot be
accidentally activated_The airbags within the backpacks must be fitted with pressure relief
valves.
YES YES NO YES NO Carbon dioxide, solid (dry ice), in quantities not exceeding 2.5 kg per person when used to
pack perishables not subject to these Regulations in checked or carry-on baggage, provided the
baggage (package) pennits the release of carbon dioxide gas. Checked baggage must be
marked "dry ice" or ·carbon dioxide, solid" and with the net weight of dry ice or an indication that
there is 2.5 kg or less dry ice.
YES YES NO YES NO Chem ical Agent Monitoring Equipment, when carried by staff members of the Organization for
the Prohibition of Chemical Weapons on official travel (see 2.3.4.4).
YES YES NO YES NO Heat producing articles such as underwater torches (diving lamps) and soldering irons_
(See 2.3.4.6 for details.)
YES YES YES YES YES Oxygen o r air, gaseous, cylinders required for medical use. The cylinder must not exceed 5 kg
gross weight.
Note: Liquid oxygen systems are forbidden for transport.

CHAPTER 9 P: 9-5
Permitted in or as carry-on baggage
Permitted in or as ch ecked baggage
Permitted on one's person
The approval of the operator(s} is required
The pilot-in-command must be informed of the location

YES YES YES YES NO Small non-flammable gas cylinders, containing carbon dioxide or other suitable gas in Division
2.2. Up to two (2) small cylinders fitted into a life jacket, and up to two (2) spare cartridges per
person, not more than four (4) cylinders up to 50 ml water capacity for other devices.
YES YES YES NO NO Alcoholic beverages, when in retail packagings, containing more than 24% but not more
than 700/o alcohol by volume, in receptacles not exceeding 5 L, with a total net quantity per
person of 5 L
NO YES NO NO NO Aerosols in Division 2.2, with no subsidiary risk, for sporting or home use.
and
YES YES YES NO NO Non-radioactiv e medicinal or to ilet articles ( including aerosols) such as hair sprays,
perfumes, colognes and medicines containing alcohol.
The total net quantity of all above mentioned articles must not exceed 2 kg or 2 L, and the net
quantity of each single article must not exceed 0.5 kg or 0.5 L Release valves on aerosols must
be protected by a cap or other suitable means to prevent inadvertent release of the contents.
YES YES YES NO NO Energy efficient light bulbs when in retail packaging intended for personal or home use.
YES YES YES NO NO Fuel cells, and spare fuel cartridges powering portable electronic devices (e.g. cameras,
cellular phones, laptop computers, and camcorders}, see 2.3.5.10 for deta~s-
YES YES NO NO NO Hair c urlers containing hydrocarbon gas, up to one (1) per passenger or crew-member,
provided that the safety cover is securely fitted over the heating element These hair curlers
must not be used on board the aircraft at any time. Gas refills for such curlers are not permitted
in checked or carry-on baggage.
YES YES NO NO NO Insulated packagings containing refrigerated liquid nitrogen (dry shipper), fully absorbed in
a porous material containing only non-dangerous goods.
NO YES NO NO NO Internal combustion or fuel cell en gines, must meet A70 (see 2.3.5.15 for details).
YES YES YES NO NO Medical or clinical thermometer, which contains mercury, one (1) per person for personal use,
when in its protective case.
YES YES YES NO NO Non- flammable, non-toxic gas cylinders wom for the operation of mechanical limbs. Also,
spare cylinders of a similar size if required to ensure an adequate supply for the duration of the
journey.
YES YES NO NO NO Non-infectious specimens packed with small quantities of flammable liquid, must meet A180
(see 2.3.5.14 for details).
NO YES NO NO NO Permeation devices, must meet M1 (see 2.3.5.16 for details).
YES YES YES NO NO Portable electronic devices (including medical devices} containing lithium metal or lithium
ion cells or batteries, such as watches, calculating machines, cameras, cellu lar phones, la,r-top
computers, camcorders, etc., when carried by passengers or crew for personal use.
YES NO YES NO NO All spare batteries, incl uding lithium m etal or lithium ion cells or batteries, for such
portable electronic devices must be carried in carry-on baggage only. These batteries must be
individually protected to prevent short circuits.
YES YES NO NO NO Portable electronic devices containing non-Spillable batteries, batteries must meet A67 and
must be 12 V or less and 100 Wh or less. A maximum of 2 spare batteries may be carried (see
2.3.5.13 for details).
NO NO YES NO NO Radioisotopic cardiac pacemakers or other devices, including those powered by lithium
batteries, implanted into a person, or radiopharmaceuticals contained within the body of a person
as the result of medical treatment
NO NO YES NO NO Safety matches (one small packet) or a cigarette lighter that does not contain unabsorbed
liquid fuel, other than liquefied gas, intended for use by an individual when carried on the person.
lighter fuel and lighter refills are not permitted on one's person or in checked or
carry-on baggage.
Note: "strike anywhere" matches, "Blue flame· or "Cigar" lighters are forbidden.
Note: n/a means not applicable.

CHAPTER 9 P: 9-6
9.1.2 Acceptance, Labelling, Handling, Stowage and Segregation of Dangerous

Goods
9.1.2.1 Handling of Dangerous Goods
Dangerous goods shall be accompanied by a dangerous goods transport document unless

otherwise specified in the Technical Instructions.
When dangerous goods are transported on a flight which takes place wholly or partly
outside the Territory of a State, the transport document, labelling and marking must be in
the English language in addition to any other language requirements.
Articles and substances or other goods that are identified in the Technical Instructions as
being forbidden for transport under any circumstances must not be transported. Those
articles and substances or other goods which are forbidden for transport in normal
circumstances may be transported when they are exempted by the States concerned
under the provisions of the Technical Instructions, or the Technical Instructions indicate
they may be transported under an approval issued by the State of Origin.
An Acceptance Check List for the transport of dangerous goods for use by the company
staff and the handling agents will be provided by the Company.
The checklist shall allow a complete check of all relevant details. The results of the
acceptance check shall be recorded on the checklist manually, mechanically or by
computer.
All packages, overpacks and freight containers must be inspected for evidence of leakage
or damage immediately prior to loading on an aeroplane or into a unit load device
according to the Technical Instructions.
Leaking or damaged packages, overpacks or freight containers must not be loaded onto
an aeroplane.
When a package of dangerous goods is found on an aeroplane that appears to be

damaged or leaking it shall be removed from the aeroplane and inspected to ensure that
it is in a proper condition for transport and that no damage or contamination has occurred
to the aeroplane or its load. Contamination found as a result of the leakage or damage of
dangerous goods shall be removed immediately.
An aeroplane which has been contaminated by radioactive materials must be taken out of
service immediately. It should not be returned into service until the radiation level at any
accessible surface and the non-fixed contamination are not more than the values specified
in the Technical Instructions.
Attention must be paid to packing groups.

CHAPTER 9 P: 9-7
9.1.2.2 Compatibility Group
For Class 1 – Explosives only, the Compatibility Group is specified by a letter behind the
division number, e.g. 1.4S. The Compatibility Group defines restrictions for combined
loading with other explosive material.
9.1.2.3 Dangerous Goods Segregation Table
The following table shows which classes of dangerous goods must be segregated from
each other.
’x’ shows that these two hazard classes must not be loaded next to each other or in a
position that would allow interaction between them in the event of leakage.
’-’ at the intersection of a row and a column indicates that packages containing these
classes/divisions of dangerous goods do not require segregation. The segregation
requirements apply based on all hazard labels applied on the package, irrespective of
whether the hazard is the primary or subsidiary risk.
Hazard 1 excl.
1.4S 2 3 4.2 4.3 5.1 5.2 8
Label 1.4S
1 excl.
Note 1 Note 2 x x x x x x x
1.4S
1.4S Note 2 - - - - - - - -
2 x - - - - - - - -
3 x - - - - - x - -
4.2 x - - - - - x - -
4.3 x - - - - - - - x
5.1 x - - x x - - - -
5.2 x - - - - - - - -
8 x - - - - x - - -
Note 1: For segregation rules for Class 1, excluding 1.4S, refer to ICAO/IATA Regulations.
Such explosives are not permitted for transport on passenger aircraft.
Note 2: Explosives in Compatibility Group S may be stowed with explosives in all

compatibility groups other than A and L.
Division 4.1 and Classes 6, 7 and 9 are not included in table above as they do not require
segregation from other classes of dangerous goods.

CHAPTER 9 P: 9-8
9.1.2.4 Marking and Labelling of Dangerous Goods Packages
Articles and substances meeting the dangerous goods classification criteria are assigned
with a ‘UN Number’ under the United Nations classification system. This consists of a four-
digit number preceded by the capital letters ‘UN’. Packages of dangerous goods must be
marked with the UN Number(s) applicable to their contents. Packages containing
dangerous goods can also be identified by labels indicating the hazard of the goods by
their class or division or by the presence of certain handling labels/markings.
When dangerous goods markings or labels are seen on items not declared as dangerous
goods it is often an indication that they do contain such goods.
Undeclared dangerous goods must not be loaded on an aircraft and reporting procedures
must be followed.
Hazard Classes
Class No Division Name

1 1.1 – 1.6 Explosives
2.1 Flammable gases
2 2.2 Non-flammable gases, non-toxic gases
2.3 Toxic gases
3 Flammable liquids
4.1 Flammable solids
4 4.2 Substances liable to spontaneous combustion
4.3 Substances which, in contact with water, emit flammable gases
5.1 Oxidising substances
5
5.2 Organic peroxides
6.1 Toxic substances
6
6.2 Infectious substances
7 Radioactive material
8 Corrosive substances
9 Miscellaneous dangerous goods

CHAPTER 9 P: 9-9
Labels for Dangerous Goods According to IATA Regulations
Divisions 1.1. 1.2. 1.3

(REX, RCX, RGX)
Explosive
Proi'Ubiled for air transport
ElCplosive Ex~plosive
Prohibited for air liansport Cargo Aircraft Only
Divisiot1 1.4$ (RXS) Division 1.5 (REX) Division 1.6 (REX)
Ex:plosive Explosive Explo:t;lve

Permmed on PAX A!C Prohib:ited for air transport Prohibiled for air lrem:port
IOivlslon 2.1 (RFG) Oivl:t;lon 2.2 {RNG) Dlvisior.2.3 (RPG)

/'
/-fJ~ .
<._ ~ ..
Fli!lmmable Nonofli!lmmable
"Toxic
gas Non-toxic gas ges
Class 3 (RFL..)
No IJivisioos are ~stabllsfled vli1hin this Clas,s.
Flammable
liquid
Dlvl:~;lon 4.1 (RFSI Division 4.2 (RSCI Division 4.3 {RFW)
t
i4
Flammable
T
Spo·nteneously Dangerous
solid combustible when wet
Division 5.1 IROX) Divis ion 5.2 IROP)
~
Oxidizing Organic
substances Peroxides

CHAPTER 9 P: 9-10
Labels for Dangerous Goods According to IATA Regulations (continued)
Division 6.21RISI
1 Civisiot1 6.2 (RDS)
Division 6.1 (Rii'BI
~
/"' CJ
'\io!' " )
.__.
/¥
' -=-/
""·
~~-
,,
lnre<;tious suhstane& Biological substance
ToxJc substanoe
(Category AI (Cate{lo.ry B)
Category 1 • Whlt·e
Category II - Y·ellow (RRY) Category Ill - Yelllow IIRRY)
(RRW)
~ ~
....•
'.
~
~rn t '
"<.'"
Radioactive Radioactive
Radioac~ive
Criticality Safely Index

Cri1ic~lity S<rfety Index ·L<rbel must be <rpplied in
addition to
appropriat~ Radloae.llv~ Labels to provide control O·\•~t
accumulation of packages or overpacks containing Fissile
materlal (Uranium 233, Uranium 235. Plutonium 239 and
PlutOf'lium 241 ).
Fissile
Class 8 (RCM}
No Oi\'isions are eslablished ,,~lhin this Class.
c orra-si,ve
No Divisions are established wilhln this Class.
Miscellaneous

CHAPTER 9 P: 9-11
Class 1 Explosives
Explosive articles and substances are assigned to one of six divisions and to one of
thirteen compatibility groups.
Divisions: 1.1 / 1.2 / 1.3 / 1.4 / 1.5 / 1.6
Compatibility groups: A / B / C / D / E / F / G / H / J / K / L / N / S
Most of the explosives are normally forbidden for carriage by air.
Only the explosives listed in table below are permitted for transportation on civil aircraft.
Passenger and Cargo Aircraft (PAX OK) Cargo Aircraft Only (CAO)
1.4S RXS 1.3C RCX
1.3G RGX
1.4B RXB
1.4C RXC
1.4D RXD
1.4E RXE
1.4G RXG
Division 1.1:
Substances and articles which have a mass explosion hazard (which affects almost the
entire load virtually instantaneously).
Division 1.2:
Substances and articles which have a projection hazard but not a mass explosion hazard.
Division 1.3:
Articles and substances having a fire hazard and either a minor blast hazard or minor
projection hazard or both, but not a mass explosion hazard. This division comprises
articles and substances that:
• Give rise to considerable radiant heat, or
• Burn one after another, producing minor blast and/or projection effects.
Division 1.4:
Articles and substances having no significant hazard (only a small hazard) on the event of
ignition or initiation during transport. The effects are largely confined to the package and
no projection of fragments of appreciable size or range is to be expected. An external fire

CHAPTER 9 P: 9-12
must not cause practically instantaneous explosion of virtually the entire contents of the
package.
Examples: igniters, fireworks, fuses, ammunition.
Division 1.5:
Very intensive articles which have a mass explosion hazard but with little probability of
imitation or, under normal conditions of transport, of transition from burning to detonation.
Division 1.6:
Extremely intensive articles which demonstrate a negligible probability of accidental
imitation or propagation and have a mass explosion hazard.
Class 2 Gases
This class comprises compressed gases, liquified gases, gases in solution, refrigerated
liquified gases, mixtures of gases, mixtures of one or more gases with one or more
vapours of substances of other classes, articles charged with a gas, tellurium hexafluoride,
aerosols.
A gas is a substance which:

• At 50°C (122°F) has a vapour pressure greater than 300 kPa (3.0 bar, 43.5 lb/ in2);
or
• Is completely gaseous at 20°C (68°F) at a standard pressure of 1013 hPa (1.01 bar,
14.7 lb/in2).
Divisions: 2.1 / 2.2 / 2.3
Division 2.1 Flammable Gas (RFG):

Butane, hairspray, lighters.
Division 2.2 Non-Flammable, Non-Toxic Gas (RNG):

Compressed air, fire extinguishers.
Deeply refrigerated gas (RCL): liquified nitrogen.
Division 2.3 Toxic Gas (RPG):

Normally forbidden on passenger aircraft.
Chlorine, carbon monoxide.
Class 3 Flammable Liquids (RFL)
Liquids or mixtures of liquids or liquids containing solids in solution or in suspension with a

flash point:
• Not greater than 60°C (140°F) (according to closed-cup test); or
• Not greater than 65,6°C (150°F) (according to open-cup test).

CHAPTER 9 P: 9-13
Flash point: Lowest temperature at which enough flammable vapour is given off a liquid to
be ignited in air when exposed to a source of ignition.
Examples: paint, adhesives, alcohols, kerosene.
Class 4 Flammable Solids
Divisions: 4.1 / 4.2 / 4.3
Division 4.1 Flammable Solids (RFS):

Solids, which are readily combustible or may cause or contribute to fire through friction;
self reactive and related substances which are liable to undergo a strongly exothermic
reaction; desensitised explosives which may explode if not diluted.
Examples: matches, magnesium, sulphur.
Division 4.2 Substances Liable to Spontaneous Combustion (RSC):

Substances which are liable to spontaneous heating under normal conditions encountered
in transport, or to heating up in contact with air, and being then liable to catch fire.
Examples: phosphorus (yellow).
Division 4.3 Substances Which, in Contact With Water, Emit Flammable Gases (RFW):
Substances, which, by interaction with water, are liable to become spontaneously
flammable or to give off flammable gases in dangerous quantities.
Examples: potassium, sodium, lithium.
Class 5 Oxidising Substances & Organic Peroxides
Divisions: 5.1 / 5.2
Division 5.1 Oxidising Substances (ROX):

Substances which, in themselves are not necessarily combustible, but may generally
cause or contribute to the combustion of other material by yielding oxygen.
Examples: bleaching powder, potassium permanganate.
Division 5.2 Organic Peroxides (ROP):

Organic substances which contain the bivalent structure -O-O- and may be considered
derivatives of hydrogen peroxide in which one or both of the hydrogen atoms have been
replaced by organic radicals. Organic peroxides are thermally unstable substances which
may undergo exothermic, self-accelerating decomposition.
In addition, they have one or more of the following properties:
• Be liable to explosive decomposition;
• Burn rapidly;
• Be sensitive to impact or friction;
• React dangerously with other substances;
• Cause damage to the eyes.
CHAPTER 9 P: 9-14
Examples: methyl, ethyl, ketone, peroxide.
Class 6 Toxic (Poisonous) and Infectious Substances
Divisions: 6.1 / 6.2
Division 6.1 Toxic Substances (RPB):

Substances on Packing Group I and II Substances which are liable to cause death or
injury or to harm human health if swallowed, inhaled or contacted by the skin.
Examples: pesticides, arsenic, chloroform, cyanides.
Division 6.2 Infectious Substances (RIS):

Infectious Substance Category A (RIS)
Infectious substance which is transported in a form that, when exposure to it occurs, is
capable of causing permanent disability in otherwise healthy humans or animals.
Examples: Ebola virus, Hepatitis B virus, Rabies virus.
Biological Substance Category B (RDS)
An infectious substance identified by UN number UN3373, which is known or reasonably
expected to contain pathogens which do not meet the criteria for inclusion in Category A.
Examples: Biological products.
Class 7 Radioactive Material
Radioactive Material (RRW/RRY): Substances which emit certain types of radiation. They
are harmful to health and other material (e.g., data storage media) and cannot be detected
by any of the human senses.
Protective factors: Shielding material, keep your distance, time limitation.
Examples: cobalt, iodine, caesium, radium.
Packages must be assigned to one of three categories:

• Category I (RRW) 0 T.I.
• Category II (RRY) 0.1-1.0 T.I.
• Category III (RRY) 1.1-10 T.I.
The Transport Index (T.I.) indicates the radiation level of the package at 1-meter-distance:
1 T.I. = 0.01 mSv/h.
Codes for package heights:

H1: height up to 50 cm.
H2: height more than 50 cm up to 100 cm.
H3: height more than 100 cm up to 150 cm.

CHAPTER 9 P: 9-15
Loading on aircraft depends on transport index, package/loading height and position in a/c
(for more details see applicable loading charts).
Class 8 Corrosive Material
Corrosive Material (RCM): Substances which, in the event of leakage, can cause severe
damage by chemical action when in contact with living tissue or other material (e.g.,
aluminium).
Examples: batteries, mercury, sulphuric acid.
Class 9 Miscellaneous Dangerous Substances and Articles
Miscellaneous Dangerous Substances and Articles (RMD): Substances, which could not
be classified under the eight other classes but which present a danger during transport.
Examples: cars, motorcycles, asbestos, electric wheelchair, life-saving devices.
Included in this class are:

• Other aviation regulated substances:
Any material which has narcotic, anaesthetic, noxious, irritating or other properties
such that, in the event of spillage or leaking on an aeroplane, could cause extreme
annoyance or discomfort to passengers and/or crew members so as to prevent the
correct performance of assigned duties.
• Polystrene (polymeric) beads or granules (RSB):
Semi—processed products used to manufacture polymeric articles. These
substances are expandable and may give off small quantities of flammable gas. Not
more than 100 kg net weight of RSB may be carried in any inaccessible hold or in
any inaccessible ULD on the main deck.
• Dry Ice (ICE):
It may be carried for cooling perishables or as cargo.
Unpacked dry ice: Maximum 200 kg per compartment is permitted.
Packed dry ice: No weight restriction per compartment. Maximum 200 kg net
quantity per package. The packaging must permit the release of carbon dioxide
gas.
If ICE has been loaded on main deck, the air conditioning and ventilation must be
on. Before unloading ICE-shipments, the compartment/container must be ventilated
because of danger of suffocation.
The structure of compartments, pallets and containers shall be protected against
direct contact with dry ice by insulating material.
Dry ice and live animals shall not be loaded together in unventilated compartments.
In ventilated compartments up to 200 kg dry ice may be loaded together with live
animals, provided they are not loaded in close proximity to each other.

CHAPTER 9 P: 9-16
Live animals are to be transported on a higher level than dry ice. The dry ice should
be loaded prior to the animals. This is also applicable for the loading of refrigerating
units together with live animals in the same compartment.
Exception: These restrictions are not valid for live animals packed airtight (e.g.,
tropical fish).
• Magnetized Material (MAG)
Any material which, when packed for air transport,
has a magnetic field strength of 0.159 A/m (0002
gauss) or more at a distance of 2.1 m (7 ft) from any
point on the surface of the assembled package.
Magnets do not affect humans directly, but can
influence the compass or other material (e.g.
undeveloped films).
Handling Labels
Packages of dangerous goods may also bear labels providing handling information.
These are:
Cargo Aircraft Only
“Cargo Aircraft Only” labels are used on packages which

have been prepared according to a “CAO“- Packing
Instruction or on packages where the net quantity exceeds
the limits which would be permitted for passenger aeroplane.
CAO labels are affixed adjacent to the hazard label(s).
Cryogenic Liquid
“Cryogenic Liquid” labels must be used in addition to the Non-

Flammable Gas (Division 2.2) hazard label on packages and
overpacks containing cryogenic liquids.

CHAPTER 9 P: 9-17
Package Orientation
“Package Orientation” (This Way Up) labels

must be used on combination packages and
overpacks containing liquid dangerous
goods. At least two labels must be affixed
(on opposite sides). Single packaging does
not need to show arrows.
Keep Away From Heat
“Keep Away From Heat” label must be used in addition to the

applicable hazard label on the package or overpack containing
self-reactive substances in Division 4.1 and organic peroxides in
Division 5.2. Such shipments must be protected from direct
sunlight and all sources of heat and be placed in adequately
ventilated areas.
Dangerous Goods in Excepted Quantities
“Dangerous Goods in Excepted Quantities” (REQ) mark must

be placed to all packages containing dangerous goods in
excepted quantities. Dangerous goods in excepted quantities
are very small quantities of dangerous goods (from 1g or mL to
max. 1 kg or L per package). When dangerous goods are
transported under these provisions they are excepted from
marking, labelling and documentation requirements but this
label must be used.
Radioactive Material Excepted Package
"Radioactive Material Excepted Package" (RRE) label

must be affixed to all excepted packages of radioactive
material. Excepted package of radioactive material is
generally material with a very low activity.

CHAPTER 9 P: 9-18
Lithium Battery
“Lithium Battery” label must be affixed to packages

containing excepted lithium metal batteries with not more
than 2 g of lithium metal content or excepted lithium-ion
batteries with Watt-hour rating not exceeding 100 Wh.
Environmentally Hazardous Substance
“Environmentally Hazardous Substance” mark must be affixed in

addition to all packages posing a risk to the environment
(UN3077 and UN3082). All packages containing
environmentally hazardous substances must bear a Class 9
hazard label.
IATA Codes
The following codes, describing different dangerous goods classes, are extensively used
within the airline industry:
Class 1 Class 2 Class 3 Class 4 Class 5 Class 6 Class 7 Class 8 Class 9

RCX RFG RFL RFS ROX RPB RRW RCM RMD
RGX RNG RSC ROP RIS RRY RSB
RXB RCL RFW RDS ICE
RXC RPG MAG
RXD RLI
RXE RLM
RXG
RXS

CHAPTER 9 P: 9-19
Consumer Labelling
Many everyday household items bear consumer warning labels which may or may not
indicate they are classified as dangerous goods in air transport. If consumer labelling
causes suspicion that an item may be dangerous, check that the item is permitted for
carriage by passengers – if not, the item must be refused carriage.
GHS (Globally Harmonized System) of consumer supply labelling is detailed below:
Products bearing the following GHS labels ARE classified as dangerous goods:
Note: A product bearing the GHS corrosive label (depicted far right above) is NOT
classified as dangerous goods if the word ‘Danger’ and hazard statement ‘causes
serious eye damage’ is included on the label.
Products bearing the following GHS labels are NOT classified as dangerous goods:
9.1.3 Procedures for Responding to Emergency Situations or Incidents Involving

Dangerous Goods
If an in-flight emergency occurs and the situation permits, the Commander must inform the
appropriate Air Traffic Services Unit of any potentially dangerous item on board the
aircraft, the quantity and the location.
Accidents are events occurring during operation of an airplane in connections with which a
person is killed or seriously injured.
Incidents (or "malfunctions”) in connection with dangerous goods are light physical injuries,
minor damage and fire, damage to packagings, leakage of their contents, exposure to
radiation or other deficiencies which indicate that the packing is no longer fit for fulfilling its
purpose or assumed transportation risk which, among other things, is attributable to a
faulty declaration of contents.

CHAPTER 9 P: 9-20
Any incident involving suspected dangerous goods should be notified immediately to the
Commander who should be kept informed of all actions taken and their effect. It is
essential that the cabin crew and flight crew coordinate their actions and that each be kept
fully informed of the other's actions and intentions.
Apart from the exceptions listed in Chapter 9.1.1.2, dangerous goods are not permitted in
the passenger cabin.
Nevertheless, dangerous goods may be carried into the cabin by passengers who are
unaware of, or deliberately ignore the requirements of the lATA Dangerous Goods
Regulations. It is also possible that an item to which a passenger is legitimately entitled
(e.g. an item for medical purposes) may cause an incident.
Opening of bags and cases during flight may show dangerous goods directly but normally
nothing will be noticed until an actual problem with the dangerous goods item arises.
Possible problems may be recognized by:
• Bad smell or odour;
• Wet spots on clothes, seat cushion or carpet;
• Abnormal noise (e.g. escaping gas);
• Ultimately fire or smoke.
The cabin crew should identify the item and its owner. Ask him/her to identify the potential
hazards. The passenger may be able to give some guidance on the hazard (s) involved
and how these could be dealt with. If the passenger is able to identify the hazard, he may
be able to give the cabin crew either the Emergency Response Code or the item UN
number. If given the UN number, this information shall be passed to the Commander.
9.1.3.1 Guidelines for Dangerous Goods Incident
This section contains general information and guidelines on the factors that may need to
be considered when dealing with any dangerous goods incident.
During Flight:
• Follow the appropriate aircraft emergency procedures for fire or smoke removal:
Refer to QRH / FCOM procedures.
• No Smoking Sign ON:

A smoking ban should be introduced when fumes or vapours are present and be
continued for the remainder of the flight.
• Consider landing as soon as possible:

Because of the difficulties and possible disastrous consequences of any dangerous
goods incident, consideration should be given to landing as soon as possible The
CHAPTER 9 P: 9-21
decision to land at the nearest suitable aerodrome should be made early rather than
late, when an incident may have developed to a very critical point, severely
restricting operational flexibility.
• Consider switching OFF non-essential electrical power:

As the incident may be caused by electrical problems or as electrical systems may
be affected by an incident, and particularly as fire-fighting activities, etc., may
damage electric systems; turn off all non-essential electrical items. Retain power
only to those instruments, systems and controls necessary for the continued safety
of the aircraft. Do not restore power until it is positively safe to do so.
• Determine source of smoke/fire/fumes:

The source of any smoke/fumes/fire may be difficult to determine. Effective fire-
fighting or containment procedures can best be accomplished when the source of
the incident is identified.
• For dangerous goods incidents in the passenger cabin, coordinate flight crew/cabin
crew actions:
Incidents in the passenger cabin should be dealt with by the cabin crew using the
appropriate checklist and procedures. It is essential that the cabin crew and the
flight crew coordinate their actions and that each be kept fully informed of the
other's actions and intensions.
• Determine emergency response drill code:

When the item has been identified, the corresponding entry on the NOTOC form
should be found. The applicable emergency response drill code may be given on
the notification form, or if not given, can be found by noting the proper shipping
name or the UN number on the notification form and using the alphabetical or
numerical list of dangerous goods. If the item causing the incident is not listed on
the notification form, an attempt should be made to determine the name or the
nature of the substance. The alphabetical list can then be used to determine the
emergency response drill code.
• Use guidance from aircraft emergency response drills chart to help deal with
incident:
The drill code assigned to an item of dangerous goods consists of a number from 1
to 10 plus a single letter. Referring to the chart of emergency response drills, each
drill number corresponds to a line of information concerning the risk posed by that
substance and guidance on the preferable action that should be taken. The drill
letter is shown separately on the drill chart; it indicates other possible hazards of the
substance. In some cases the guidance given by the drill number may be further
refined by the information given by the drill letter.

CHAPTER 9 P: 9-22
• If the situation permits, notify ATC of the dangerous goods being carried:
If an inflight emergency occurs and the situation permits, the Commander should
inform the appropriate air traffic services unit of the dangerous goods on board the
aircraft. Wherever possible this information should include the proper shipping
name and/or UN number, the class/division and for Class 1 the compatibility group,
any identified subsidiary risk(s), the quantity and the location on board the aircraft.
When it is not considered possible to include all the information, those parts thought
most relevant in the circumstances should be given.
After Landing:
• Disembark passengers and crew before opening any cargo compartment doors:
Even if it has not been necessary to complete an emergency evacuation after
landing, passengers and crew should disembark before any attempt is made to
open the cargo compartment doors and before any further action is taken to deal
with a dangerous goods incident. The cargo compartment doors should be opened
with the emergency services in attendance.
• Inform ground personnel/emergency services of nature of item and where it is

stowed:
Upon arrival, take the necessary steps to identify to the ground staff where the item
is stowed. Pass on by the quickest available means all information about the item
including, when appropriate, a copy of the NOTOC.
• Make appropriate entry in Aircraft Technical Log:

An entry should be made in the Aircraft Technical Log that a check needs to be
carried out to ensure that any leakage or spillage of dangerous goods has not
damaged the aircraft structure or systems and that some aircraft equipment (e g.
fire extinguisher, emergency response kit, etc.) may need replenishing or replacing.
A Dangerous Goods Incident Report shall be made by the Commander and shall be
reported to Flight Operations Manager as soon as possible.
9.1.3.2 Cabin Crew Checklist for Dangerous Goods Incidents in the Passenger
Cabin
The general rules to be observed following a dangerous goods incident in-flight in the
passenger cabin are:
• Notify the Commander;
• Identify the item;
• In case of fire, use standard procedures but check use of water;
• Determine emergency response drill code and use emergency drills chart to help
deal with the incident;
• In case of spillage or leakage:
CHAPTER 9 P: 9-23
- Put on rubber gloves, smoke hoods or masks as necessary;

- Move passengers away from area and distribute wet towels/cloths;
- Place suspect items in polythene bags;
- Stow polythene bags;
- Treat affected seats and covers in the same manner as dangerous goods;
- Cover spillage on carpet floor;
- Regularly inspect items stowed away / contaminated furnishings.

CHAPTER 9 P: 9-24
9.1.3.3 Dangerous Goods Incident Response Drills
After completion of the aeroplane emergency procedures consider to land as soon as

practicable and use drill from the chart below.
~
Risk to Risk to Spill or Leak Fire Fighting Additional
Inherent Risk Aeropllane Oocupant s Procedure IProcedure Consideration
'
AJI agents
Explosive may Use 100% according to Possible abrupt
Fire and or As indicated by
1 ·cause structural oxygen, oo availability; use loss of
explosion the drill letters
failure smoking standard fire pressurization
procedure
Use 100% AJI agents

Gas. non- oxyg,en; establish according to
llammable Possib1e abrupt
As indicated by and maintain availability; use
2 pressure may Minimal loss ot
create hazard the drill letters maxirnum standard tire, pressurizalion
ventilation for A. procedure
in fire i, or P drill letter
Use 100%
oxygen, establish AJI agents
Smoke, fumes and maintain
Flammable Fire aJild I or maximum according to Possible abrupt
3 and heat. and availability: no loss of
liquid ~or so'lid explosion as indicated by ventilation; no
water on "W" pressunza!Jon
the drillletter(s) smoking; dnll letter.
mimmum
electrics
Possible .abrupt
Spontaneously Use 100% All agents loss of
Smoke, fumes
oomblJstible or oxyg,en. establish acoording to pressurization:
4 pyrophoric Fire a111d I or and heat, and and maintain availability; no minimum electrics
explosion as indicated by
when exposed maximum water on ·w·· if -F· or "H" drill
to air the drillletter(s) ventilation drill letter. letter
Oxidiz.er, may
Fire Md I or Use 100% AJI agents
ignite other exJPiosion, Eye, nose and oxygen, establish according to Possible abrupt
malerials, may 'throat irritation:
5 explode in heat possible skin damage on and maintain availability; no loss of
corrosion maximum water on ·w·· pressurization:
of fire damage contact ventilation drill letter.
Use 100%
Possible .abrupt
Toxic. may be oxyg,en. establish AJI agents
lossot
fatal if inhaled, Contammation Acute toxicity, and maintain according to
ing.asted, or with toxic liquid effect may be maximum availability; no pressurization:
6
minimum electrics
absorbed by or solid dela~•ed ventilation: do water on "W" if ·F• or ''H" drill
skin. not touch \VIthout drtll lener. letter
gloves
Contamination Exposure to
Radiation from 'Nilh spilled radiation, and Do not. move All agents Call for a qualified
7 brof<eolu nshiel d
radioactive personnel
packages; avoid according to person to meet the
ed packages contact availability aircraft
material contamination

CHAPTER 9 P: 9-25
Drill Risk to Risk to Spill or Leak Fire Fighti ng Additional

Inherent Risk
No. Aer oplane Occupants Procedure Procedure Consideratlo:n
Use 100%
Possible abrupl
Corrosive, oxygen; establish All agents
Eye, nose and loss of
fumes disabling Possible and maintain ac¢arding to
throat initation; pressurization;
8 if inha.led or in corrosion
skin damage on
maximum availalbility; no
minimum electrics
contact v.oith damage ventilation; do water on 'W "
contact if ~F· or "H" drill
skin not touch drill lener.
letter
I \\~lhout gloves
Use 100%
Al l agents
oxygen: establish
according to
No general As indicated by As indicated by and maintain
9 inherent risk the drill letter the drill letter maximum
availability; no None
ventilation if "A•
water on ·w·
drill le tter.
drill letter
Use 100%
oxygen; establish
Gas,
Smoke, fumes and maintain
flammable, high All agents Possible abrupt
Fire and/or and heat, and max:imum
10 risk if any a(;(;arding to loss of
explosion as indicated by ventilation; no
ignition source availability pressurization
the drill letter smoking;
present
minimum
electrlcs
Infectious
substances
may affect
humans or
Do not touch_ All agents
animals if Delayed according t·o Call for a qualified
Contamination Minimum
inhaled, infection to
11 with infectious recirculation end availability. No person to 111eet the
ingested or humans or
subst.a nces ventilation in water on "Y " airoraft
absorbed animals
affecle<J area drill letter
througlh lt\e
mucous
membrane or
an open wound

CHAPTER 9 P: 9-26
Drill Letter Additional Risk

A Anaesthetic
C Corrosive
E Explosive
F Flammable
H Highly ignitable
I Irritant/tear producing
L Other risk low or none
M Magnetic
N Noxious
P Poison
S Spontaneously combustible or pyrophoric
W If wet gives off poisonous or flammable gas
X Oxidiser
Depending on the type of infectious substance, the appropriate national
Y authority may be required to quarantine individuals, animals, cargo and
the aircraft.
9.1.3.4 Dangerous Goods Incident and Accident Reports
Accidents and incidents arising from the carriage of dangerous goods must be reported to
the SSCA within 24 hours (this also includes discovery of undeclared and misdeclared
dangerous goods) to the appropriate authority of the State in which the accident or incident
occurred and to the State Secretariat of Civil Aviation (SSCA). If necessary, a subsequent
report must be made as soon as possible whenever additional information has been
established.
The Commander shall report to the Company without delay all accidents and incidents
which occur in connection with dangerous goods in respect of cargo, mail, baggage or
passengers. The report shall contain all data as far as they are known at the time the
report is made.
Main points for the report are:

• Date of the accident or incident;
• Location of the incident;
• Flight number and date of flight;
• Description of the goods;
• Location of the dangerous goods (cargo, mail, passengers baggage, crew
baggage);
CHAPTER 9 P: 9-27
• Reference number of the air way bill, pouch, baggage tag, ticket;
• Shipping name and UN number;
• Class or division and any subsidiary risk;
• Type of packaging, packaging specification marking;
• Quantity of involved dangerous goods;
• Name and address of the shipper, passenger;
• Suspected cause of the incident or accident;
• Action taken;
• Other relevant details.
The report must contain the name, title, address and contact number of the person who
made the report.
Copies of the relevant documents and photographs taken should be attached to the report.
9.1.4 Instructions on the Carriage of Employees of the Operator
There is no restriction on the carriage of employees on an aeroplane carrying dangerous

goods which are permitted on a passenger aeroplane. When an aeroplane is carrying
dangerous goods which can only be carried on a cargo aeroplane, employees of the
operator can also be carried provided they are in an official capacity. That means they
have duties concerned with the preparation or undertaking of a flight or on the ground
once the aeroplane has landed, although not necessarily in connection with an aeroplane.
9.1.5 Information/Notification to the Commander
An Operator of an aeroplane in which dangerous goods are to be carried must provide the
Commander as soon as practicable, prior to departure, with written information (NOTOC)
which specifies at least the following:
• Airway Bill number;
• Proper shipping name and UN number or ID number as listed in these Regulations;
• Class or Division, and subsidiary risks for which labels are required, by numerals
and in the case of Class I, the compatibility group;
• Packing Group when applicable;
• Number of packages, the net quantity of each package and their exact loading
location.
• For radioactive materials the number of packages, their category, their Transport
Index (if applicable), and their exact loading location;
• Whether the package must be carried on cargo aircraft only;
• Aerodrome at which the package(s) is to be unloaded.

CHAPTER 9 P: 9-28
The written information to the Commander must be readily available to him during flight.
The information to the Commander must also include confirmation (the name and
signature of the leading supervisor) that there is no evidence that any damaged or leaking
packages have been loaded on the aircraft. Further detailed information is given to be able
to perform an administration spot check. This is advisable because all information is
inserted manually without any automatic check system.

9.1.5.1 @a
~ .JC ( CAMBOOCA) INTERNATIONAL AIRlllltS Co.. ltd SPECIAL LOAD - NOTIFICATION TO CAPTAIN
Form
Station of I Flight I Aircraft

Loading Number I Date Registration Prepared
by
DANGEROUS GOODS
Class or Net quantity Radioa- IMP Loaded
Station of Air Waybill Division Number of or active Code ERG
Proper Shipping Name
Unloading Number For Class 1 UNoriD Sub Packages Transp.lnd. Mal. Packing (see CAO ULD Code
Podion
compaLQflJ. Number Risk per packaQe CateQ. Group reverse) (X) ID

CHAPTER 9
There is no evidence that any damaged or leaking packages containing dangerous goods have been loaded on the aircraft.
OTHER SPECIAL LOAD
IMP Loaded
DANGEROUS GOODS AND WEAPONS
Station of Air Waybill Number

Contents and Description Quantity Supplementary Information Code ULD
Unloading Number of Packages Position
(see reverse) ID
An example of "Dangerous Goods Notification to Commander" form:
Loaded Captain's Other

as shown Signature Information

Rev. 00, 10 JAN 2017
P: 9-29
CHAPTER 9 P: 9-30
9.1.6 Dangerous Goods Training

9.1.6.1 Training Programmes
JC Airlines has established and maintains the following staff training programmes
approved by the SSCA, and as required by the Technical Instructions.
Note: Training Programmes described below shall be considered as an absolute

minimum. Detailed syllabi of training programmes for crew members are specified
in OM Part D.
9.1.6.2 Training Programmes of the Operator Not Holding Permanent Approval

to Carry Dangerous Goods
Personnel, who are engaged in general cargo and baggage handling, shall receive initial
and recurrent dangerous goods training (every 24 months) to carry out their duties in
respect to dangerous goods. As a minimum this training must cover the areas identified in
column 1 of the table below and be to a depth sufficient to ensure that an awareness is
gained of the hazards associated with dangerous goods, how to identify them and what
requirements apply to the carriage of such goods by passengers.
The following personnel:
• Crew members,
• Passenger handling staff, and
• Security staff employed by the operator who deal with the screening of
passengers and their baggage,
shall receive training which, as a minimum, must cover the areas identified in column 2 of
the table below and be to a depth sufficient to ensure that awareness is gained of the
hazards associated with dangerous goods, how to identify them and what requirements
apply to the carriage of such goods by passengers.
Areas of Training 1 2
General Philosophy x x
Limitations on Dangerous Goods in Air Transport x
Package Labelling and Marking x x
Dangerous Goods in Passengers Baggage x x
Emergency Procedures x x
Note: “x” indicates an area to be covered.
All personnel mentioned above shall receive recurrent training (including a test to verify
understanding of their responsibilities) at intervals of no longer than 24 months or 12
months for cabin crew.

CHAPTER 9 P: 9-31
9.1.7 Responsibilities
Dangerous goods must not be carried without an approval by the SSCA except those
items listed in Chapter 9.1.1.2 and Table of Provisions for Dangerous Goods Carried by
Passengers or Crew. Basic requirement for transportation of dangerous goods is the
permanent approval by the SSCA which will be reflected on the Air Operator’s Certificate.
9.1.7.1 Responsibility of the Shipper
The shipper must:

• Ensure that his personnel is fully qualified;
• Ensure that the articles or substances are not prohibited for transport by air;
• Classify each item of dangerous goods into one of the nine classes;
• Limit the quantity contained in each package to the maximum allowed;
• Use the correct type of packaging;
• Put the required labels and markings on the package;
• Enter the required details on the Shipper's Declaration for Dangerous Goods stating
that the goods have been properly prepared for transport and sign it.
9.1.7.2 Responsibility of the Operator/Handling Agent
The operator/handling agent must:

• Ensure that his personnel is fully qualified;
• Ensure that training is provided (in accordance with the ICAO requirements) to all
relevant employees, including those of agencies employed to act on behalf of the
operator (Handling Agents);
• Inspect each package for leakage or damage and for correct labels and markings
when offered for transportation;
• Complete a comprehensive checklist and only accept the consignment if all relevant
requirements have been complied with;
• Inspect each package for leakage or damage before loading on the aircraft;
• Inspect each package for evidence of leakage or damage upon unloading from the
aircraft;
• Correctly position, segregate and secure each package aboard the aircraft;
• Inform the passengers in such a manner that they are warned as to the types of
dangerous goods that must not be taken on board an aeroplane. Warning notices
and/or placards should be prominently displayed at ticket- and check-in counters, in
boarding areas and baggage claim areas. The ticket should also contain a warning
on the ticket itself, on the ticket wallet or on a leaflet. This passenger information
may include reference to those dangerous goods which may be carried on board an

CHAPTER 9 P: 9-32
aircraft. Pictographs may be used in addition or as an alternative to providing

written information;
• Provide the appropriate Information/ Notification to Commander (NOTOC). The
operator is legally required to inform the Commander as soon as practicable about
the dangerous goods that will be carried on the aircraft. This must be done before
departure and with written information. This information is presented at the pre-flight
briefing via the NOTOC.
JC Airlines shall ensure that all its aircraft carry a copy of the "ICAO 9481 N/928"
Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods to assist
the crew to deal with any dangerous incident occurring on board the aircraft during flight.
JC Airlines is required to provide a "dangerous goods emergency response kit" for use
aboard an aircraft and training the crew members regarding its use. A typically dangerous
goods emergency response kit should contain large, good quality polyethylene bags, bag
ties and long rubber gloves.
9.1.7.3 Responsibility of the Commander
The Commander must:

• Sign the NOTOC during the pre-flight briefing. With his signature he confirms that
he has been notified about the Dangerous Goods and other Special Load on board
and their loading positions;
• Sign in the cockpit the final NOTOC after he has compared it with the pre-flight
NOTOC. With his signature he confirms that he is familiar with the amendments, if
any;
• Retain the NOTOC as a part of documents;
• Be aware of the action to be taken in the event of emergencies involving dangerous
goods;
• Inform flight and cabin crew members about the relevant details of the dangerous
goods transportation, so that they can monitor the system where possible and can
properly carry out their own responsibilities.
9.1.7.4 Violations of Dangerous Goods Regulations
JC Airlines has established a system of recording and tracking identified deficiencies in

dangerous goods incidents and their timely resolutions.
JC Airlines may, in cases of violations of dangerous goods regulations, take appropriate

legal and financial actions against the person(s) or organization responsible for such
violations. Applicable State laws and regulations might be taken into account.

CHAPTER 9 P: 9-33
9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING

WEAPONS
9.2.1 Weapons of War or Munitions of War
For transportation of munitions of war (weapons of war), permission must be granted by

the States concerned, including those being over-flown.
The carriage of munitions of war in Cambodia registered aircraft, wherever they may be, is
prohibited by the Cambodia Civil Aviation Regulation. Munitions of war are defined as
weapons, ammunition, articles materials or devices as are intended, adapted or designed
for use in warfare or against the person.
An application for an exemption from the Cambodia Civil Aviation Regulation to enable
munitions of war to be carried should be made to the SSCA. This should be made in
writing or by fax at least 7 working days before the relevant date of shipment an
application stating the munitions of war involved, and the following information:
• The reason why it is essential for the munitions of war to be carried by air;
• A proposal (including any safety control measures specified by the applicant) on
achieving a level of safety equivalent to that provided by the instructions specified in
the Technical Instructions;
• The proposed proper shipping name, classification and UN number of the munitions
of war with full supporting technical data;
• The proposed packaging;
• The quantity to be carried;
• Any special handling required and any special emergency response information;
• Names and addresses of the consignor and consignee; and
• The airports of departure and destination and the proposed dates of shipment and
routing.
Munitions of war, if carriage is approved, shall be stowed in the aircraft in a place which is
inaccessible to passengers during flight and firearms must be unloaded.
Exceptions may be granted by all States concerned before the commencement of the flight
that such weapons of war or munitions of war may be carried in circumstances that differ
in part or in total from the procedures mentioned in this subsection above.
Passengers and crew members are not permitted to carry firearms in the cabin or on the
flight deck.
When applicable, police officers on escort duty shall hand over their unloaded weapons to
supervisor handling agent to be stored in baggage hold for the duration of flight. The
ammunition shall be stored in the baggage hold as well. After arrival the weapons shall be
returned to the police officers at the aeroplane before the passengers disembark.

CHAPTER 9 P: 9-34
The Operator has to take all reasonable measures to ensure that he will be informed about
any intended transportation of any sporting weapons or ammunition by one of its
aeroplanes.
9.2.2 Sporting Weapons
There is no internationally agreed definition of sporting weapons. The classification of a

sporting weapon may depend on the circumstances and intention of the use of the
weapon, such as a certification to a sporting competition or specifications on the firearm‘s
license as to the use of the weapon. In general, sporting weapons include sporting rifles,
shotguns and pistols belonging to accompanying passengers for their own use. These
sporting weapons and any other kind of small arms may not be carried aboard the aircraft
except as checked baggage stowed in one of the belly compartments, unloaded and
suitably packed.
Should there be any doubt on whether the firearm is a sporting weapon or munitions of
war, guidance should be sought from the Security Manager and/or Flight Operations
Manager. Should it be declared as munitions of war, it shall be denied transportation.
Any passenger wishing to carry a sporting weapon or ammunition in their hold baggage on
a JC Airlines flight may do this, provided he presents documents accrediting the approval
of the movement of the firearms from the States or origin, transit (if applicable) and
destination.
The passenger shall sign the Firearms Declaration Form.
When accepting the carriage of sporting weapons, the Company shall ensure that they
are:
• Stowed in the aircraft in a place which is inaccessible to passengers during flight
unless the SSCA has determined that compliance is impracticable and has
accepted that other procedures might apply;
• Unloaded, in the case of firearms or other weapons that can contain ammunition.
JC Airlines personnel or authorized representative shall ensure that weapons are

presented to the local government authorities, who shall confirm they are unloaded. This
shall be done in the presence of the passenger and the JC Airlines personnel or
authorized representative.
Note: A loaded weapon means a weapon which has inserted in it a live round of
ammunition, cartridge, detonation or powder in the chamber or in a clip, magazine
or cylinder.
The weapon (firearm) shall be wrapped and packed separately in a hard-sided, special
lockable container and the ammunitions must be securely packed in a sealed and strong
CHAPTER 9 P: 9-35
wooden, metal or fibreboard box or other packaging specially designed to carry small
amounts of ammunition. This secure packaging must be contained inside a hard-side
suitcase or in the hard-sided case containing the firearm.
Ammunition of sporting weapons may be carried in passenger's checked baggage only if it

corresponds to the latest Technical Instructions for the Safe Transport of Dangerous
Goods by Air (ICAO Doc 9284-AN/905), including the Supplement and any Addendum,
approved and published by decision of the council of the ICAO.
The transport of cartridges for sporting weapons is only allowed if they are for the personal
use of the accompanying person, they are securely boxed, in quantities not exceeding 5
kg gross mass per passenger and are not combined into more than one package. The
ammunition must not contain any explosive or incendiary projectiles. The baggage
containing the firearm(s) and ammunition must be locked before being accepted for
carriage.
The baggage containing the weapons and/or ammunition must be held separately from
other pieces of hold baggage in a secure area or under the escort of JC Airlines’ ground
personnel or other authorized ground handling agent staff until loaded onto the aircraft.
The baggage containing the weapon (firearm) shall be loaded in such a way as to facilitate
its location within the aircraft.
Before the flight the Commander must be notified by the operator/ground personnel of
details of weapons or ammunition intended to be carried on board, including its location.
All transit stations must ensure the baggage containing weapons and/or ammunition is
kept under strict control or in a secure area from the time of offloading. The station must
notify the appropriate State agency of the arrival of the baggage in accordance with local
regulations and shall comply with their regulations regarding handling and securing of
firearms and ammunition.
At the destination airport, JC Airlines Station Manager or authorized ground handling agent
Station Manager is responsible for ensuring that the Police and Customs are notified of the
expected arrival of the items. The baggage containing the weapon should only be returned
to the passenger in the customs area of the destination airport or at any area designated
for this by the appropriate state Authority and following the legal requirements of the state.

CHAPTER 9 P: 9-36
Intentionally Blank

CHAPTER 10 P: 10-1
SECURITY Rev. 00, 10 JAN 2017
10 SECURITY
10.1 SECURITY INSTRUCTIONS AND GUIDANCE
10.1.1 General
Refer to Security Manual (SM).

Refer to Ground Operations Manual (GOM).
Refer to Flight Dispatch Manual (FDM).
This chapter is in compliance with JC Cambodia International Airlines (JC Airlines) security
program and will follow as strictly as possible the following regulations:
• ICAO Annex 17- Security: Safeguarding International Civil Aviation Against Acts of
Unlawful Interference;
• ICAO Doc 8973 of 2007;
• ICAO Doc 9811 (Security Provisions of Annex 6); and
• National Aviation Security Program and National Aviation Security Program training
program.
JC Airlines crew members shall be aware that in some States different security regulations
may apply.
Security is defined as “a combination of measures and human and material resources

intended to safeguard international civil aviation against acts of unlawful interference”. This
chapter describes general Company policies related to security measures and crimes
committed on board Company aeroplanes on the ground and in-flight. As a general rule,
constant vigilance is necessary on the part of all flight crew and cabin crew. More detailed
regulations pertaining to security in-flight and on the ground are laid down in the
Company's Security Manual (SM).
Sensitive security information shall be considered as “restricted” and must be available

only to JC Airlines personnel and contracted service providers on a “need-to-know” basis.
Unauthorized access, disclosure and dissemination of information herein are prohibited.
Any violation shall be investigated in accordance with security policies of the Company.
For obvious reasons all orders and information on security should be treated as highly
confidential!
It is the responsibility of all appropriate operations and other personnel to be familiar, and
comply, with the relevant requirements of the National Aviation Security Program of the
Kingdom of Cambodia, as well as with the security program of JC Airlines.

CHAPTER 10 P: 10-2
10.1.2 Security Policy
Safeguard of human life is always the primary objective. In emergency situations arising
from acts of unlawful interference, on taking his decisions, the Commander must always
keep in mind that the main aim remains the safety of passengers and crew members.
JC Airlines management responsibility and dedication to security culture is one of the

Company’s core values.
Effective prevention measures on the ground are essential to avoid interference in flight.
To pursue in a consistent manner the security objective of safeguarding human life,

preference will always be given to security methodologies that include accurate
inspections and controls before the departure of the flight.
Prevention systems involving the use of armed personnel aboard its flights are not
currently part of JC Airlines policies.
Crew members have a major role in keeping the aircraft secured from acts of aggression,
hijacking and bomb threats. It is important that all staff develop a security conscious
approach with respect to the company’s aircraft and other assets.
All flight and cabin crew members should be vigilant in ensuring that unauthorized persons
are denied access to aircraft and areas where there is the potential for sabotage or
damage.
To assure that all security objectives have been achieved crew should:
• Perform a pre-flight security check;
• Perform a security search when required;
• Ensure all persons boarding the aircraft have the authority to do so;
• Report any suspicious person or item;
• Ensure the protection of the aircraft.
10.1.3 Customs and Immigration Regulations
When entering or leaving a country, the crew is required to comply with that country's
security, customs, health and currency regulations. Strict compliance with these
regulations is a necessity as violation does not only reflect on the person of the offender
but also is damaging to the reputation of the company. Self-evidently, the same goes for
any other offence committed during a trip.

CHAPTER 10 P: 10-3
10.1.4 Company Security Matters

10.1.4.1 Security Manager
Company has appointed Safety & Security Manager who heads the Safety and Security
Department.
Safety and Security Department of JC Airlines shall maintain and conduct approved
training programs which enable crew members to take appropriate action to prevent acts
of unlawful interference such as sabotage or unlawful seizure of airplanes and to minimise
the consequences of such events should they occur. The training programme shall be
compatible with the National Aviation Security programme. Individual crew members shall
have knowledge and competence of all relevant elements of the training programme.
Safety & Security Manager is available to provide the Company in general and in particular
with advice on the correct implementation of security measures. Safety & Security
Department and Safety & Security Manager should ensure that the security of the
Company operations is achieved through sound corporate policy, timely advice and
effective performance by members of the airline and its handling agents. Safety & Security
Manager will assist in liaison and consulting with local authorities regarding any security
problems which may arise for the Company. He is responsible for overseeing all Company
security training.
Safety & Security Manager is also available for crews to indicate the current level of threat
against the airline and at all times to give advice on all other security regulations, practices
and procedures of safe-guards against acts of unlawful interference. Furthermore Safety &
Security Manager can undertake security inspections of Company stations and can, upon
request from appropriate authorities, take part in a security survey of airports concerning
the effectiveness of the measures being implemented.
10.1.4.2 Responsibilities Regarding Security Matters
• Safety & Security Manager is responsible for compiling the Company Security
Manual (SM) and its distribution.
• Flight Operations Manager is responsible for implementation of the measures set
out in the SM and OM Part A; Chapter 10 regarding his area of responsibility.
• Ground Operations Manager is responsible for implementation of the measures set
out in the SM regarding his area of responsibility.
• Handling agents have their own responsibility for the implementation of security
measures and procedures which are to be carried out prior to the commencement
of, and during regular operations of the airline. They must ensure that no
deterioration of aeroplane security procedures occurs.
• The Commander is responsible for the safety of the aeroplane and its occupants
during the flight.

CHAPTER 10 P: 10-4
Note: ‘During the flight’ is not an accurately describable concept. As far as the
Commander's responsibility goes, the doors closed/open definition is
generally the most serviceable. The period of flight duty (from reporting on)
is considered as the time the Commander has authority over the crew. If
there is a hijacking or another threat, the concept of flight is no longer
sufficient. The responsibility of the Commander terminates actually only
when passengers and crew are safe and their own master again and the
aeroplane is disembarked. It depends on the circumstances whether and to
what extend the responsibility can or will be taken over by others when the
aeroplane is on the ground.
• Local authorities are responsible for airport security.
10.1.4.3 Control of Access to Aircraft
Ramp Areas
Stringent control of access to the aircraft must be carried out. Only authorized persons are
allowed in vicinity of the aircraft or ground equipment. All Company personnel in ramp
areas or in the airport restricted zone must wear an Identification Card (ID card). If there is
any doubt about the identity or authority of a person attempting to board the aircraft, then
the law enforcement agencies and the Airport Manager must be informed immediately.
Persons with Statutory Right of Access
Flight Operations Inspectors of SSCA (or other foreign CAA), customs, immigration and
aviation security inspectors may board aircraft at any time in Cambodia or overseas to
carry out their official duties. All such personnel carry an identity document issued by their
controlling authority must be produced prior to being given access.
When local security authorized personnel come onboard to conduct a preflight security
audit, the Commander shall be notified and a CIC shall be assigned to accompany the
inspector during the inspection.
Controlling Access to Aircraft (during Turnarounds)
Overall responsibility rests with the aircraft Commander, and actual activity is shared
between the cabin crew and the ground handling agents. It is important that all individuals
are made aware of their responsibilities and are diligent in carrying them out.
No person is allowed to access the aircraft without displaying proper identification (airport
ID card or other authority card) confirmed by the crew. This includes caterers, cleaning
staff, police officers, security personnel, CAA staff and security inspectors. The card photo
should be crosschecked with the person carrying the card.

CHAPTER 10 P: 10-5
All persons other than passengers, should be escorted for the entire duration that they
remain onboard the aircraft. No person aside from the crew must remain unattended at
any time.
The Commander must report any suspicious circumstances to relevant authority and must
file an Occurrence Report. If there are any doubts about the integrity of the aircraft or the
baggage, the Commander should consider whether another security search is necessary.
Flight Deck Security
In all aeroplanes which are equipped with a flight deck/cockpit door, this door shall be
capable of being locked, and means or procedures acceptable to the SSCA shall be
provided or established by which the cabin crew can notify the flight crew in the event of
suspicious activity or security breaches in the cabin.
All passenger carrying aeroplanes of a maximum certificated take-off weight in excess of

45.500 kg or with a maximum approved passenger seating configuration greater than 60
shall be equipped with an approved flight deck door that is capable of being locked and
unlocked from each pilot’s station and designed to meet the applicable retroactive
airworthiness operational requirements. The design of this door shall not hinder
emergency operations, as required in applicable retroactive airworthiness operational
requirements.
In all aeroplanes which are equipped with a flight deck door in accordance with
requirements above:
• This door shall be closed prior to engine start for take-off and will be locked when
required by security procedure or the Commander, until engine shut down after
landing, except when deemed necessary for authorised persons to access or
egress in compliance with National Aviation Security Programme;
• Means shall be provided for monitoring from either pilot’s station the area outside
the flight deck/cockpit to the extent necessary to identify persons requesting entry to
the flight deck/cockpit and to detect suspicious behaviour or potential threat.
Section 8.13.2 of this manual describes general procedures and safety precautions
regarding admission to flight deck.
Aircraft Security Check / Security Search
Aircraft security check/search is a thorough inspection of the interior and the exterior of the
aircraft for the purpose of discovering prohibited articles. The checking and searching of
the aircraft shall be conducted as required by international and national aviation security
programs. Security searches shall also be carried out when an aircraft is suspected of
being the target of an act of unlawful interference.

CHAPTER 10 P: 10-6
The difference between the security check and security search is only in the degree and
thoroughness of check/search and this will be dictated by each particular situation. An
aircraft security check should include examination of all accessible areas of aircraft, as
listed in the Aircraft Security Check form. An aircraft security search should include all
measures included in aircraft security check and in addition, should include the
examination of all lifejacket pouches and the following accessible areas of the exterior of
the aircraft: aircraft service panels and service compartments.
The determination of whether to conduct an aircraft security check or an aircraft security

search is dictated by security risk assessment. That may be communicated to the
Commander by the Company’s Security Department or civil aviation authorities.
Note: It is important to differentiate between Aircraft Security Check form and Aeroplane
Search Checklist, which should be used as a guidance on the search for an
explosive or any other suspicious device on board the aeroplane
The aircraft is to be security checked by the delegated personnel:

• At the originating location of the flight before boarding of passengers, loading of
baggage, cargo;
• At the destination immediately following passenger disembarkation;
• At the transit station following passenger disembarkation for transit screening;
• At the transit station following passenger disembarkation for landing while transit
passengers remain on board.
The aircraft is also subject to security check when a passenger volunteers to offload
himself. However, the security check may be limited only to the area in which the
passenger had access to including the nearest lavatory and galley for any suspicious item.
Pre-flight security checks shall be completed prior to every flight. The aircraft must be
checked thoroughly after the completion of catering and cleaning and before the
passenger boarding. The security check ensures that no unauthorized person or any
prohibited articles are left on-board. The security check of the cabin should be carried out
by the cabin crew. The result of check must be reported to the Commander before
departure.
Post-flight security check of the aircraft interior ensures that the areas, where passengers
have had access during the flight (i.e. cabin, lavatories, galleys), are clear and that nothing
is left on board that may cause hazard to the aircraft. This check should be performed after
the passengers disembark the aircraft to ensure that no items have been left on-board by
the disembarked passengers.
At transit where passengers disembark the aircraft, the remaining passengers onboard
should be asked to identify their personal belongings so that any items left on-board by the
disembarked passengers can be readily identified.

CHAPTER 10 P: 10-7
The aim of the flight deck security check is to ensure that the aircraft has not been
interfered with in a manner which would jeopardise its safety. Checking of flight deck is
directly concerned with safe operation of the aircraft. Only flight crew or designated
personnel are competent to check this area.
The security checks and searches are conducted through visual inspection and by hand.
Inspection mirror may be used for crew convenience, in order to thoroughly search the
specific areas they cannot physically reach nor have easy access to.
State requirements and variations shall be observed about when the security checks or
security searches are to be conducted.
Aircraft Interior Security Check/Search
During an aircraft interior security check the following areas shall be checked:
Cabin: all overheads bins, lavatories, galleys, rubbish bins, storage bins, seat backs, seat
pockets, areas between and under the seats, crew compartments and other accessible
compartments in the aeroplane cabin. Life jacket pouches shall be examined for signs of
tampering and life jacket stowage areas inspected. This should be done on a random
basis Checking of the cabin is the responsibility of the cabin crew and shall be conducted
on an aeroplane in service during turn-around or during transit stop after service providers
have left the aeroplane. Completion of the inspections shall be reported by the CIC and
Aircraft Security Check form shall be signed and handed over to flight crew to be signed by
the Commander. By signing the Commander certifies that all parties involved have
reported completion of their part of the aeroplane security search.
An aircraft interior security search should include checking all areas defined above and in
addition, should include the examination of all life jacket pouches and life jacket stowage
areas.
Flight Deck: Searching of the flight deck is the responsibility of the flight crew or
maintenance staff, as applicable.
Aircraft Exterior Security Check/Search
To ensure aircraft is airworthy, the Commander (or other designated flight crew member or
an authorized engineer) shall check the exterior of the aircraft.
During an aircraft exterior security check the following areas shall be checked:
Wheel well areas (areas visible without applying maintenance procedures to open doors),
cargo holds and adjacent areas, engine areas, stores contained within the cargo
compartment if accessible from outside without using any additional equipment
(compartments sealed need not to be checked, if the security seal is intact).

CHAPTER 10 P: 10-8
An aircraft exterior security search should include checking all areas defined above an in
addition, should include examination of all service panels and compartments. These areas
are accessible without the use of tools, keys, stairs or other aids.
Service panels and compartments to be checked during aircraft security exterior search:
1. Engine Oil Servicing Access

2. Master Magnetic Chip Detector Access
3. HP Ground Air Supply Connector
4. LP Ground Air Supply Connector
5. Hydraulic Panels
Exterior security check/search of the aircraft exterior is the responsibility of flight crew or
authorized engineer, as applicable. Exterior security check may be combined with the
aircraft pre-flight inspection by the Commander or his delegate. Before the aircraft
undertakes the first flight of the day, and if circumstances dictate on turnarounds, the
Commander (or other designated flight crew member or an authorized engineer) when
inspecting the aircraft exterior, should be mindful of security considerations.
By signing the Aircraft Security Check form the Commander certifies that all parties
involved have reported completion of their part of the aeroplane security check/search.
Aircraft Security Check form needs to be filled-in and signed every time a security check or
search is conducted. The form must be filled and signed once the actual check is
completed, otherwise it is considered as false declaration to the Authorities.
CHAPTER 10 P: 10-9
There are two copies of each form. One copy of the form is kept at the departure station
for at least 24 hours, and one copy remains with the flight documentation, to be returned to
the OCC at the end of the flight.
Aircraft Security Checklist forms are available on board the aircraft and it falls under the
responsibility of the CIC to ensure that an adequate amount is always stocked.
Aircraft Security Checklist form:

CHAPTER 10 P: 10-10
Aircraft access by the Public

Generally the public is not permitted to the airside of an airport for the purpose of viewing
the aircraft. In exceptional cases for public relations, aircraft visit may be authorized in
writing from the CEO or his designate. Visitors must be accompanied by the responsible
staff member.
Sealing of the Aircraft

When aircraft are left unattended away from their normal scheduled operating base, all
doors and holds should be sealed by the flight crew or engineers, as applicable, who are
responsible for aircraft security.
Stocks of security seals should be stored on the flight deck. Seals shall be used to seal all
access doors, cargo holds and certain access hatches, according to aircraft type. If the
aircraft seal has been breached, a full check by crew or search by trained security staff
must be undertaken.
10.1.4.4 Crew Identity Card
Crew are to wear their Company Identity Cards (ID cards) clearly visible on the outside of
their clothing when on duty at an airport (except when travelling on duty as a passenger).
Operating crew should remove and securely stow their cards once they board the aircraft.
Cabin crew should not wear their identity cards when serving in the cabin due to risk of
loss, theft or personal injury.
It is the individual’s responsibility to ensure his card remains valid and that he is familiar
with its conditions of issue and use. All reasonable care is to be taken to prevent loss or
theft of ID cards, particularly when off duty, due to the security implications of misuse. This
is even more serious if other identifying documents such as passports and licences are
lost or stolen at the same time. Loss or theft of an ID card should immediately be reported
to the Flight Dispatch (Operations Control Centre) or if away from base, to the Commander
and/or Station Manager.
10.1.4.5 Filming Security Procedures on Board
Filming for professional reasons should only permitted with written permission of the
Safety & Security Manager. Aviation security processes for public transmission are strictly
prohibited.
Passengers filming for their own personal reason must also be reminded that filming of
any part of the security processes is not allowed by the Company. Security processes
include:
• Check in process and check in areas;
• Baggage reconciliation process;

CHAPTER 10 P: 10-11
• Cabin Crew safety demonstration;

• Flight deck door opening procedures and filming of the flight deck door.
Anyone acting strangely or refusing to turn a camera off should be reported to the police
and the Company at the earliest opportunity.
10.1.4.6 Crew Baggage Security
Crew members must pack their own baggage for a flight and ensure it is locked and
secure at all times while the baggage is under their possession.
Crew must not leave their baggage unattended at any point in time unless the baggage is
stored in a secure place (e.g. hotel baggage storage area, etc).
Crew shall ensure that there is no interference to their baggage during transport from the
hotel to the airport.
Crew must observe the local requirements practised by the airport for check-in of crew
baggage.
10.1.5 Airport Security
Each airport is required to establish an airport security program. This program must be
designed to meet International Civil Aviation Organization (ICAO) – Annex 17, standard
4.1.1. The purpose of this security program is the prevention of unauthorized persons from
gaining access to aeroplane and the safeguarding against acts of unlawful interference.
Security must be considered in relation to the need to facilitate operations and should
conform to the principle that the scale of security measures is adequate to meet the
threats. This security program is the responsibility of the airport authorities.
Crew members shall not leave their baggage unattended at all times. Unattended baggage
is a violation of airport regulations and is subject to removal by airport police.
Crew members, ground staff, other supernumeraries and their hand baggage are
screened to the same level of screening as normal passengers. Airport authorities may put
measures in place to facilitate the screening points of crew or establish designated queues
for priority screening of crew members. Crew members shall comply with the local airport
screening requirements and procedures.
JC Airlines and contracted handling agents, cleaners and caterers shall ensure that all
personnel working under their authority in the restricted area of an airport, display airport
identification (ID) cards issued by the relevant issuing authority and/ or ID cards issued by
the Company. They shall also ensure that upon termination or suspension of employment,
the employee’s ID card is returned to the issuing authority and/or Company. Lost cards
must be notified to the issuing authority immediately.
CHAPTER 10 P: 10-12
It is the responsibility of the handling agent to ensure that access to luggage tags,
boarding passes and ticket stocks, including those produced electronically, are limited to
authorised personnel and that they are strictly controlled to prevent unauthorised use.
10.1.6 Baggage Reconciliation
Checked (hold) baggage (baggage loaded in cargo hold) are tagged appropriately so as to
allow their reconciliation with the travelling passengers. Hold baggage that is not tagged
are not forwarded to be loaded on board the aircraft.
If a piece of baggage does not correspond to a passenger of the specific flight, it is not
allowed to be transported unless handled as “rush” baggage. Rush (unaccompanied)
baggage are appropriately tagged and screened at the maximum screening level.
Should a checked-in passenger with hold baggage decides not to board the flight, his hold
baggage is located and removed from the aircraft. Baggage identification for removal in
this case, or any case where the number of baggage loaded is above the number recorded
in the loadsheet, is done by scanning the baggage tags.
In the remote case when the baggage cannot be located, as a last resort, a hold baggage
identification by the passengers can be applied.

CHAPTER 10 P: 10-13
10.2 INTERNATIONAL CONVENTIONS ON THE SUPPRESSION OF

VIOLENCE
10.2.1 General
The following three International Conventions on the suppression of violence against civil
aviation have been ratified by the Kingdom of Cambodia:
• Tokyo Convention: Convention on offences and certain other acts committed
onboard the aeroplane;
• Hague Convention: Convention for the suppression of unlawful seizure of
aeroplane;
• Montreal Convention: Convention for the suppression of unlawful acts against the
safety of civil aviation.
Since the Tokyo Convention contains provisions with regard to the powers of the aircraft
Commander and since the other two Conventions are not directly related to the authority
and duties of the aircraft crew, the next paragraphs only deal with the relevant provision of
the Tokyo Convention.
As of 2013, the Tokyo Convention has been ratified by 185 states.
10.2.2 Tokyo Convention

10.2.2.1 Applicability
The Tokyo Convention applies to:

• Criminal offences;
• Other acts which may or do jeopardize the safety of the aeroplane, or of persons or
property therein;
• Other acts which jeopardize good order and discipline onboard.
Unless the safety of flight is involved or certain specified State interests are involved, it
does not apply to offences of a political, racial or religious nature. The Convention applies
to offences committed onboard:
• Aeroplane in-flight; or
• Aeroplane on the surface of the high seas; or
• Aeroplane in any other area outside the territory of any State.

CHAPTER 10 P: 10-14
10.2.2.2 Jurisdiction
The State of Registration exercises jurisdiction over offences and acts committed onboard.
Another State may not interfere with this prerogative except:

• When the offence has effect on its territory; or
• When the offence has been committed by or against one of its nationals or
permanent citizens; or
• The offence is against its security; or
• The offence concerns a breach of the State's regulations relating to the execution of
the flight; or
• When necessary in order to ensure compliance with multilateral international
agreements.
10.2.2.3 Authority and Duties of the Aeroplane’s Commander
If it is believed that an offence has been committed or is about to be committed, the

Commander may impose reasonable measures including restraint, to enable him:
• To protect the safety of the aeroplane, persons or goods onboard; or
• To prevent a person from acting, causing or permitting an aeroplane to endanger
any person or property; or
• To maintain good order and discipline onboard; or
• To disembark the offender or deliver him to the competent authorities.
Crew members and passengers may also take reasonable preventative measures without
the authorization of the Commander if circumstances so require.
The flight deck door must stay locked during any passenger disturbance of any level, until
the situation is under control.
10.2.2.4 Threat Levels
Level 1 Incident - Disruptive Behaviour
Disruptive behaviour can be described as suspicious or threatening behaviour of an unruly

passenger such as:
• Disorderly behaviour due to effects of alcohol, drugs or other substances;
• Offensive language, acts or body language, implying potentially threatening
behaviour.

CHAPTER 10 P: 10-15
Procedures on ground
Cabin Crew:
• Attempt to resolve the situation verbally;
• Inform the Commander as soon as possible in order to enable disembarkation of
unruly passenger if situation cannot be resolved.
Flight crew:
• Establish communication with the cabin crew, ground personnel, or ATC as
required;
• Decide on requirement for disembarkation of passenger and the passenger's
baggage;
• Request for assistance from the authorities if needed.
Procedures in-flight
Cabin Crew:
• Inform the Commander as soon as possible;
• Attempt to resolve the situation verbally.
Flight Crew:
• Establish communication with the cabin crew.
Level 2 Incident - Physical Abusive Behaviour
Type of behaviour:
• Any form of physical abuse (grabbing, pushing, slapping, kicking another passenger
or crew member).
• Deliberate damage to company property (breaking of seats, panels etc.).
This type of behaviour should be approached with great care as it may easily escalate to a
Level 3 Incident. Flight crew should consider diverting and landing at the nearest airport
and request help from local authorities.
Cabin Crew:
• Attempt to resolve the situation verbally.
• Inform the Commander as soon as possible in order to enable disembarkation of
unruly passenger if situation cannot be resolved.

CHAPTER 10 P: 10-16
Flight crew:
• Establish communication with the cabin crew, ground personnel or ATC as required;
• Disembark passenger and the passenger's baggage;
• Request for assistance from the authorities.
Cabin Crew:
• Attempt to resolve the situation verbally;
• Ask able-bodied passengers (ABP) for help, if needed.
Flight Crew:
• Establish communication with the cabin crew;
• Inform ATC or as required if cabin crew cannot regain control of the situation;
• Divert to nearest aerodrome if necessary.
Level 3 Incident - Life-threatening Behaviour
Indicator of this type of incident is use of a weapon of any form and clearly (verbally or
nonverbally) expressed intention of the assailant to cause life-threatening bodily harm to a
passenger or crew member. Display or actual use of a weapon to cause harm, or even the
threat of a concealed weapon is life-threatening behaviour.
Cabin Crew:
• Do not attempt to open the flight deck (cockpit) door;
• Defend yourself and ask able-bodied passengers (ABP) or other passengers for
help;
• Attempt to regain control of the situation in the cabin and restore order.
Flight crew:
required;
• Lock the flight deck (cockpit) door. Do not open the door;
• Request for assistance from the authorities;
• Disable (park or block) the aeroplane in a manner that makes it unusable for the
assailant.

CHAPTER 10 P: 10-17
Cabin crew:
• Stop service and block forward galley entrance with trolleys;
help, use trolleys to separate you from the assailant;
• Attempt to regain control of the situation in the cabin and restore order.
Flight crew:
• Establish communication with the cabin crew, ATC or as required;
• Keep the flight deck (cockpit) door locked. Do not open the door;
• Provide the authorities with any information on the assailant;
• Declare emergency;
• Land at nearest airport.
Level 4 Incident - Attempt or Actual Breach of Flight Deck
Any attempt to break into the flight deck or gain unauthorised access to the flight deck in
order to gain control of the aeroplane and use it as weapon of mass destruction.
Cabin crew:
help;
• Use any means available to eliminate the threat;
• Call for help using any means available;
• If possible, attempt to evacuate passengers from the aeroplane.
Flight crew:
required;
• Lock flight deck (cockpit) door. Do not open the door;
• Request for assistance from the authorities;

CHAPTER 10 P: 10-18
• Disable (park or block) the aeroplane in a manner that makes it unusable for the
assailant.
Cabin crew:
help;
• Use any means available to eliminate the threat.
Flight crew:
• Establish communication with the cabin crew and inform ATC or as required and
request for assistance from the authorities;
• Keep the flight deck (cockpit) door locked. Do not open the door;
• Declare emergency;
• Divert to nearest airport;
• Maintain control of aeroplane;
• Use all available means to defend the flight deck.
10.2.2.5 Restraining Persons
Restraint shall not be continued beyond the next point of landing unless:
• This point is in a non-contracting State and the authorities refuse disembarkation;
• Delivery to competent authorities is not possible because the point of landing is in a
non contracting State;
• The aeroplane makes a forced landing;
• The person agrees to onward travel under restraint.
The Commander shall advise the authorities as soon as possible and if possible before
landing that a person has been restrained and of the reasons for such a restraint.
10.2.2.6 Disembarking Persons
The Commander may if necessary disembark any person of whom he has reasonable
grounds to believe that he has committed or is about to commit an offence onboard the
aeroplane. The disembarkation shall be reported to the State authorities at the point of
disembarkation, as well as the reason for the disembarkation.

CHAPTER 10 P: 10-19
When and for whatever reason, a passenger requires to disembark or decides not to travel
after checking in, the following procedure shall be strictly adhered to:
• Offload before boarding - if a checked (hold) baggage was handed over, the
baggage is traced and either is not loaded if it has not yet reached the aircraft, or is
offloaded from the aircraft;
• Offload after boarding - if any checked (hold) baggage is registered under
passenger’s name, the baggage is traced and offloaded. All his personal belongings
are identified and removed from the cabin. A positive identification of all cabin
baggage must be performed. This must include any carry-ons that may have been
transferred to the baggage hold. Any unidentified items are to be removed from the
aircraft. A security check of the area he was sitting (the row of the seat he occupied,
two rows in front and two rows behind it) and the parts of the cabin he had access
to (such as lavatories and galleys), shall be performed.
10.2.2.7 Delivering Persons to the Competent Authority
The Commander may deliver to the competent authorities at the point of landing any
person of whom he has grounds to believe that he has committed onboard an act which, in
his opinion, is a serious criminal offence according to the law of the State of registration.
This shall be reported to the authorities as soon as possible and if possible before landing
as well as the reason for the delivery.
The Commander shall provide the authorities with all relevant evidence and information.
10.2.2.8 Non-liability
Neither the Commander, nor any crew member any passenger, the carrier or charterer
can, under the Tokyo Convention, can be held liable in any proceeding on account of such
a treatment of an offender as is authorized under the Convention.

CHAPTER 10 P: 10-20
10.3 HIJACKING
10.3.1 General Policy
Safety of passengers and crew is of primary importance.
It is accepted that the crew may be unable to prevent the forcible seizure of an aeroplane.
A hijack attempt may occur anywhere at any time. Each set of circumstances will be
different. Any attempt to resist or overpower hijackers on the aeroplane must be
recognized as potentially excessively dangerous.
Hijackers may be politically motivated, in pursuit of a crime, or mentally disturbed. They

may be in possession of firearms, explosives, inflammable liquids or replica or simulated
weapons or indeed they may be fanatical to the point of being prepared to sacrifice their
own life.
If there is a hijack situation, the flight crew will attempt to land as soon as possible at the
nearest aerodrome. Should a hostage be taken in the cabin in an attempt to gain access to
the flight deck, the flight deck door must on no account be opened. This may lead to very
stressful situation, depending on what is happening in the cabin.
It is a basic principle that the flight crew should stay with the aeroplane in order to retain as
much control over the situation as possible and to relay messages and information.
However there may be special circumstances when the escape of the flight crew would
improve the likelihood of a successful outcome and the saving of lives. Such a decision
rests with the Commander.
10.3.2 Types of Hijackers
There are generally four types of hijackers:

• Criminals have used hijacking to extort money the release of prisoners, to escape
justice and to avoid extradition. In almost all circumstances they are well armed and
very determined.
• Mentally unbalanced are usually manic depressive who wish to seek publicity.
They are extremely dangerous and have to be handled with great care.
• Refugees are usually escaping from repressive regimes; they invariably value their
own lives and respect the lives of others.
• Terrorists are generally well organized, armed and trained. They usually have an
aim of political significance which, depending on the degree of fanaticism of the
group involved, they will aggressively pursue until their aim is realised or the
incident is terminated. Bear in mind that these hijackers may be actively assisted by
the authorities in the state to which they have ordered the Commander to convey
them.

CHAPTER 10 P: 10-21
10.3.3 Commander’s Authority
The Commander’s normal authority and responsibility for the safety and welfare of his
passengers, crew and aeroplane continues even in the event of unlawful interference. His
actions should take account of the demands of the hijacker only when they do not
jeopardise the safety of passengers and crew.
10.3.4 Procedures in Case of Threat of Hijacking

10.3.4.1 Flight Crew Procedures
In-flight:
• Maintain control of the flight deck under all circumstances;
• Do not open flight deck door;
• Select transponder code 7500 (hijack) - if situation gets desperate, select
transponder code 7700;
• Keep seat belt signs ON;
• Divert and land as soon as possible at nearest suitable aerodrome so that the
situation can be resolved on the ground;
• Avoid violent aeroplane manoeuvres;
• Do not leave assigned flight deck seats.
On ground:
• Do not take-off;
• Attempt to return to apron without informing passengers as this may aggravate the
hijacker;
• After landing, the After Landing Checklist should be completed in its entirety;
• Block the aeroplane in any matter that prevents succeeding take-off;
• The Commander should keep the Authorities advised of requirements and attempt
to obtain the release of passengers and crew.
The Commander must expect the police or other Authorities to take control. It then
becomes his duty to comply with their instructions to the best of his ability consistent with
the safety of his passengers and crew. The Authorities will probably want to prevent the
aircraft taking off again. They will also be receiving technical advice and assistance from
many sources, including the Company, whereas the Commander should recognize that his
assessment of the situation is limited by the confines of the aircraft and the duress to
which he is subject. Therefore, no independent action should be taken unless absolutely
necessary.

CHAPTER 10 P: 10-22
10.3.4.2 Cabin Crew Procedures
• Discreetly inform the flight crew as fast as possible;

• Be aware that additional hijackers may still be hiding and posing as passengers;
• Keep calm, try to deescalate the situation;
• Make clear to the hijacker, that access to flight deck is not possible;
• Cabin Crew should make every effort to ensure passengers remain calm and do not
resort to action which might jeopardise safety;
• Alcoholic drinks should not be served and passengers should be told to fasten seat
belts;
• If necessary prevent unauthorized intrusion and use all available human resources
and equipment for self-defence to regain control if situation escalates.
If cabin crew are by any means able to communicate with the outside world, they should
try to pass as much information as possible, keeping to the facts and not giving guesses or
personal analyses.
Important information can be:

• Number of hijackers;
• Their nationality;
• Their appearance;
• Their clothing;
• The language they use;
• Their position in the aeroplane;
• Type and number of weapons, explosives, hand-grenades or flammable substances
they have in their possession;
• Number of passengers and their seating;
• Which doors are blocked;
• Any damage to the aeroplane.
10.3.4.3 Post-Hijacking Information
When the aeroplane you were flying on has been involved in a hijacking case:
• Do not respond to questions of news reporters;
• Do not tell ‘interesting’ stories to friends and whoever else is willing to listen;
• If you really have to tell something at home, keep it simple and to the point.

CHAPTER 10 P: 10-23
10.4 BOMB THREAT

10.4.1 General
Bomb threat is information, official, personal or anonymous, that an explosive device has
been or is said to be placed aboard the aeroplane.
Threat Evaluation and Classification

Specific Threat: A specific warning where the threat is of a nature which permits
identification of a specific target, or where the caller has positively identified himself or the
organization involved in such a way that the threat is judged credible. In this instance, the
warning involves a possible incident which is likely to involve danger to people, property or
commercial activities and it therefore merits counter measures.
Non-specific Threat: A warning that is in general terms and can be related to one or more
targets but where there is doubt about the credibility or about the effectiveness of existing
counter measures. In this instance, the warning may involve danger and may require the
augmentation of counter measures.
Spurious Threat (Hoax): The warning which is too vague and may not identify a target or
a specific group of targets or which otherwise lacks credibility. In this instance, the warning
does not pose a danger and extra precautions are not justified.
The objective is to ensure that the response is controlled and appropriate to the risk as
assessed. Over reaction will cause unnecessary disruption to operations and, in the event
of a hoax, encourages copy-cat warnings.
Bomb warnings are most often made by telephone but are occasionally received in writing.
They are almost always anonymous. Although they are usually intended to cause a
nuisance, warnings do occasionally precede acts of terror. Each warning must therefore
be taken seriously and assessed methodically to determine its significance and the risk it
presents so that an appropriate response may be made.
A person receiving a threat via telephone must immediately:

• Attempt to keep the caller talking as long as possible. The longer the conversation
the greater the possibility to learn about the caller and his intention;
• Try to find out details about the threat (e.g. flight number, aerodrome, time);
• Record or write down the exact words the caller uses during the conversation or
immediately afterwards;
• Make notes of any accent or peculiarities of speech, together with other obvious
factors such as probable sex and age of the caller;
• Inform Company Flight Dispatch (Operations Control Centre) immediately.

CHAPTER 10 P: 10-24
After receiving the warning/threat, the Flight Dispatcher on duty must immediately:
• Inform the Safety and Security Department/Manager. It is important that all details
of the threat are reported for evaluation and accurate assessment of any further
action;
• Inform the police and airport authority.
10.4.2 Threat to Aeroplane on the Ground
If the threat does not specify another carrier, the service manager's/handling agent's first
action must be to ensure that no JC Airlines aeroplane departs from that aerodrome. He
must contact Air Traffic Control (ATC) and have the Commander of the aeroplane
informed. If the aeroplane is on the runway in preparation for take-off, the Commander
should be informed and he should ask permission of the airport authority to park the
aeroplane on a remote stand or return to the ramp.
In all cases the Commander of the aeroplane should be given the exact details of the
threat received to enable him to take all necessary precautions to ensure the safety of the
aeroplane and its occupants. The service manager/handling agent will also contact JC
Airlines Flight Dispatch (Operations Control Centre - OCC).
a) Warnings without specific information

In case of warnings not indicating a specific aeroplane or route, the Commander shall
follow the instructions given to him by local authorities. The information must
immediately be passed to the JC Airlines Flight Dispatch (Operations Control Centre)
that will inform the Safety and Security Department.
b) Warnings with indication of a specific target

Inform Company’s Flight Dispatch (Operations Control Centre) and airport staff
immediately. The Commander shall follow the instructions given to him by local
authorities.
c) Passengers
Passengers must disembark and be requested to take their cabin baggage with them.
An evacuation of the aeroplane will be initiated by the Commander only if deemed
necessary.
d) Positioning of the Aeroplane

The competent authorities will assign the parking position to be used by the threatened
aeroplane. This will generally be an isolated parking position.
e) Examination of the Aeroplane

The police are responsible to order and carry out suitable measures (examination of the
aeroplane) against acts of sabotage in Kingdom of Cambodia. The airline will assist

CHAPTER 10 P: 10-25
the police if request for such assistance is received. Outside Kingdom of Cambodia
relevant local regulations apply.
If a bomb alarm would occur before take-off, or a bomb would be actually found, the
following actions should be taken:
• Inform the airport authorities and the station manager/handling agent;
• Request a suitable parking position and sufficient stairs for rapid disembarkation of
passengers and crew;
• If not available, consider the use of emergency evacuation equipment;
• Have all baggage, cargo and mail off-loaded (not by crew);
• Leave it to the proper authorities to search for and remove the bomb. The
Aeroplane Search Procedure checklist shall be handed to the authorities for use as
guidance;
• The search should be conducted to the satisfaction of the Commander;
• Crew members are not allowed to enter the aeroplane until the search for or
removal of the bomb is completed;
• Baggage should be identified by passengers before reloading;
• Consider leaving suspect cargo behind.
Questions may arise during the bomb search which can only be answered by flight and
cabin crew. Therefore, a crew member should remain available to answer these questions
until the search is completed. The carrying out of the search must be noted down in the
Aircraft Technical Log of the aeroplane.
Warning: If there is not enough time for the bomb search procedure to be completed with
regard to the predicted moment of the explosion, bomb search shall be abandoned.
10.4.3 Threat to Aeroplane in Flight
Unless required by state authority, the decision to return, divert or continue the flight rests
with the Commander.
Action to be taken by the flight crew:
The Commander has to decide after evaluating the warning and remaining flight time,
whether an in-flight bomb search should be carried out and weather passengers should be
informed.
When information is received that a bomb could have been placed onboard the aeroplane,
a landing has to be made at the nearest suitable airport. In those cases where this is not
readily possible, the aeroplane should be searched during flight using the Aeroplane

CHAPTER 10 P: 10-26
Search Procedure checklist as a guideline:

• Cockpit: Extra flight crew or cabin crew member should search the cockpit. Other
flight crew members should remain at their stations.
• Cabin: As the Aeroplane Search Procedure checklist applies to an empty aeroplane
only, cabin crew should also check the cabin (hatracks, seat pockets, life vest
pockets, etc.), galleys, coatrooms, lavatories; do not overlook odd places like first
aid kits, etc.; check own crew baggage; if nothing is found, check passenger’s hand
luggage. Ask all passengers to place their hand luggage on their lap, and check it
for suspicious objects. Be alert for loose objects, not claimed by a passenger.
Warning: In case a suspect object is found it is emphasized that it must not be touched
until an assessment is made. If a suspect object is assessed as a bomb follow aeroplane
type specific 'Bomb on Board' procedures (refer to OM Part B/QRH). If these are not
available follow the guidelines below.
It should be realized that the following is based on good judgement and available
information.
However, there is no ‘safe’ method for handling an explosive device. All information given
must therefore be considered to be advisory only.
• Inform appropriate ground station all available information on type of bomb and
attendant circumstances;
• Inform ATC; ask clearance for diversion and/or descent if necessary;
• Do not immediately inform passengers, unless necessary under the circumstances,
and if you have to, do it in a controlled voice, adding details on what actions are
planned, and order passengers to keep seated and fasten their seat belt. If possible
have passengers reseated away from the location of the bomb;
• Adjust altitude to equalize pressure inside and outside the aeroplane in order to
minimize possible explosion damage, maintain the existing cabin pressure as long
as possible;
• Slow down speed, extend landing gear, establish initial approach configuration;
• If the bomb can be moved and it has to be carried through the cabin, instruct
passengers to keep their heads down below the upper end of the seat backs;
• Place the bomb in the Least Risk Bomb Location (LRBL);
• Cover bomb by at least 25 cm of wetted blankets and pillows and pile up as many
soft articles (seat cushions, soft hand luggage, curtains, etc.) around it as practical.
Prevent water from entering the bomb by first applying a water resistant cover e.g. a
sheet of plastic;
• Disconnect electrical power to the bomb area;
• Prepare passengers for emergency landing.

CHAPTER 10 P: 10-27
Before landing:
Request a suitable parking position and sufficient stairs for rapid disembarkation; if not
available, consider the use of emergency evacuation equipment.
After disembarkation:
• Have all baggage and cargo off-loaded;
• Leave it to the proper authorities to search for and remove the bomb;
• The Aeroplane Search Procedure checklist shall be handed to the authorities for
use as guidance;
• The search should be conducted to the satisfaction of the Commander;
• Crew members are not allowed to enter the aeroplane until the search for or
removal of the bomb is completed;
• Baggage should be identified by passengers before reloading;
• Consider to leave suspect cargo behind.
10.4.4 Aircraft Search
Items within an aircraft search checklist provide guidance on the search for an explosive or
any other suspicious device on board the aeroplane. An Aircraft Security Checklist shall be
carried on board the aircraft (Documents Folder) and shall also be available at any
Company station. The checklist shall be supported by guidance on the appropriate course
of action to be taken should a bomb or suspicious object be found and by information on
the least-risk bomb location specific to the aeroplane. If necessary, the checklist shall be
handed over to the government officials concerned.
Security searches shall also be carried out when an aircraft is suspected of being the
target of an act of unlawful interference. The difference between the security checks and
security searches is only in the degree and thoroughness of the search or check and these
will be dictated by each particular situation.
The designated isolated aircraft parking position will likely prove to be the best location on
the airport at which an aircraft subjected to a specific threat can be searched. Airport
contingency plans recognize that it may not always be possible and identify alternative
positions. Routine security searches or security checks may be carried out while the
aircraft is in the normal gate or apron parking position.
Security searches and security checks should be carried out in good lighting conditions
which may require the use of auxiliary power units or the attachment of ground power lines
to the aircraft. It will be necessary to impose and maintain control access to the aircraft
before starting the search / check which should be carried out with the minimum number of
persons on board.

CHAPTER 10 P: 10-28
To avoid duplication of effort the search should be conducted systematically by staff

familiar with the particular aircraft, provided with a checklist and assigned to specific areas
of the aircraft. Attention should be given to those areas to which passengers has had
access, such as main cabins, galley areas and toilets, but the search should also include
the flight deck, exterior of the aircraft and the baggage and cargo holds.
Searchers should be briefed not to touch suspicious objects but to notify the search
coordinator, mark the location with a prominent object (without touching the suspect item)
and withdraw from the immediate area to await further instructions. When a suspect object
is discovered the possibility of secondary devices should not be discounted.
Hand held communications are useful for coordination of the search and are often the only
way of ensuring appropriate and speedy lifesaving procedures for search and evacuation.
However, once a suspect device has been located those using hand held communications
should immediately move away and ensure that they and anyone else in the area move
outside the cordon as quickly as possible. Radios should not be used within 25m of a
suspect device.
All entrance doors, hatches, inlet and exhaust ducts, service and access doors etc must
be opened to allow the necessary access to all areas to be inspected. However, a check
must be made to ensure that all doors and covers which were opened for inspection
purposes are closed on conclusion of the search.
It is difficult to give guidance to search teams about the appearance of suspect explosive
devices as they can be disguised in many ways. Search teams should be briefed to look
for unidentified objects or anything:
• That should not be there;
• That cannot be accounted for; and
• That is out of place.

CHAPTER 10 P: 10-29
Items to be checked during aircraft search are listed in details below. Refer also to Aircraft
Security Check/Security Search in paragraph 10.1.4.3.
Flight Deck
1. All compartments, drawers, pockets, recesses

2. Upper side of glare shield panel
3. All cockpit seats with pockets, cushions and life vests
4. Wardrobe, compartment and hat rack
5. Manual box first officer side
6. Area around control pedals LH and RH
7. All torch lights including batteries
8. Ashtray
9. Oxygen masks compartments
10. Spare lamps stowage
11. Rain repellent compartment
12. Escape rope stowage
13. Gear pins and covers stowage
Fwd Galleys, Lavatories and Entrance
1. Flight deck entrance: compartments, racks, ashtrays and ceiling panel

2. Access-floor panel to avionics compartment
3. Waste container
4. Galleys with all compartments, racks including galley upper side
5. Galley containers if installed
6. Lavatory: compartments, recesses, especially waste container and area below
wash stand
7. Empty lavatory tanks and inspect
9. Megaphone
10. Passenger and service door in open and closed position
11. Cabin crew seats, compartments, surroundings inclusive life vests and pockets

CHAPTER 10 P: 10-30
Cabin
1. Hat rack compartments and area above including ceiling parts

2. Remove all blankets from the aircraft cabin
3. LH and RH over wing emergency exits, especially behind upper handle covers
4. Recesses behind upper edge of cabin wall panels
5. All passenger seats, seat pockets including all life vest pockets
6. All passenger seat cushions (loosen cushions from seats)
7. Cabin floor
9. First aid kits
10. Stowage compartments
11. Megaphone
13. Boxes for portable oxygen bottles
Aft Galleys and Lavatories
1. Galleys with all compartments, racks including galley upper side

2. Galleys containers if installed
3. Lavatory: compartments, recesses, especially waste container and area below
wash stand
4. Empty lavatory tanks and inspect
5. Waste container
7. Passenger and service door in open and closed position
Fuselage
Areas below the following doors, panels, and access plates and openings have to be
inspected:
1. Avionics compartment door

2. Fwd lavatory service panel
3. External power receptacles
4. Fuselage access panels
5. Lavatory service panel, aft lavatories service panel
6. Ground pneumatic panel

CHAPTER 10 P: 10-31
7. Ground air conditioning panel

8. Potable water service panel
9. Refuelling panel
10. Nose landing gear door control handle access
11. Ram air inlets and outlets LH and RH
12. Main landing gear well LH and RH
13. Hydraulic ground service panel
14. Potable water drain panel
15. Outflow valve outlet
16. Lavatory service panel
17. Lavatory/galley vent opening
18. APU compartment doors
19. APU exhaust
Avionics Compartment
1. Avionics compartment doors

2. Entire compartment including installations, racks, etc
3. Abnormal deformations/shapes below insulation blankets
4. Areas below walkways LH and RH
5. Compartment aft of flight deck front panel
Cargo Holds
1. Fwd, aft and bulk cargo doors

2. Fwd, aft and bulk cargo holds and cargo door control panels
3. Damaged and/or open cargo hold panels
Bulk Compartment
1. Entire area with installations, especially cavities and recesses

2. Abnormal deformations/shapes below insulation blankets
Landing Gear Wheel Wells and Landing Gears
1. Nose and main landing gear wheel wells including doors and cavities
2. Wing rear spar in area of main gear
3. Hydraulic ground service panel
CHAPTER 10 P: 10-32
4. Nose and main landing gear with wheels, wheel hubs, brakes, struts and
attachment parts
Wing LH and RH
1. Wing upper and lower surface/skin LH and RH

2. Flaps/slats areas including flap LH and RH (flaps/slats extended in entire area)
3. Inside of flap track fairings, flaps extended
4. Burst disc openings LH and RH
5. Gravity refuelling cap on upper side
6. Pressure refuelling panel LH and RH
7. Spoilers extended (all areas under spoilers)
Engine Pylon LH and RH
1. Engine air inlet, fan outlet, core engine outlet LH and RH

2. All air inlets/outlets and drain openings in cowlings LH and RH
3. Fan doors open: open doors and inspect engine LH and RH
Warning:
If a suspect device is found in the cabin, do not cut or disconnect any wires and do not
open or attempt to gain entry to internal components of a closed or concealed suspect
device. Any attempt may result in an explosion.
Alternate locations must not be used without consulting with an aviation explosives
security specialist. Never take a suspect device to the flight deck.
The least risk bomb location for the aircraft structure and systems is center of the RH
aft cabin door.
10.4.5 In Conclusion
When the aeroplane you were flying on has been involved in a bomb alert case:
• Do not respond to questions of news reporters;
• Do not tell ‘interesting’ stories to friends and whoever else is willing to listen;
• If you really have to tell something at home, keep it simple and to the point.

CHAPTER 11 P: 11-1
HANDLING OF ACCIDENTS AND OCCURRENCES Rev. 00, 10 JAN 2017
11 HANDLING OF ACCIDENTS AND OCCURRENCES

11.1 GENERAL
It is JC Airlines primary concern in the interests of safety to ensure the full, free and
uninhibited reporting of all incidents that affect flight safety. It is therefore the responsibility
of every JC Airlines employee to report any circumstances that may or do impact safety
and to cooperate fully throughout any investigation. The objective of just culture policy is to
create an environment where all staff and related contractors are responsible, authorized
and encouraged to submit safety reports and are required to supply a detailed account of
the occurrence within a reasonable time frame, to facilitate investigation, analysis and
implementation development of appropriate mitigating actions.
The overall purpose of accident and occurrence notification, handling and reporting is to:
• Provide, as expeditiously as possible and by the quickest means available, a
maximum of help/medical aid to all persons involved regardless of whether they
have already fallen victims to an accident or whether they are immediately
threatened and, of secondary importance, to keep damages to property to a
minimum;
• Prevent, where possible, the reoccurrence of a similar accident or incident.
The first purpose requires extremely fast and smooth cooperation between involved
authorities (e.g. ATS, Search and Rescue (SAR) Services) and JC Airlines (e.g. by
providing to rescue coordination centres lists containing detailed information on the
emergency and survival equipment carried onboard, or by providing other essential
information relating to the individual flight - relevant technical/maintenance details,
information on possible dangerous goods onboard, OFP details, fuel endurance, number
of passengers and crew). Needless to say, these requirements can only be met by
notification of all parties involved, by the quickest means available. The second purpose
requires all evidence to be secured, originals and copies of documents (e.g. weight and
balance documents, Aircraft Technical Log, Operational Flight Plan, take-off data,
passenger list, cargo papers, manuals) to be seized and safeguarded, flight recorder and
cockpit voice recorder records to be preserved, a report by the Commander to be
submitted, a hearing to be held by the Company, and an accident investigation by the
state of occurrence. In connection with this second purpose, defined reporting procedures
have to be met by the Company. The authorities involved are required, after sifting and
weighing all evidence, to publish a report where necessary, and to specify
recommendations or prescribe action(s) in order to prevent a reoccurrence of a similar
incident/accident. Accidents and serious incidents are subject to investigation under the
authority of the State of occurrence, in line with the requirements and recommendations of
ICAO Annex 13.
JC Airlines and its Pilots-In-Command are required to report any accidents, incidents or
occurrences which endangers, or unless corrected, would have endangered the flight crew
and passengers and aircraft (such as unlawful interference, etc.). The written report is to
be submitted by the quickest means available, within 24 hours to the SSCA.

CHAPTER 11 P: 11-2
11.2 DEFINITIONS
11.2.1 Accident
Accident is an occurrence associated with the operation of an aircraft which takes place
between the time any person boards the aircraft with the intention of flight until such time
as all such persons have disembarked, in which:
• A person suffers a fatal or serious injury;
• The aircraft sustains damage or structural failure which adversely affects its
strength, performance or flight characteristics requiring a major repair or
replacement;
• The aircraft is missing or is completely inaccessible.
It does not include engine failure or damage, when the damage is limited to the engine, its
cowling or accessories, damage limited to propellers, wing tips, antennae, tyres, brakes,
fairings, small dents or punctured holes in the aircraft skin.
Fatal injury: An injury resulting in death within 30 days of the date of the accident is
classified as a fatal injury by ICAO.
Serious injury: Serious injury is an injury which is sustained by a person in an accident and
which:
• Requires hospitalization for more than 48 hours, commencing within seven days
from the date the injury was received; or
• Results in a fracture of any bone (except simple fractures of fingers, toes, or nose);
or
• Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon
damage; or
• Involves injury to any internal organ; or
• Involves second or third degree burns, or
• Any burns affecting more than 5% of the body surface; or
• Involves verified exposure to infectious substances or injurious radiation.
Missing aircraft: An aircraft is considered missing when the official search has been
terminated and the wreckage has not been located.
11.2.2 Serious Incident
Serious incident means an incident involving circumstances indicating that an accident

nearly occurred. The incidents listed are typical examples of incidents that are likely to be
serious incidents.

CHAPTER 11 P: 11-3
The list is not exhaustive and only serves as guidance with respect to the definition of
serious incident:
• A near collision requiring an avoidance manoeuvre to avoid a collision or an unsafe
situation or when an avoidance action would have been appropriate (AIRPROX);
• Controlled flight into terrain only marginally avoided;
• Take-offs or aborted take-offs from a closed or engaged runway, from a taxiway,
excluding authorised operations by helicopters, or from an unassigned runway;
• Landings or attempted landings on a closed or engaged runway, on a taxiway,
excluding authorised operations by helicopters, or from an unassigned runway;
• Gross failures to achieve predicted performance during take-off or initial climb;
• Fires and smoke in the passenger compartment, in cargo compartments or engine
fires, even though such fires were extinguished by the use of extinguishing agents;
• Events requiring the emergency use of oxygen by the flight crew;
• Aeroplane structural failure or engine disintegration, including uncontained turbine
engine failures, not classified as an accident;
• Multiple malfunctions of one or more aeroplane systems seriously affecting the
operation of the aeroplane;
• Flight crew incapacitation in flight;
• Fuel quantity requiring the declaration of an emergency by the pilot;
• Runway incursions classified with severity A according to the Manual on the
Prevention of Runway Incursions (ICAO Doc 9870) which contains information on
the severity classifications;
• Take-off or landing incidents - incidents such as undershooting, overrunning or
running off the side of runways;
• System failures, weather phenomena, operation outside the approved flight
envelope or other occurrences which could have caused difficulties controlling the
aeroplane, failure of more than one system in a redundancy system mandatory for
flight guidance and navigation.
11.2.3 Incident
Incident is an occurrence, other than an accident, associated with the operation of an

aeroplane which affects or could affect the safety of operation.
11.2.4 Occurrence
Occurrence is any safety related event which endangers or which, if not corrected or
addressed, could endanger an aircraft, each occupant or any other person and includes in
particular an accident or serious incident process conducted for the purpose of accident
prevention which includes the gathering and analysis of information, the drawing of
conclusions, including the determination of causes, and when appropriate, the making of
safety recommendations.

CHAPTER 11 P: 11-4
11.3 EMERGENCY PHASES
Declaration of any of the three phases defined below will be made by ATS only. ICAO
(refer to Annex 11) has defined the following three emergency phases for use by Air Traffic
Services and Search and Rescue Services:
• Uncertainty Phase;
• Alert Phase;
• Distress Phase.
Uncertainty Phase will be declared when:

• No communication has been received from an aircraft within a period of thirty (30)
minutes after the time a communication should have been received or from the time
an unsuccessful attempt to establish communication with such aircraft was first
made, whichever is the earlier, or when
• An aircraft fails to arrive within thirty (30) minutes of the estimated time of arrival last
notified to or estimated by ATS units whichever is the later except when no doubt
exists as to the safety of the aircraft and its occupants.
Alert Phase will be declared when:

• Following the uncertainty phase, subsequent attempts to establish communication
with the aircraft or inquiries to other relevant sources have failed to reveal any news
of the aircraft, or when
• An aircraft has been cleared to land and fails to land within five minutes of the
estimated time of landing and communication has not been re-established with the
aircraft, or when
• Information has been received which indicates that the operating efficiency of the
aircraft has been impaired, but not to the extent that a forced landing is likely except
when evidence exists that would allay apprehension as to the safety of the aircraft
and its occupants, or when
• An aircraft is known or believed to be subject of unlawful interference.
Distress Phase will be declared when:

• Following the alert phase further unsuccessful attempts to establish communication
with the aircraft and more widespread unsuccessful inquiries point to the probability
that the aircraft is in distress, or when
• The fuel on board is considered to be exhausted or to be insufficient to enable the
aircraft to reach safety, or when
• Information is received which indicates that the operating efficiency of the aircraft
has been impaired to the extent that a forced landing is likely, or when
• Information is received or it is reasonably certain that the aircraft is about to make or
has made a forced landing except when there is reasonable certainty that the
aircraft and its occupants are not threatened by grave and imminent danger and do
not require immediate assistance.
CHAPTER 11 P: 11-5
11.4 PROCEDURES AND RESPONSIBILITIES FOLLOWING AN

ACCIDENT OR SERIOUS INCIDENT
11.4.1 General
In order to meet the aims of providing immediate assistance to victims and threatened
persons and to minimize damages, it is of the highest importance that, whoever is the first
to know of an accident having occurred is suspected or has been reported (ATS or other
Authority, Commander, station manager / supervisor / flight dispatcher, any employee of
JC Airlines, responsible agent of the contracted handling organization) shall notify the JC
Airlines Flight Dispatch/Operations Control Centre (OCC) by the quickest means available.
Regardless of action already taken by the authorities, JC Airlines shall endeavour to inform
local authorities (e.g. police departments), and medical services (hospitals, ambulances,
doctors).
JC Airlines has established procedures to ensure that the nearest appropriate Authority is
notified by the quickest available means of any accident, involving the aeroplane, resulting
in serious injury (as defined in ICAO Annex 13) or death of any person or substantial
damage to the aeroplane or property.
JC Airlines will, at home base, be at first (during the first hour) represented by the
Operations Control Centre (flight dispatcher on duty), thereafter by the Flight Operations
Management. In case of an accident having occurred outside home base, the Company
shall be represented by the station manager or handling agent manager of station nearest
during the first hour, thereafter by the Flight Operations Management.
The Commander shall submit a report to the Authority of any accident onboard, resulting in
serious injury to, or death of, any person onboard while he was responsible for the flight.
11.4.2 Responsibility of the Commander / JC Airlines following an Accident or

Serious Incident
Commander’s and JC Airlines’ immediate actions following an accident/serious incident:
1) Immediately after an accident on land, or a ditching, and following the evacuation of the
passengers to either a sheltered location upwind of the aircraft, or into the life raft, the
Commander should ensure that the following items are carried out:
• Subject to safety and the prevailing situation the aircraft should be left in a safe
condition with fuel off and aircraft batteries disconnected and equipment such as
first aid kits, survival packs and fire extinguishers removed;
• A headcount should be made to account for all persons on board at the time of
the accident. In the event of a person or persons being unaccounted for, action
should be taken to recover them or locate their whereabouts;

CHAPTER 11 P: 11-6
• The needs of any injured person should be administered to as far as is possible

such persons should be made as comfortable as is practicable;
• The bodies of any victims should be decently set apart and covered:
• If appropriate, activate the distress beacon and establish feasibility of using
aircraft radio equipment. If possible, select, mark and prepare a rescue
helicopter landing site. If a site is not available, lay out appropriate search and
rescue signals;
• If people, dwellings, or communications facilities are very close to the scene of
the accident, consider sending for assistance, having regard to the local
situation, distress messages transmitted and received, and the local Search and
Rescue facilities;
• If rescue is likely to be delayed for reasons of distance, or failing daylight,
prepare suitable shelters, distribute necessary rations of food and water. If
necessary, ascertain the availability of fresh water in the immediate vicinity of
the accident.
2) Contact the Operations Control Centre (OCC) immediately via any appropriate means.
3) Only when advised to do so by Flight Operations / Engineering / Safety Management
arrange the removal (before aircraft flies again) and secure retention of the CVR and
FDR to assist with incident investigation and analysis.
4) Complete an Air Safety Report (ASR) as soon as is reasonably possible.
5) Operating crew should remain in contact with the flight operations management and
not perform any further flying duties until specifically authorised to do so.
6) Flight dispatcher / flight operations management will notify the National Authority and
SSCA.
JC Airlines shall have available for immediate communication to rescue co-ordination

centres lists containing information on the emergency and equipment carried on board any
of its aircraft engaged in international air navigation. The information shall include, as
applicable, the number, colour and type of life rafts and pyrotechnics, details of emergency
medical supplies, water supplies and the type and frequencies of the emergency portable
radio equipment. The applicable information shall be provided by the Flight Dispatch.
11.4.3 Reporting Procedures and Responsibilities

11.4.3.1 General
A crew member shall without delay:

• Report to the Commander any fault, failure, malfunction, defect or occurrence which
he believes may affect the airworthiness or safe operation of the aircraft including
emergency systems;
• Report to the Commander any incident that endangered, or could have endangered
the safety of operation;

CHAPTER 11 P: 11-7
• Submit a confidential report to the Safety Department or functional department head

when necessary or advisable.
It is all staff’s responsibility to:

• Report any potential or actual safety and/or compliance related occurrences to their
immediate superior or to the Safety Department;
• Use the Company’s safety reporting system including the confidential safety
reporting system for the purpose of accident prevention.
11.4.3.2 Commander’s Responsibility
The aircraft Commander (Pilot-In-Command) shall report in a timely manner the following:
• To the nearest Authority and to the Company, by the quickest available means, any
accident or serious incident resulting in injury, death or substantial aircraft damage
or property;
• Any occurrence or event that has or could have jeopardized the safety of the
operation, the airplane and/or any of its occupants;
• The Commander shall notify the appropriate local authority without delay in the
event of any emergency situation that necessitated action in violation of local
regulations and/or procedures and submit, if required by the state of occurrence, a
report to the appropriate local authority and also to the SSCA;
• Any situation or event that has or may have put the company, the operation, himself
and/or the crew in a non-compliant posture with laws or regulations that might be
applicable to the operation of Company’s aeroplanes.;
• Any significant complaints of passengers, service supplier, airport management and
Civil Aviation Authority involved in the airplane operation for which the Commander
is in charge for the particular flight(s) in question.
Note: In the event that the Commander is incapable of providing notification, this task shall
be undertaken by any other member of the crew if they are able to do so, note being taken
of the succession of command specified in OM Part A, Chapter4.
The Commander shall ensure that an occurrence related to a (suspected) technical

defect/exceedances is always recorded in the Aircraft Technical Log.
Upon FDM finding of significant risk-bearing incident not reported, the crew will be offered
to retrospectively file an occurrence report and will be reminded to file reports in a pro-
active manner. Repetitive failure to report incident will be brought to the attention of his
Chief Pilot and Flight Operations Manager.
The Commander/Operator of an aircraft, involved in an accident or serious incident, must

notify the Chief Inspector of Air Accidents of appropriate Authority by the quickest means
of communication available. This is normally done by the Company on the Commander's

CHAPTER 11 P: 11-8
behalf via the Operations Control Centre. The Commander is responsible to notify the
Company by any appropriate means and he should follow this notification with a safety
report using the ASR system as soon as is reasonably possible.
An immediate notification must contain the following details:

• Name of the Commander;
• Date, time and kind of incident or accident;
• Aeroplane type, registration and call sign (flight number);
• Number of crew members and passengers;
• Description of damage to persons/property;
• Purpose of the flight, departure and destination aerodrome;
• Type of occurrence (place and operating phase of the failure);
• Information on transported dangerous goods, if applicable.
11.4.4 Securing Documentation
The investigation of an accident / incident serves to uncover the chain of events, its
causes and consequently should prevent re-occurrence. For that purpose, the Company
shall secure all documents and papers at headquarters, maintenance base and aerodrome
of last departure which may be of relevance.
Flight Recorders comprise two systems: a flight data recorder and a cockpit voice
recorder.
Flight Recorders must not be switched off during flight time.
To preserve flight recorder records, flight recorders must be de-activated upon completion
of flight time following an accident or incident. The flight recorder must not be re-activated
before their disposition as determined in accordance with ICAO Annex 13.
Following an accident or serious incident, the Commander should stop the CVR by pulling
the associated circuit breaker after landing; this will prevent the recording being
overwritten. The FDR will stop recording automatically after the second engine is
shutdown and requires no flight crew action. The original recorded data pertaining to the
accident shall be retained by the Company in a safe custody for a period of 60 days or
longer if requested by the SSCA (Authority).
The need for removal of the flight recorder records from the aircraft will be determined by
the investigating Authority in the State conducting the investigation with due regard to the
seriousness of an occurrence and the circumstances, including the impact on the
operation.

CHAPTER 11 P: 11-9
The Commander must ensure, to the extent possible, in the event the aeroplane becomes
involved in an accident or incident, the preservation of all related flight recorder records,
and if necessary the associated flight recorders, and their retention in safe custody
pending their disposition as determined in accordance with ICAO Annex 13.
Flight data recordings will be made available to the SSCA and investigating Authority (as
applicable) on request.
11.4.5 Non Reprisal Policy
JC Airlines is committed to the safest operation possible. Therefore, it is imperative that

the Company has uninhibited reporting of all incidents and occurrences that in any way
affect the safety of Company’s operations. It is the responsibility of each employee to
communicate any information that may affect the integrity of flight safety. To promote a
timely, uninhibited flow of information, this communication must be free of reprisal (non-
reprisal policy/just culture concept).
Important: JC Airlines will not initiate disciplinary proceedings against an employee who
discloses an incident or occurrence involving flight safety. This policy shall not apply to
information provided to the Company by a source other than the employee or in the case
of negligent behaviour and/or deliberate violations.
11.4.6 Just Culture Concept vs. Negligent Behaviour and Deliberate Violations
In spite of Company’s firm determination regarding just culture concept there might be
situations where behaviour of the crew member cannot be tolerated.
Non-reprisal policy will be denied in cases:

• Where one commits safety threat deliberately; or
• Where one commits act based on negligence; and
• To persons that knowingly and willingly violate legal acts and/or Company
procedures and requirements.
In such cases crew member will not be protected against Company’s discipline actions
even if occurrence report (ASR, etc.) has been filed by him.
11.4.7 Confidential Safety Reports
The Company’s Confidential Reporting Scheme follows the normal ASR procedure except
details to identify the reporter need not be provided (anonymously). This is open to any
staff member to report any potentially unsafe act or procedure.

CHAPTER 11 P: 11-10
Reports may be submitted on the ASR/Occurrence Report format report in a de-identified

manner, and put into Safety Confidential Information box. The report may also be
submitted via e-mail or any other communication medium.
The less information available the more difficult resolution will be and personnel is
encouraged to include maximum detail or contact a trusted manager. Confidential safety
reports will be received by the Safety Department and may be handed for evaluation to
either the Safety Manager or a manager from any of the Company’s departments (Flight
Operations Department, Engineering/Maintenance Department, Ground Operations
Department or Training Department).
Confidential reports will be accompanied by a non-punitive approach, except where

deliberate actions are proven.
All personnel should be cognisant that confidential/anonymous reports used for personal
gain could damage the company safety programme and is deemed unacceptable.
11.4.8 Procedures for Verbal Notification to ATS Units of Incidents
Commander (Pilot-In-Command) is to report any hazardous conditions, other than those

associated with meteorological conditions, to the appropriate aeronautical station as soon
as possible. The reports so rendered shall give such details as may be pertinent to the
safety of other aircraft.
In addition to raising an ASR, the flight crew will have to notify the concerned air traffic
service unit as soon as possible if any of the following events occurs:
• A near collision with any other flying object;
• Faulty air traffic procedures or non-compliance with applicable procedures by air
traffic services or by the flight crew;
• Failure of air traffic services facilities;
• Whenever an aircraft in flight has manoeuvred in response to a TCAS Resolution
Advisory (RA);
• Unforecast or severe weather, icing, windshear, severe turbulence;
• Volcanic ash observed or encountered;
• Bird strike;
• Birds or large animals in the vicinity of the airport or runway;
• Any incident involving Dangerous Goods on board;
• Irregularity in a ground or navigational facility, inadequacy of navigational facilities
or undesirable navigational aid, facilities and infrastructure performance, braking
action;
• Unable to accept or maintain RVSM and reason (e.g. turbulence, mountain wave,
wake turbulence, etc.), loss of navigational capability;

CHAPTER 11 P: 11-11
• Security breaches, air piracy, unlawful interference or other hostile acts that
threaten the safety of the aircraft or its passengers;
• Unmanned free balloons posing a threat to the aircraft, downed aircraft observation
or ELT broadcast.
An initial notification shall be made as soon as possible by R/T to the concerned air traffic
service unit (or by telephone upon landing, if not possible in the air) in the following format:
• TCAS RA:
Example: “JC AIRLINES 558, TCAS RA”
Other hazards:
• Type of HAZARD or BIRD STRIKE,
• Position,
• Time,
• Level,
• Heading,
• Weather conditions.
The initial notification to the concerned air traffic service unit shall be subsequently
confirmed on a Company ASR form (and/or other applicable form; e.g. Volcanic Activity
Report (VAR) Form). The ASR form is not to be used for the initial notification.

CHAPTER 11 P: 11-12
11.5 INVESTIGATION OF ACCIDENTS, SERIOUS INCIDENTS AND

INCIDENTS
Accidents and serious incidents will always be investigated within the Company regardless
of external investigations. Decision to introduce investigation of all other
events/occurrences will be judged based on risk assessment matrix presented in OM Part
A, Chapter 11.5.1.
The objective of an investigation is to discover the facts and, if possible, establish the
cause of an incident. It is not the function of investigators to decide whether any person
has been negligent or to allocate blame. The presence or absence of negligence has to be
decided by others after the investigators have finished their work and all the facts are
known. Disciplinary proceedings are outside the realm of flight safety and beyond the
scope of this manual.
Any person in the Company may forward initiative to Safety Manager to start the
investigation of an event/occurrence. In such cases initiatives will be evaluated on
appropriate safety management levels before final decision to start the investigation is
taken. Investigation shall always start immediately if requested by Accountable Manager,
Flight Operations Manager or Safety Manager.
Note: Some countries require forwarding the urine and blood samples of crew for
examination following an accident/incident.
The aircraft accident investigation will always be conducted by the authority of an ICAO
state. Guidance material will be the ICAO Manual of Aircraft Accident Investigation, Doc
6920. It may be expected that the Company representative will also be invited to be an
observer to the official investigation.
For the general knowledge of operations management personnel, the following text is
extract from ICAO Annex 13; Aircraft Accident and Incident Investigation:
The State of Occurrence shall take all reasonable measures to protect the evidence and to
maintain safe custody of the aircraft and its contents for such a period as may be necessary
for the purposes of an investigation.
The State of Occurrence shall forward notification of accident / serious incident with a
minimum of delay to: the State of Registry, the State of the Operator, the State of Design, the
State of Manufacture, and ICAO.
Upon receipt of the notification, the State of Registry, the State of the Operator, the State of
Design and the State of Manufacture shall, as soon as possible, provide the State of
Occurrence with all relevant information available. They shall also inform the State of
Occurrence of the name of their accredited representative, whether he will participate in the
investigation and on the date of his arrival. Each State entitled to appoint an accredited
representative shall also be entitled to appoint one or more advisers to assist this
representative in the investigation. The State of Registry or the State of the Operator shall
appoint one or more advisers nominated by the operator to assist its representative.
CHAPTER 11 P: 11-13
The State of Occurrence shall institute an investigation into the circumstances of the accident,
and shall be responsible for the conduct of the investigation. It may delegate the whole or any
part of the conduct of such investigation to the State of Registry or the State of the Operator.
Whenever the location of the accident / serious incident cannot definitely be established as
being in the territory of any State, the State of Registry shall institute and conduct any
necessary investigation, however, it may delegate the whole or part of the investigation to
another State by mutual agreement and consent. States nearest the scene of an accident in
international waters shall provide such assistance as they are able and shall, likewise, respond
to requests by the State of Registry.
The accident investigation authority shall have independence in the conduct of the
investigation and have unrestricted authority over its conduct.
11.5.1 Risk Assessment Methodology
The principles of the occurrence analysis methodology are founded on an investigation

philosophy adapted from ICAO Annex 13, as follows:
“The fundamental objective of the investigation of an occurrence shall be the prevention of

accidents or incidents. It is not the purpose of this activity to apportion blame or liability.”
Safety occurrences are by definition events in which there was a deviation from the
desired system state, resulting in loss or damage to equipment or personnel, or increased
potential for such outcomes. Every occurrence thus provides an opportunity to study how
the deviation occurred, and to identify ways of preventing it from happening again.
A key objective of the “Just Culture” concept is to provide fair treatment for people who
have committed “normal” human errors (“honest” slips, lapses, mistakes), and apply
sanctions only where actions were intentional violations or in some sense reckless or
negligent. This philosophy was designed to counter the very strong natural inclination to
blame individuals for errors that contributed to an accident or an incident.
The way in which accidents or incidents are investigated and reported can create an
impression of blame, or searching for those responsible, even when the stated objective
includes not apportioning blame. An investigation that does not seek contextual conditions
that influenced human involvement, or deeper systemic factors, will inevitably highlight
human error as “the cause”. The implemented occurrence analysis methodology supports
the tenets of Just Culture in two ways:
• It clearly broadens the focus of an investigation from the “active failures” of
operational personnel to the latent conditions originating from deeper within the
organization that set the context for the event;
• When referring to the involvement of human operators, it adopts language which as
far as possible avoids an imputation of blame. Even terms such as “unsafe acts”
might be deemed to imply that there was something knowingly unsafe about the
person’s action or inaction, when clearly this is not the case in the majority of
events.
CHAPTER 11 P: 11-14
It should also be noted that a truly systemic approach is not simply a means of transferring
responsibility for a safety occurrence from front-line employees to senior managers. A
consistent philosophy must be applied, where the investigation process seeks to correct
deficiencies wherever they may be found, without attempting to apportion blame. The
responsibility for identifying unacceptable or irresponsible behaviour (e.g., wilful rule
breaking, negligence) lies outside the bounds of the safety investigation process.
Events/occurrences meeting the SSCA mandatory reporting criteria will be forwarded to

the SSCA by the Safety Department.
All reported events/occurrences within the Company Safety Management System should
be assessed regarding risk hazard as shown in the assessment matrix. For detailed
description refer to JC Airlines’ Safety Management System (SMS) Manual.
In the initial phase of Safety Management System assessment will be performed by

persons responsible for designated areas and if there is need for risk mitigation it shall be
requested from the appropriate executive management level.
5A 5B 5C 5D 5E
4A 4B 4C 4D 4E
Probability <
3A 3B 3C 3D 3E
2A 2B 2C 2D 2E
1A 1B 1C 1D 1E
Severity>
Probability classification:
5 - Frequent (likely to occur many times - has occurred frequently);
4 - Occasional (likely to occur sometimes - has occurred infrequently);
3 - Remote (unlikely to occur, but possible - has occurred rarely);
2 - Improbable (very unlikely to occur - not known to have occurred);
1 - Extremely improbable (almost inconceivable that the event will occur).
Severity classification:
A - Catastrophic (equipment destroyed, multiple deaths);
B - Hazardous (serious injury, a large reduction in safety margins, major equipment
damage);
C - Major (a significant reduction in safety margins, serious incident, injury to persons);
D - Minor (nuisance, operating limitations, use of emergency procedures, minor incident);
E - Negligible (few or no consequences relevant to safety).

CHAPTER 11 P: 11-15
Investigation is:
• Required for events/occurrences marked 5A, 5B, 5C, 4A, 4B and 3A;
• Optional for events/occurrences marked 5D, 5E, 4C, 4D, 4E, 3B, 3C, 3D, 2A, 2B
and 2C;
• Not required for events/occurrences marked 3E, 2D, 2E, 1A, 1B, 1C, 1D and 1E.

CHAPTER 11 P: 11-16
11.6 OCCURRENCES COMBINED WITH THE CARRIAGE OF

DANGEROUS GOODS
JC Airlines is a non-Dangerous Goods Carrier. However, the following segment is to fulfil

the awareness requirements for all employees and agents of the company, in the event of
inadvertent presence of such goods inside and/or in the vicinity of the aircraft.
If an in-flight emergency occurs and the situation permits, the Commander shall inform the
appropriate ATS units of any dangerous goods on board.
Whenever an aeroplane is involved in a dangerous goods incident (including undeclared

or dangerous goods discovered in cargo or passengers' baggage) the Commander shall
report this. The Company shall forward report to the Authority within 24 hours of the
discovery unless exceptional circumstances prevent this.
Commander and/or Company must, on request, provide Authority any information required
to minimise the hazards created by any dangerous goods carried.
Whenever an aeroplane is involved in an accident, the Company shall, as soon as

possible, inform the appropriate Authority of the State of Occurrence of any Dangerous
Goods carried.
The information to be provided should include the proper shipping name, UN number (if
assigned), class, subsidiary risk(s) for which labels are required, the compatibility group for
Class 1 and the quantity and location on board the aeroplane.
To report dangerous goods occurrences, Occurrence Report form and/or Dangerous

Goods Occurrence Report (DGOR) form shall be used.

CHAPTER 11 P: 11-17
11.7 LIST OF MANDATORY REPORTABLE EVENTS
This section with its subsections gives guidance on events for which an Air Safety Report
(ASR) or Occurrence Report, as applicable, must be filed. The list is not exhaustive but in
general terms, any event which compromised safety, or which was avoided but had the
potential to compromise safety, should be reported on the JC Airlines’ Air Safety Report
(ASR) or Occurrence Report form.
The Mandatory Occurrence Reporting (MOR) scheme is fundamental to its purpose that
the substance of reports should be disseminated in the interests of flight safety. All JC
Airlines flight safety-related incidents will be submitted on the Air Safety Report (ASR) or
Occurrence Report form, which must be completed in full.
Without prejudice to the proper discharge of its responsibilities, the Safety Department will
not disclose the name of the person submitting a report. Should any flight safety follow-up
action be necessary, the Safety Department will take all reasonable steps to avoid
disclosing the identity of the reporter or of individuals involved in the occurrence. The
information provided will be entered into the flight safety database so that the status of any
occurrence can be monitored. The Safety Manager will decide whether or not to submit the
report to the SSCA, depending on the SSCA mandatory reporting criteria.
The objective of Air Safety Report (ASR) and Occurrence Report is to enable the JC
Airlines to identify the cause of the event to ensure that suitable corrective action is taken,
and not to apportion blame to individuals involved.
Whenever the Flight Envelope contains an ASR or Occurrence Report, the Commander
must tick YES under the MOR/CAPT REPORT ATTACHED on the Journey Log.
On receipt of a report the Safety Manager will:

• Assess the ASR (or Occurrence Report), commensurate with the SSCA’s
mandatory reporting criteria and decide whether it merits submission;
• Enter the report into the database, ensuring that follow-up action is requested from
the appropriate department(s);
• File the original report.
Note: If an ASR or Occurrence Report is upgraded and submitted to the Authority the
reporter must be advised accordingly.
The following definitions in the context of Air Safety Report are being used:
Airprox – Airprox (Aircraft Proximity) means any situation in which, in the opinion of the
pilot or ATC personnel, the distance between aircraft as well as their relative positions and
speed have been such that the safety of the aircraft involved was or may have been
compromised, and a risk of collision existed. JC Airlines pilots must report such incidents
on the frequency in use and submit an ASR.
CHAPTER 11 P: 11-18
Air Traffic Incident – Air Traffic Incident means any incident in which aircraft appear to
have less separation than the pilot expected, although there was no risk of collision.
Wake Turbulence – Wake Turbulence means any significant air disturbance caused by a
preceding aircraft.
Heavy Landing – A heavy landing is a landing in which the impact is so severe that the
Commander considers an engineering check of structural integrity on the aircraft is
necessary before the next departure.
11.7.1 Flight Operations

11.7.1.1 Operation of the Aeroplane
• AVOIDANCE MANOEUVRES:
- Risk of collision with another aeroplane, terrain or other object or an unsafe
situation when avoidance action would have been appropriate;
- An avoidance manoeuvre required to avoid a collision with another
aeroplane, terrain or other object;
- An avoidance manoeuvre to avoid other unsafe situations.
• TAKE-OFF or LANDING INCIDENTS, including precautionary or forced landings.
Incidents, such as under-shooting, overrunning or running off the side of runways
(including take-offs, rejected take-offs, landings or attempted landings on a closed,
occupied or incorrect runway).
• REJECTED TAKE-OFF after take-off power is established.
• Runway or taxiway EXCURSION: if any part of the aircraft leaves the paved surface
during taxiing, take-off or landing.
• Significant HANDLING difficulties that affect the safety of the aircraft.
• RUNWAY INCURSIONS.
• Critically LOW FUEL quantity or inability to transfer fuel or use total quantity of
usable fuel.
• LOSS OF CONTROL (including partial or temporary) regardless of cause.
• GO-AROUND producing a hazardous or potentially hazardous situation.
• EXCEEDANCE OF THE LIMITING PARAMETERS for the AIRCRAFT
CONFIGURATION or UNINTENTIONAL SIGNIFICANT DEVIATION from airspeed,
intended track or altitude (more than 300 ft) regardless of cause.
• DESCENT BELOW decision height/altitude or minimum descent height/altitude
without the required visual reference.
• LOSS OF POSITION AWARENESS relative to actual position or to other aeroplane.
• BREAKDOWN IN COMMUNICATION between flight crew (CRM) or between flight
crew and other parties (cabin crew, ATC, engineering).
• HEAVY (HARD) LANDING - a landing deemed to require a ‘heavy landing check’.
• EXCEEDANCE of FUEL IMBALANCE LIMITS.
CHAPTER 11 P: 11-19
• Deficiencies occurring in OPERATING PROCEDURES or MANUALS.

• NAVIGATION ERROR occurrence, involving a significant deviation from the
intended track.
• FUELSYSTEM MALFUNCTIONS or defects, which had an effect on fuel supply
and/or distribution.
• COLLISION between an aeroplane and any other aeroplane, vehicle or other
ground object.
• INADVERTENT and/or INCORRECTOPERATION of any controls.
• A HAZARD or POTENTIAL HAZARD which arises as a consequence of any
deliberate simulation of failure conditions for training, system checks or training
purposes.
• Serious LOSS OF BRAKING.
• ABNORMAL VIBRATION.
• INCORRECT LOADING of fuel or cargo.
• OPERATION OF ANY PRIMARY WARNING SYSTEM associated with
manoeuvring the aeroplane e.g. configuration warning, stall warning, over-speed
warning etc. unless:
- The crew conclusively established that the indication was false and provided
that the false warning did not result in difficulty or hazard arising from the
crew response to the warning; or
- Operated for training or test purposes.
• EGPWS warning when:
- The aeroplane comes into closer proximity to the ground than had been
planned or anticipated; or
- The warning is experienced in instrument meteorological conditions or at
night; or
- It is established as having been triggered by a high rate of descent; or
- The warning results from failure to select landing gear or landing flaps by the
appropriate point on the approach; or
- Any difficulty or hazard arises or might have arisen as a result of crew
response to the warning e.g. possible reduced separation from other traffic.
This could include warning of any mode or type i.e. genuine, nuisance or
false.
• EGPWS alert when any difficulty or hazard arises or might have arisen as a result of
crew response to the ‘alert’.
• In-flight LASER attack on aeroplane.
• TCAS RAs.
• JET BLAST INCIDENTS resulting in significant damage or serious injury.
• Any event, which may prove useful information for the ENHANCEMENT OF
FLIGHT SAFETY.

CHAPTER 11 P: 11-20
11.7.1.2 Emergencies
• FIRE, EXPLOSION, SMOKE or toxic or noxious FUMES, even though fires were
extinguished.
• The use of any NON-STANDARD PROCEDURE by the flight or cabin crew to deal
with an emergency when:
- The procedure exists but is not used;
- The procedure does not exist;
- The procedure exists but is incomplete or inappropriate;
- The procedure is incorrect;
- The incorrect procedure is used.
• INADEQUACY OF any PROCEDURES designed to be used in an emergency,
including when being used for maintenance, training or test purposes.
• An event leading to an EMERGENCY EVACUATION.
• DEPRESSURIZATION.
• The use of any EMERGENCY EQUIPMENT or prescribed EMERGENCY
PROCEDURES in order to deal with a situation.
• An event leading to the declaration of an EMERGENCY (‘MAYDAY’ or ‘PANPAN’).
• FAILURE OF any EMERGENCY SYSTEM or EQUIPMENT, including all exit doors
and lighting, to perform satisfactorily, including when being used for maintenance,
training or test purposes.
• Events requiring any use of EMERGENCY OXYGEN by any crew member.
11.7.1.3 Medical
• INCAPACITATION of any member of the crew, including that which occurs prior to
departure, if it is considered that it could have resulted in incapacitation after take-
off.
• When crew members or passengers become SERIOUSLY ILL or are INJURED.
• Occurrences, which have or could have led to SIGNIFICANT INJURY to
passengers or crew but which are not considered reportable as an accident.
11.7.1.4 Meteorology
• A LIGHTNING STRIKE which resulted in damage to the aeroplane or loss or

malfunction of any essential service.
• A HAIL encounter, which resulted in damage to the aeroplane or loss or malfunction
of any essential service.
• SEVERE TURBULENCE encounter, an encounter resulting in injury to occupants or
deemed to require a ‘turbulence check’ of the aeroplane.
• A WINDSHEAR encounter.

CHAPTER 11 P: 11-21
• SEVERE ICING encounter, resulting in handling difficulties, damage to the

aeroplane or loss or malfunction of any essential service.
11.7.1.5 Security
• UNLAWFUL INTERFERENCE with the aeroplane including a BOMB THREAT or

HIJACK.
• Difficulty in controlling INTOXICATED, VIOLENT, ARMED or UNRULY passengers
or when CONSTRAINT is necessary.
• Breach of SECURITY PROCEDURES.
• TOILET SMOKE DETECTORS activation.
• VANDALISATION or SABOTAGE of any part of the aeroplane or its equipment.
11.7.1.6 Other Occurrences
• Repetitive instances of a SPECIFIC TYPE of OCCURRENCE which in isolation

would not be considered reportable but which due to the frequency with which they
arise, form a potential hazard.
• A BIRD STRIKE which resulted in damage to the aeroplane or loss or malfunction
of any essential service.
• FOREIGN OBJECT DAMAGE (FOD).
• WAKE TURBULENECE encounters.
• AIRPROX or ATC INCIDENT occurrence.
• Any OTHER OCCURRENCE of any type considered to have endangered or which
might have endangered the aeroplane or its occupants on board the aeroplane or
on the ground.
11.7.2 Aeroplane Technical
The following general criteria applicable to all systems apply:

• LOSS, SIGNIFICANT MALFUNCTION or SYSTEM DEFECT, which adversely
affects the handling characteristics of the aircraft or which renders it unfit to fly.
• INABILITY of the crew TO CONTROL THE SYSTEM, for example:
- Uncommanded actions,
- Incorrect and/or incomplete response, including limitation of movement or
stiffness,
- Runaway,
- Mechanical disconnection or failure.
• SYSTEMS INTERFERENCE.
• FAILURE or MALFUNCTION of the PROTECTION DEVICE or emergency system
associated with the system.

CHAPTER 11 P: 11-22
• Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a FIRE
HAZARD or possible hazardous contamination of aeroplane structure, systems or
equipment, or risk to occupants.
• Malfunction or defect of any indication system when this results in the possibility of
MISLEADING INDICATIONS to the crew.
• SIGNIFICANT SHORTFALL of the ACTUAL PERFORMANCES compared to the
approved performance which resulted in a hazardous situation (taking into account
the accuracy of the performance - calculation method) including braking action, fuel
consumption etc.
• ASYMMETRY OF FLIGHT CONTROLS; e.g. flaps, slats, spoilers etc.
Other technical occurrences:

• Any incident where any feature or inadequacy of the aeroplane design could have
led to an error of use that could contribute to a hazardous or catastrophic effect.
• An occurrence not normally considered as reportable (e.g., furnishing and cabin
equipment, water systems), where the circumstances resulted in endangering the
aeroplane or its occupants.
• Any other event which could endanger the aeroplane, or affect the safety of the
occupants of the aeroplane, or people or property in the vicinity of the aeroplane or
on the ground.
11.7.3 Air Navigation Services, Facilities and Ground Services

11.7.3.1 Air Navigation Services (ANS)
• Near collision incidents (encompassing specific situations where one aeroplane and
another aeroplane/ground/vehicle/person or object are perceived to be too close to
each other):
- Separation minima infringement;
- Inadequate separation;
- Near-controlled flight into terrain (near CFIT);
- Runway incursion where avoiding action was necessary.
• Potential for collision or near collision (encompassing specific situations having the
potential to be an accident or a near collision, if another aeroplane is in the vicinity):
- Runway incursion where no avoiding action is necessary;
- Runway excursion;
- Aeroplane deviation from ATC clearance;
- Aeroplane deviation from applicable air traffic management (ATM) regulation.
• ATM-specific occurrences (encompassing those situations where the ability to
provide safe ATM services is affected, including situations where, by chance, the
safe operation of aeroplane has not been jeopardized). This shall include the
following occurrences:
- Inability to provide air traffic services;

CHAPTER 11 P: 11-23
- Inability to provide airspace management services;

- Inability to provide air traffic flow management services.
The following list gives examples of reportable ATM occurrences resulting from the
application of the general criteria listed in paragraph above:
• Provision of significantly incorrect, inadequate or misleading information from any
ground sources, e.g. air traffic control (ATC), automatic terminal information service
(ATIS), meteorological services, navigation databases, maps, charts, manuals, etc.;
• Provision of less than prescribed terrain clearance;
• Provision of incorrect pressure reference data (i.e. altimeter setting);
• Incorrect transmission, receipt or interpretation of significant messages when this
results in a hazardous situation;
• Unauthorized penetration of airspace;
• Failure of ANS ground or satellite facilities;
• Major ATC/ATM failure or significant deterioration of aerodrome infrastructure;
• Aerodrome movement areas obstructed by aeroplane, vehicles, animals or foreign
objects, resulting in a hazardous or potentially hazardous situation;
• Errors or inadequacies in marking of obstructions or hazards on aerodrome
movement areas resulting in a hazardous situation;
• Failure, significant malfunction or unavailability of aerodrome lighting.
11.7.3.2 Aerodrome and Aerodrome Facilities
• Significant spillage during fuelling operations.

• Loading of incorrect fuel quantities likely to have a significant effect on aeroplane
endurance, performance, balance or structural strength.
11.7.3.3 Handling of Passengers, Baggage and Cargo
• Significant contamination of aeroplane structure, systems and equipment arising

from the carriage of baggage or cargo.
• Incorrect loading of passengers, baggage or cargo, likely to have a significant effect
on aeroplane mass and/or balance.
• Incorrect stowage of baggage or cargo (including hand baggage) likely in any way
to endanger the aeroplane, its equipment or occupants or to impede emergency
evacuation.
• Inadequate stowage of cargo containers or other substantial items of cargo.
• Carriage or attempted carriage of dangerous goods in contravention of applicable
regulations, including incorrect labelling and packaging of dangerous goods.

CHAPTER 11 P: 11-24
11.7.3.4 Aeroplane Ground Handling and Servicing
• Failure, malfunction or defect of ground equipment used for the testing or checking
of aeroplane systems and equipment when the required routine inspection and test
procedures did not clearly identify the problem, where this results in a hazardous
situation.
• Non-compliance or significant errors in compliance with required servicing
procedures.
• Loading of contaminated or incorrect type of fuel or other essential fluids (including
oxygen and potable water).

CHAPTER 11 P: 11-25
11.8 FORMS
11.8.1 General
The forms used for reporting shall be completed/filled:

• In English;
• Clearly legible, using non-erasable pen and capital generic (print) letters;
• Dealing preferably with one subject at a time (using separate forms if needed);
• Clear and to the point without omitting vital details, but without speculations.
Reporting forms in use:

• Air Safety Report (ASR);
• Birth on Board Report;
• Death on Board Report;
• Flight Disturbance Incident Report;
• Injury or Illness Report;
• Dangerous Goods Occurrence Report;
• Volcanic Activity Report;
• Ground (Incident/Accident) Damage Report;
• Occurrence Report Form.

CHAPTER 11 P: 11-26
11.8.2 Air Safety Report (ASR)
r SR NUMBER
0
3 . DETAILS OF FLIGHT
DATE (DD/MM/YY} TIME (UTC) FLIGHT NO. ROUTE: SQUAWK
fl:l/(; l'·n / l:'·c;;: AC: FH/FC
A/C TYPE REGISTRATION PAX/CREW ATL REF. NO. l AIC WEIGHT RVSM
NIA 0
4. FLIGHT PHASE
PAh tNG 0 'rowiNG 0 PUSH BA CK 0 TAXI-OUT 0 TAKE-
OFF 0 I NITI AL
CLIMB 0 CLIM B 0
CRUISE 0 DESCENT 0 HOLDING 0 APPROACH 0 LANDING 0 TAXI-IN 0
L._,, ... :.l..~.,lt{e]l
A LTITUDE/FL I SPEED/MACH I GEOGRAPHICAL POSmON ( IF RELEVANT )
ll~.:.Y.L....'l•J~IOII{C'ltJ :f':,f(tJ.:
A/P
N/A 0 IA/TH R
N/A 0
IG EAR
N/A 0
! SLATS/FLAPS CONF
N/A 0
ISPOJLERS
N/A 0
W4.e!.t t.:I•Jif {tl.:l--'1Uliiaiii.. (C10J·l~~~ ..~lto • ' !.ll.'
DAY 0 NIGHT 0 DAWN

0 TWILIGHT 0 IMC 0 VMC 0
:-··•j::r·.. •=•::t:..tLil•h3•.J_.•t••·'I"=W·1.."1 ••:nJ.:l''"'l.:.ll·.._..,..,.,..
WIND
Jvrs I CLOUDS TEM P (~C) QNH
ICAVOK N/A 0
SIGNIFICANT WX RWY N/A 0
N/A 0 N/A 0 RVR M
··iiiHI¢d@;QeljlliiJ@3gl
10. DETAILED DESCRIPTION OF THE EVENT AND ITS IMMEDIATE CAUSE*
11. ACTIONS TAKEN, THE RESULTS AND DETAILS OF SUBSEQUENT EVENTS*
• I F N ECESSARY, CONTINUE O N N EW S H E ET S H EET OF

Page 1
A ir Sarety Report
Rev 00 / 10 Jan 2017

CHAPTER 11 P: 11-27
Air Safety Report (ASR) - verso
12. /TECH PILOT/FSO COMMENTS AS APPLICABLE

-- - - ----- -- - - - - - -- - -- -- - - -- -
13. AlRPROX/ATC INCIDENT . TCAS RA . WAKE VORTEX • BIRD STRIKE .

fol&rto: p 4$t.A!fe tJI other 1111rcr.aft rf!Jal illf! to you, on pl.tn .,. 't he leh end "' clevabon on tl'te ~ht. 111$Slfli!Jn9 't'OU 1trf! Uw! a"J\l l!!r of each
dlat;)ram. Im:ltcate <lp,p roprlat e 5Clll4!. ll ponlble lncJ!Cllte position (f·9· reiDI:Ive to li~·DI'1E statl!oo)
I
I I
I I I
J
I I I
+ • I
I
I
Vl•w from o b QV4!' (honil::ont~l planr:) mQt.O:"fltM VIC'W f rom tllllh&Bd (~rtll;ol!l planr:} feet
SEVERITY OF RJSK Hill c Mll'UMUM VEFlTl CAL Sli:PARAnON fT

1\VOIOlNG ACTIOtl TAKEN lilA 0 MJNJHUM ~ORIZOI'fTAI. SEPARAlTON M{NM
Fl.ePO~TED TO A'fC VNJf TC.As .-;u:~l' lilA 0
ATCI N STROCTJO~SJSSVED lYFE OF RA NIA 0
'I'OUPI. CALLSIGN RA FOlLOWED JIZL 0 ~cRTlCAL DEVIATION FT
Flit(lU!iifolCY IN U$~ WI'S 'fOO.S A!.~T N/A 0
I<IEAOlNG otG OlSCA1al ON PAGI j, :
~RED ~TDlJDE/11. Olllrl\ A/C T'YP£1, M"AKING$ COLOUr.. UGtt'fiNCi CAt.LSIGH ETC.
IWAKII!! VO'R"Jr'I::!X BIRD STRIKE!
HEADlNG OtG IIJIUUt~G lilA 0 ll'Pf 0~ BIROS
POSITION 01'1 EJ(TENDED ~EI'fT'ERUIIl E NIA 0
POSITION ~ GUD'ESl.OPE NIA 0 I!!~ SEE:N 10 1100 u tooQ Mo~e 0
PITOi _
c:ttAHGE IN IIITTJJUDE ROLL 'ft..W _ O£G
CHANG~ IN ALTITlJDl Hl6T NR SrF~UCK tl:J NoQ 11• 1000 MOIU::D
WAS Ttl llf BuHCT) rl/A 0
WHAT "*",0 VOU SU:>P Cf WAk. V'OII.T[~1 lJME DI\WNO OAVO D\JSKQ ,.IClHTQ
~CRI!lr [MPACT POINTS.t,hD DAMAGf ON PM1fl L

0 SCillA il\liY V RHC.-.L "CC.ELrAAtlOfi
f'IU,NG INI:TRLIC"r'SOI!tl:
FUGI"IT OfCI< 'II.! WITH Ol'fUTIONS STAI'F,
GIV 11'AJLS Of AA[Ct OINO A/C OP RATI~5 511\,,: CIII.OJt.Af 0Fllt31«AL IN OJSfRIIJVtiON
(TVPIE, CALLS lCN, ETC) USiT.
ISIG!MlUIIE, ....
W~!' YOU P.WMf OF OTHFR A/C 8fFOIItf
INCIDENT? I
If you ,conslde .. this
A ir Safety Report
~vant requiring 11 Mand2l!tol'y
Page 2
Occul'l'~n,co Report, plcb!ie tick hel'e.
•
Rev 00/10 Jan 2017

CHAPTER 11 P: 11-28
11.8.3 Birth on Board Report

CHAPTER 11 P: 11-29
11.8.4 Death on Board Report
Death on Board Report

JC AIRUNES
Date: jFiight number: jsector:

Commander: IF/0:
Cabin Crew-In-Charge:
Data of deceased passenger

Full name:
Gender: I Place of birth: I Date of birth:
Home address:
Marital status: !Profession: JPassport/ID No:
Geographical coordinates of death:
Time of death (UTC): jFiight altitude: jCabin altitude:
Cause of death (If known}:
Data of (ex) partner

Full name:
Place of birth: jDate of birth:
Nationa Iity: !Profession: IPassport/ID No:
Home address:
Data of parents
Full name offather: Passport/ID No:
Home address:
Full name of mother: Passport/ID No:

Home address:
Witness 1 (Shall be a crew member)

Full name: Rank: Passport/ID No:
Home address: Signature:
Witness 2 (Shall be a crew member)

Full name: Rank: Passport/ID No:
Home address: Signature:
IDrawn up and signed by the Commande"
Death on Board Report Rev. 00 / 10 Jan 2017

CHAPTER 11 P: 11-30
11.8.5 Flight Disturbance Incident Report
Flight Disturbance Incident Report
Date: Flight number: Sector:

Passenger name: Passport/ID No:
Commander: F/0:
cabin Crew-In-Charge:
t.Location of incident:
o Aisle o Seat o Door
0 ~~ 0 ~~~~
n Other (Please state) ....•..............•..•..•.........•........•.....•.•..............•...•.•..
2. Nat ure of incident:

o Intoxication o Smoking o Refusal to follow crew instructions
o Mobile phone or other electronic devices o Verbal abuse of crew
o Physical abuse of crew
o Other (Please state) .•..•..•...•.•..•..•..•..•...•..•..•.•..•...•..•.••.•.....•...•.....•.•
3. Meassures taken:
o Preflight off-load o Warning given to passenger o Restraint applied
o Pollee called o Unscheduled landing o Arrest made by the pollee
o cancellation of onward flight
Witness 1
IName: Isignature
Witness 2
IName: Isignature
Time Personal account to include evidence of intoxicants, word spoken, Crew member
gestures, threats, physical or verbal abuse and danger t o others (Print name)
Commander's signature:
Pollee Officer-In-Charge:
Name: Address:
Flight Disturbance lnc1dent Report Rev. 00 I 10 Jan 2017

CHAPTER 11 P: 11-31
11.8.6 Injury or Illness Report
Injury I Jllness Report

JC AIRliNFS
To be completed in block capital letters by Cabin Crew-In-Charge

Date (YY/MM/DD):
Flight Number I Sector;
Place of Accident I
Airport:
IExact Place:
Passenger's name:
Passport number:
Crew member's name*:
Crew member's Company ID number*:
Description of the event:
Is the Cl passenger YES NO

o crew member* injured?
Type of injury
Was medical treatment offered? YES NO
If yes, did the passenger or YES NO
crew member* accept it?
Signed by Name Signature

Passenger/Crew member*:
Cabin Crew-In-Charge:
Commander:
Handling Agent:
• If crew member is involved in injury or illness
If the crew member is injured, Air Safety Report (ASR) shall be filled. If the illness resulted from crew
incapacitation, ASR shall be filled.
Please attach medical report signed by the Airport Medical Department, w hen applicable.
One copy: Ground staff/ground handling agent.
Injury/Illness Report Rev. 00 I 10 Jan 2017

CHAPTER 11 P: 11-32
11.8.7 Dangerous Goods Occurrence Report
l\i!J Dangerous Goods Occurrence Report DGOR No

.1\, AIRLINES
Mark type of occurrence: Incident 0 Accident 0 Other Occunence 0

See the Notes on the next page of this form. Those boKes wh819the heading is in Jtal'lcs need only be completed if
app(jcable.
1. Operator: 2. Date of occurrcnctl: J. Local time of occurronce.
4. Flight date: S. Flight no · 6. Departure aitpOrt
7. Desllnat10n airport 8. Air crolllype: 9. Avcraft f91]istrstion:
10. Location of occurrence: 11. Origin of the goods:
12. Description of the occurrence, Including detail~ of injury, damage, etc.

(if necessary continue on the next page of this formt:
13. Proper shi pping name (including the technfcal name):
14. UNIID no. (when known): 15. CJassiCIIVislon (when known): r6 Subsidiary risk(s):
17. Packing group 16. Category (class 7 only)' 19. Type of packaging·
20 Pa~ging specification 21. No. of packages. 2<. Quantity (or Tl if applicable).

marking.
23. RefersiiC9 no. of Air Waybill· 24 Reference no of courier pouch, baggago tag, CN ()Sssenger ticket·
25. Name and address of shipper, agent, passenger, etc.:
21>. Other relevant Information {Including suspected Ci.lUSe, any action taken):
21. Name and title or person making report: 28. Telephone no.:
Z9. Company: 30. Reporters rel: j1·. Addrns:
32. Signature: 33. Oat&:
RPv.OO,I 10 Inn 2017 ~nge-rous Good~ Or:r.ur'Pnr:e. Re::.ort Form p 1/2

CHAPTER 11 P: 11-33
Dangerous Goods Occurrence Report Reverse side

JC Ali-ILINI=S
Description of the occurrence !continuation}:
Notes:
1. Any type of dangerous goods occurrence must be reported, irrespective of whether the dangerous goods are
contained in cargo, mail or baggage.
2. A dangerous goods accident is an occurrence associated with and related to tile transport of dangerous goods
which results in fatal or serious injury to a person or major property damage. For thb purpose, a senous injury
is an injury which is sustained by a person in an accident and which: (a) requires hospitalisation for more than
48 hours, commencing from the time the injury was received ; (b) results in fracture of any bones (except small
fr<~ctu rP.s of fingf'rs, toP.s o r nosf' ); (c) involvf's l<icf'ratia ns w hich cauSf' Sf'Vf'rf' h<IP.morrhagf', nf'rVf', musclf' or
tendon damage; (d) involves injury to any internal organ; (e) involves second or third degree burns, or any burns
ilffP.cting more than 5'1!, af the body surfilcP.; or (f) involvP.s verified exposurE' to infP.ctious substancP.s ar injurious
radiation. A dangerous goods accident may also be an aircraft accident, in which case the normal procedure f or
dangf'rous goods accidf'nts must be followf'd.
3. A dan gP.rous goads incident is an accurrP.nce, oth f'r t han a dangP.rous goads <~ccident, associatP.d with and
related to the transport of d;mgeraus goods, not necessarily occurring on board an aircraft, which results in
injury to a pP.rson, prapP.rt y damage, fi rP., brP.a~ilgf', spill<~ gP., lf'ilkage of fluid or radiation or othP.r f'vidP.ncf' t hilt
the intesrity of the packaeine h~s not been rn8intained. Any occurrence rel~tin e to the tr8nsport of daneerous
goods which seriously jeopardises the aircraft or its occupants is a Iso deemed to constitute a dangerous goods
incident.
II. This form mily also be used to report any oocasion when undeclared or misdeclared dangerous goods are
discovered in car~::o or when ba~::eaee contains daneerous eoods which passensers are not permitted to take on
board the aircr~ft.
5. An initial report shall be dispatched within 24 hours of the occurrence, unless exceptional circ umstances
prevent t his. The init ial re port may be made by any means but a w ritten report should be se nt as soo n as
possible, even if all the information is not available.
6. Completed report shall be sent to the State Secretar iat of Civil Aviation (SSCA).
7. Copies of all relevant documents sho uld be included with th e report.
8. Providing it is safe to do so, all dangerous goods, packagings, documents, etc. relating to t he occurrence shall
be retained unt il after the init ial repo rt has been made.
9. Local requirement s and procedures may differ frorn State to State; it is recommended that the local competent
authority be contacted in o rder to clarify the exact procedures to be follow ed itl th e event of a dangerous good s
incident o r accident.
R~·,•. DO / 10 Jun 2017 DC:Jngc · uJ~ Guo4.1~ Cu:urrerl(..:c Rc:Jur l For rn P: 2!2

CHAPTER 11 P: 11-34
11.8.8 Volcanic Activity Report
Volcanic Activity !R eport (VAR). Form to be used for post·flight reportmg
OPERATOR: NC IOENTIFICATIOt-1: (as indicated on tl~hl pion)
PILOT-I l'f.COMMAND:
OEP FFlOM: IDATE: l TIME; VTC; ARRAT: I DATE: j llME; UTC;
ADDRESSEE AIREP SP,ECIAl
Items 1-8 are to be repor1Bd lnrunedlately to the ATS unit ll18rl you ar& In contact. with.
1) AIRCRAFT IDENTIFICATION 2) POSITION
3) TIME 4) RIGHT LJEVEL OR ALTITUDE
5) VOLCANIC ACTIVITY OBSERVED AT

(po$ilion or bearing, estimated' level ol asn clot~d and distance from aircrott)
6) AIR TEMPEAATUAIE 7) SPOTWIND

8) SUPPLEMENTARY INFORMATION
a) S02 detected YesD NoD
b) A$h encoi,Jntered Yes 0 NoD
(Briel d8seriprlon or acttviry espeetally vetlleaJ and la1e·r'B.!

8l(tent ol ash doud and, where possible. horil!Oi'ltal
movement. ra1e ol growth. etc)
Atter lending eomp1e1e Item!~ 9-16then send 1orm to:
9) DENSITY OF ASH O..OUD D (a) Wlspf 0 (b) Moderate dense 10 (c) Vary dense
10) COLOUR OFA$1-t CLOUD D (a) White 0 (b) Light Gre~ 1L1 (c) Darkgllly
D (d) Black 0 (e) other
11) ERUPTION C (a) Continuous C (b} lntermitten1 1[::1 (e) Not visible
12) POSITION OF ACTIVITY [J (a) Summil IJ (b) Side 1t:1 (e) Si ngfle
D (d) MUltiple 0 (a) Nol observed
13} OTHER OBSERVED D (a) Lightning 0 (b) Glow 1[::1 (e) Large rocks
FEATURES OF ERUPTION [J (d) Astl fall out C (e) Mu5hroom daw 1t:1 (f) All
14) EFFECT ON AIRCRAFT D (a) Communica1ion 0 (b) Nav 5y5tems 1t:1 (c) Engines
[J (d) Pitot &ttdie 0 (e)WindSCI'etll"l ICI (I) Wlndow$
I S) OTHER EFFECTS D (a) Turbulence 0 (b) S1 Elmo's Fire 1L1 (e} Other FUI'r'les
16) OTIH£R INFOAMAnON;

(Arry in1ormalion coosidered useiul)

CHAPTER 11 P: 11-35
11.8.9 Ground (Incident/Accident) Damage Report
GDR
Ground lncidenVAccidenVDamage Report
JC AIRLINES
Mark type of occurrence: Incident liil Accident llii} Damage llii} Other &iii
Airport: Date: Time Location/

(local): Stand No.:
Flight No AICReg Destination Name of Commander of Aircraft
lc~
Total on Board
IETD
IPax:
Details of damage to a1rcraft: I

Was the aircraft taken out of service: IYes 0 INo 0
Please show the damage to Aircraft with X
Describe the event, including details of inJury, damage, etc. (if necessary enclose additional report and/or photos):
Rev. 00 I 10 Jan 2017 Ground lncidenVAccidenVDamage Report Form Page: 1

CHAPTER 11 P: 11-36
Ground Incident/Accident/Damage Report (reverse side)

JC AIRLINES
Staff details I Driver I Marshaller I Witness

Of driver O f witness
Name: Name:
Job title: Job title:
Company Company:
Staff nbr.: Staff nbr.:
Licence: Licence:
G ive details of ground equipment involved: Make/Model/Owner/Agency
Apron Conditions
Weather Surface Lightening
Official MET report attached lvesO INoO Rain 0 Dry 0 Good 0
Visi bility: meters Snow 0 Wet 0 Poor 0
Wind/Gust knots Slush 0 Snow 0 Day 0
Temperature: ·c Hail 0 Slush 0 Night 0
Fog 0 Ice 0 Twilight 0
Number of casualties
Fatalities Non Fatal
Employees:
Passengers:
Others:
Initial action taken:
Person filling out the form (print name): Commander's Signature

(if applicable):
Job title/Company: Signature:
Rev. 00 / 10 Jan 2017 Ground lncidenVAccidenVOamage Report Form Page: 2

CHAPTER 11 P: 11-37
11.8.10 Occurrence Report
OCCURRENCE REPORT FORM

.JC AIRLMS
Occurrence Report Type Flight Rules Occurrence A TS Contribution CVR I FOR Record ing
Mandatory D IFR D on Ground Directly involved D Protected
Voluntary D VFR D Yes D Indirectly involved D Yes D
Other D No D None D No D
Unknown D Unknown D Unknown D
Flight Number Departure Airport Operation Type UTC Date State I Area of Occurrence
Passenger D
Ferry D
A ircraft Registration Destination Airport UTCTime Location of occurrence
Training D
Other D
Event Phase Event Type Type of Landing

Standing 0 Approach 0 Aircraftlsystem/oomponent 0 Aerodrome & Forced landing 0
Taxi D Landing D Aircraft operation general D ground aids D Precautionary landing D
Take-Off D Post-impact D Consequential events D Any other event D Regular landing D
En-route 0 Unknown 0 Air Navigation Services 0 Unknown 0
Occur rence Class Relevant Weather Light Conditions Weather Rwy Contamination
Accident D Dawn D Conditions Ice D Water D
Serious incident 0 Daylight 0 VMC D Oil 0 None 0
Incident D Dusk I tv.ilight D IMC D Slush D other D
Occurrence without Night/ dark UnknoiM'l D Snow D Unknown D
0
safety effect 0 Night I moonlight 0 Rwy Identifier
Not determined D Unknown D
Aircraft Damage Injury Level A irport Third Party Alerts

Destroyed D Fatal D Damage Damage Not Activated D Overspeed Warning D
Substantial D Serious D Substantial D Yes D Master Warning D Stall Warning D
Minor D Minor D Minor D No D Master Caution D Alpha Protection D
None 0 None 0 None D UnknOIM'l D TCAS RA 0 Wind shear 0
Unknown D Unknown D Unknown D EGPWS D other D
I
Headline
Nar rative
Continued o n Yes D
I reverse side No 0
Attachments (Sketches,
Yes D No 0
Reports, Photographs, other)
Reporter's Name & Signature Reporter's Role
RevOO Occurrence Report Form 10 Jan 2017

CHAPTER 11 P: 11-38
Intentionally Blank

CHAPTER 12 P: 12-1
RULES OF THE AIR Rev. 00, 10 JAN 2017
12 RULES OF THE AIR

12.1 GENERAL
12.1.1 Introduction
For detailed description of rules of the air refer to:

• OM Part C;
• ICAO Annex 2 Rules of the Air;
• ICAO Annex 11 Air Traffic Services (ATS);
• ICAO Doc 4444 Air Traffic Management;
• ICAO Doc 8168 Aircraft Operations.
The Rules of the Air for international air transport are principally contained in ICAO
documentation, specifically: Annex 2, Flight Procedures (Doc 8168), and Air Traffic
Services PANS-RAC (Doc 4444), State Regulations which give effect to these
international standards, and the State Regulations themselves.
12.1.2 Time System used in Operation
Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and
minutes of the 24-hour day beginning at midnight. A time check shall be obtained prior to
operating a controlled flight and at such other times during the flight as may be necessary.
Note: Such time check is normally obtained from an air traffic services unit unless other
arrangements have been made by the operator or by the appropriate ATS authority.
Aerodrome control towers shall, prior to an aircraft taxiing for take/off, provide the pilot with
the correct time, unless arrangements have been made for the pilot to obtain it from other
sources. Air traffic services units shall, in addition, provide aircraft with the correct time on
request. Time checks shall be given to the nearest half minute.

CHAPTER 12 P: 12-2
12.2 APPLICABILITY OF THE RULES OF THE AIR

12.2.1 Compliance with Rules of the Air
The Company shall ensure that all flight crew members are familiar with the laws,
regulations and procedures pertinent to the performance of their duties, prescribed for the
areas to be traversed, the aerodromes to be used and the air navigation facilities relating
thereto. The Company shall ensure that other crew members are familiar with such of
these laws, regulations and procedures as are pertinent to the performance of their
respective duties in the operation of the aeroplane. The Company shall ensure that all
employees when abroad know that they must comply with the laws, regulations and
procedures of those States in which operations are conducted.
The operation of an aircraft either in flight or on the movement area of an aerodrome shall
be in compliance with the general rules and, in addition when in flight, either with the:
• Visual and/or instrument flight rules;
• Territorial application of the rules of the air;
• Communication procedures including communication failure procedures;
• Information and instructions relating to the interception of the civil aircraft;
• The circumstances in which a radio listening watch is to be maintained;
• Signals;
• Time system used in operation;
• ATC clearances, adherence to flight plan and position reports;
• Visual signals used to warn an unauthorized aircraft flying in or about to enter a
restricted, prohibited or danger area;
• Procedures for pilots observing an accident or receiving a distress transmission;
• The ground/air visual codes for use by survivors, description and use of signal aids;
• Distress and urgency signals.
The Commander of an aircraft shall be responsible for the operation of the aircraft in
accordance with the rules of the air. The Commander shall, in an emergency situation that
requires immediate decision and action, take any action he considers necessary under the
circumstances. In such cases he may deviate from the rules of the air, operational
procedures and methods in the interest of safety.
Before beginning a flight, the Commander of an aircraft shall become familiar with all
available information appropriate to the intended operation. Pre-flight action for flights
away from the vicinity of an aerodrome and for all IFR flights shall include a careful study
of available current weather reports and forecasts, taking into consideration fuel
requirements and an alternative course of action if the flight cannot be completed as
planned.

CHAPTER 12 P: 12-3
The Commander shall have final authority as to the disposition of the aircraft while in
command.
No person shall pilot an aircraft, or act as a crew member of an aircraft, while under the
influence of intoxicating liquor or any narcotic or drug, by reason of which that person's
capacity to act is impaired (refer to OM Part A, Chapter 6).
Essential information pertinent to the intended flight concerning search and rescue must
be is accessible to the Commander.
The Company, and by implication therefore the Commander, shall ensure that Air Traffic
Services are used for all flights whenever available.
12.2.2 Territorial Application of the Rules of the Air
The Rules of the Air shall apply to aircraft bearing the nationality and registration marks of
a Contracting State, wherever they may be, to the extent that they do not conflict with the
rules published by the State having jurisdiction over the territory overflown.
Note: The Council of the International Civil Aviation Organization resolved, in adopting
Annex 2 in April 1948 and Amendment 1 to the said Annex in November 1951 that the
Annex constitutes rules relating to the flight and manoeuvre of aeroplane within the
meaning of Article 12 of the Convention. Over the high seas, therefore, these rules apply
without exception. If, and so long as, a Contracting State has not notified the International
Civil Aviation Organization to the contrary, it shall be deemed, as regards aeroplane of its
registration, to have agreed as follows: For purposes of flight over those parts of the high
seas where a Contracting State has accepted, pursuant to a regional air navigation
agreement, the responsibility of providing air traffic services, the “appropriate ATS
authority” referred to in this Annex is the relevant authority designed by the State
responsible for providing those services. The phrase “regional air navigation agreement”
refers to an agreement approved by the Council of ICAO normally on the advice of a
Regional Air Navigation Meeting.

CHAPTER 12 P: 12-4
12.3 PROTECTION OF PERSONS AND PROPERTY
An aircraft shall not be operated in a negligent or reckless manner so as to endanger life

or property of others.
Except when necessary for take-off or landing, or except by permission from the
appropriate authority, aircraft shall not be flown over the congested areas of cities, towns
or settlements or over an open-air assembly of persons, unless at such a height as will
permit, in the event of an emergency arising, a landing to be made without undue hazard
to persons or property on the surface (refer to OM Part A; Chapter 8 for minimum flight
altitudes).
Aircraft shall not be flown in a prohibited area or in a restricted area, the particulars of
which have been duly published, except in accordance with the conditions of the
restrictions or by permission of the state over whose territory the areas are established.
It is important that vigilance for the purpose of detecting potential collisions be not relaxed
on board an aircraft in flight, regardless of the type of flight or the class of airspace in
which the aircraft is operating and while operation on the movement area of an aerodrome.
An aircraft shall not be operated in such proximity to other aircraft as to create a collision
hazard. Also aircraft shall not be flown in formation except by pre-arrangement.
12.3.1 Right of Way and Avoidance of Collision
The aircraft that has the right-of-way shall maintain its heading and speed, but nothing in
these rules shall relieve the Commander of an aircraft from the responsibility of taking
such action as will best avert collision.
When two aircraft are approaching head-on or approximately so and there is danger of
collision, each shall alter its heading to the right.
When two aircraft are converging at approximately the same level, the aircraft that has the
other on its right shall give way, except as follows:
• Power-driven heavier-than-air aircraft shall give way to airships, gliders and
balloons;
• Power-driven aircraft shall give way to aircraft which are seen to be towing other
aircraft or objects.
Overtaking aircraft is an aircraft that approaching another from the rear on a line forming
an angle of less than 70 degrees with the plane of symmetry of the latter, i.e. is in such a
position with reference to the other aircraft that at night it should be unable to see either of
the aircraft's left or right navigation lights.

CHAPTER 12 P: 12-5
An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether
climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by
altering its heading to the right, and no subsequent change in the relative positions of the
two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past
and clear.
An aircraft in flight, or operating on the ground, shall give way to aircraft landing or in the
final stages of an approach to land.
When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose
of landing, aircraft at the higher level shall give way to aircraft at the lower level, but the
latter shall not take advantage of this rule to cut in front of another which is in the final
stages of an approach to land, or to overtake that aircraft. Nevertheless, power-driven
heavier-than-air aircraft shall give way to gliders.
An aircraft that is aware that another is compelled to land shall give way to that aircraft.
An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft
taking-off or about to take-off.
In case of danger of collision between two aircraft taxiing on the movement area of an
aerodrome the following shall apply:
• When two aircraft are approaching head on, or approximately so, each shall stop or
where practicable alter its course to the right so as to keep well clear;
• When two aircraft are on a converging course, the one which has the other on its
right shall give way;
• An aircraft which is being overtaken by another aircraft shall have the right-of-way
and the overtaking aircraft shall keep well clear of the other aircraft.
An aircraft taxiing on the manoeuvring area shall stop and hold at all taxi-holding positions
unless otherwise authorized by the aerodrome control tower.
An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and
may proceed further when the lights are switched off.
12.3.2 Lights to be displayed by the Aircraft
From sunset to sunrise or during any other period which may be prescribed by the
appropriate authority all aircraft in flight shall display:
• Anti-collision lights intended to attract attention to the aircraft; and
• Navigation lights intended to indicate the relative path of the aircraft to an observer
and other lights shall not be displayed if they are likely to be mistaken of these
lights.

CHAPTER 12 P: 12-6
From sunset to sunrise or during any other period prescribed by the appropriate authority:
• All aircraft moving on the movement area of an aerodrome shall display navigation
lights intended to indicate the relative path of the aircraft to an observer and other
lights shall not be displayed if they are likely to be mistaken for these lights;
• Unless stationary and otherwise adequately illuminated, all aircraft on the
movement area of an aerodrome shall display lights intended to indicate the
extremities of their structure:
• All aircraft operating on the movement area of an aerodrome shall display lights
intended to attract attention to the aircraft; and
• All aircraft on the movement area of an aerodrome whose engines are running shall
display lights which indicate that fact.
Regardless of the daytime, all aircraft on the movement area shall operate the anti-
collision light prior starting the engines until the engines are switched off.
12.3.3 Unlawful Interference
An aircraft which is being subjected to unlawful interference shall endeavour to notify the
appropriate ATS unit of this fact, any significant circumstances associated therewith and
any deviation from the current flight plan necessitated by the circumstances, in order to
enable the ATS unit to give priority to the aircraft and to minimize conflict with other
aircraft.
The following procedures are intended as guidance for use by aircraft when unlawful
interference occurs and the aircraft is unable to notify an ATS unit of this fact.
If the Commander cannot proceed to an aerodrome, he should attempt to continue flying

on the assigned track and at the assigned cruising level at least until able to notify an ATS
unit or until within radar coverage.
When an aircraft subjected to an act of unlawful interference must depart from its assigned
track or its assigned cruising level without being able to make radiotelephony contact with
ATS, the Commander should, whenever possible:
• Attempt to broadcast warnings on the VHF channel in use or the VHF emergency
frequency, and other appropriate channels, unless considerations aboard the
aircraft dictate otherwise. Other equipment such as on-board transponders and data
links should also be used when it is advantageous to do so and circumstances
permit, and
• Proceed in accordance with applicable special procedures for in-flight
contingencies, where such procedures have been established and promulgated;
• If no applicable regional procedures have been established, proceed at a level
which differs from the cruising levels normally used for IFR flight by:

CHAPTER 12 P: 12-7
- 150m (500ft) in an area where a vertical separation minimum of 300m

(1000ft) is applied; or
- 300m (1000ft) in an area where a vertical separation minimum of 600m
(2000ft) is applied;
• Try to set transponder to mode 7500 unless circumstances warrant the use of code
7700.
12.3.4 Interception
To achieve the uniformity in regulations which is necessary for the safety of navigation of
civil aircraft ICAO contracting states shall establish the following principles when
developing regulations and administrative directives:
• Interception of civil aircraft will be undertaken only as a last resort;
• If undertaken, an interception will be limited to determine the identity of the aircraft,
unless it is necessary to return the aircraft to its planned track, direct it beyond the
boundaries of national airspaces, guide it away from a prohibited, restricted or
danger area or instruct it to land at a designated airport;
• Practice interception of civil aircraft will not be undertaken;
• Navigational guidance and related information will be given to an intercepted aircraft
by radiotelephony, whenever radio contact can be established;
• In a case where an intercepted civil aircraft is required to land in the territory
overflown, the airport designated for the landing is to be suitable for the safe landing
of the aircraft-type concerned.
Note: Contracting states have recognized that every state must refrain from resorting to
the use of weapons against civil aircraft in-flight.
12.3.4.1 Approach Phase
The intercepted aircraft will be approached from the stern. In general 2 interceptor aircraft
will be deployed to execute the identification. Flight leader and wingman will coordinate
their individual position with a ground control unit. A safe vertical and horizontal separation
between interceptor and intercepted aircraft will be maintained at all times.
12.3.4.2 Identification Phase
The intercepted aircraft should expect to visually acquire the lead interceptor and possibly
the wingman provided that VMC conditions are at present. The flight leader may initiate a
gentle closure toward the intercepted aircraft, stopping at a distance not closer than
absolutely necessary to obtain the information needed.
During IMC and at darkness identification of unknown aircraft will be by type only.

CHAPTER 12 P: 12-8
12.3.4.3 Post Intercept Phase
After completion of identification, the flight leader will turn away from the intercepted
aircraft. The wingman will remain well clear and accomplish a rejoin with the leader.
Intercepting Manoeuvres
12.3.4.4 Action by Intercepted Aircraft
The intercepted aircraft shall immediately:

• Follow the instructions given by the intercepting aircraft, interpreting and responding
to visual signals;
• Notify the appropriate air traffic service unit;
• Attempt to establish radio communication with the intercepting aircraft or with the
appropriate intercept control unit, by making a general call on the emergency
frequency 121.500 MHz, giving identity of the intercepted aircraft and nature of
flight;
• Squawk A7700.
If any instructions received by radio from any sources conflict with those given by the
intercepting aircraft by visual signals or radio, the intercepted aircraft shall request
immediate clarification while continuing to comply with the visual/radio instructions given
by the intercepting aircraft.

CHAPTER 12 P: 12-9
12.3.4.5 Communication
If communication in a common language is not possible, attempts shall be made to convey

essential information and acknowledgement of instructions by using the following phrases
(transmitted twice):
Used by intercepting aircraft
Phrases Meaning
CALL SIGN What is your call sign
FOLLOW Follow me
DESCEND Descend for landing
YOU LAND Land at this aerodrome
PROCEED You may proceed
Used by intercepted aircraft
Phrases Meaning
CALL SIGN My call sign is ...
WILCO Understood, will comply
CAN NOT Unable to comply
REPEAT Repeat your instruction
AM LOST Position unknown
MAYDAY I am in distress
HIJACK I have been hijacked
LAND place, name I request to land at
DESCEND I require descent
Note: Circumstances may not always permit, nor make desirable, the use of
the phrase HIJACK.
12.3.5 Distress and Urgency Signals/Communication

12.3.5.1 General
None of the provisions in this section shall prevent the use, by the aircraft in distress, of
any means at its disposal to attract attention, make known its position and obtain help.

CHAPTER 12 P: 12-10
The state of emergency are classified as follows:

• Distress - a condition of being threatened by serious and/or imminent danger and of
requiring immediate assistance;
• Urgency - a condition concerning the safety of an aircraft or other vehicle or of
some person on board or within sight, but does not require immediate assistance.
12.3.5.2 Distress Signals
The following signals used either together or separately, mean that grave and imminent
danger threatens, and immediate assistance is requested:
• »MAYDAY MAYDAY MAYDAY« by radio telephony or data-link;
• A signal made by radiotelegraphy or by any other signalling method consisting of
the group SOS (…---…) in the Morse code;
• Rockets or shells throwing red lights, fired one at a time at short intervals;
• A parachute flare showing a red light;
• SSR Mode A Code 7700.
12.3.5.3 Urgency Signals
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:
• The repeated switching on and off of the landing lights;
• The repeated switching on and off of the navigation lights in such manner as to be
distinct from flashing navigation lights.
The following signals used either together or separately, mean that the 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:
• »PAN PAN PAN« by radio telephony, or data-link.
This type of communication concerns the safety of an aircraft or other vehicle, or of a

person on board or in sight, not requiring immediate assistance.
12.3.5.4 Warning Signals
Projectiles discharged at intervals of 10 seconds, each showing bursting red and green
lights or stars will indicate to an aircraft it is flying in or about to enter a restricted,
prohibited or danger area and that it has to take necessary action. These signals can be
emitted either from ground or from an aircraft. In many states this signal is replaced by
black or white shells by day and white stars by night.

CHAPTER 12 P: 12-11
12.3.5.5 Distress and Urgency Communication
The flight crew shall maintain continuous radio listening watch on the frequencies
appropriate for the area of operation and as required by the applicable authorities.
An aircraft is in distress condition, when it is threatened by serious and/or imminent danger

and requires immediate assistance. The R/T distress signal is the word »MAYDAY«,
spoken three times; it shall be transmitted on the air/ground frequency in use.
Distress communications will normally be conducted on the air to ground frequency in use.
The pilot may use any other available HF or VHF frequency including 121.500 MHz, if
considered necessary or desirable.
In cases of distress and urgency communications, in general, the transmissions by

radiotelephony shall be made slowly and distinctly, each word being clearly pronounced to
facilitate transcription.
Under any distress condition the distress signal shall be used at the commencement of the
first distress message. In case of an urgency condition (concerning the safety, but no
immediate assistance required), the urgency signal should be used instead.
The urgency communications have priority over all other communications, except distress,
and all stations shall take care not to interfere with the transmission of urgency traffic.
In addition to being preceded by the keyword »MAYDAY« or »PANPAN«, preferably

spoken three times, any distress or urgency message should contain as many as possible
of the following elements:
a) Name of station addressed;
b) Call sign of the aircraft;
c) Nature of the distress / urgency condition;
d) Intention of the person in command;
e) Present position, altitude / flight level and heading;
f) Any other useful information.
The station addressed has to acknowledge the message and take immediate action.
Distress and urgency communication has priority over all other communication and all
stations on the same frequency shall take care not to interfere with the transmissions of
the distress or urgency traffic.
If circumstances require, the station handling this traffic may stop transmission to other
traffic, or will give a separate frequency to the distress / urgency traffic.
The distress / urgency communication and silence conditions shall be terminated as soon
as situation allows.

CHAPTER 12 P: 12-12
The station in distress, or the station in control of distress traffic, shall be permitted to
impose silence, either on all stations of the mobile service in the area or on any station
which interferes with the distress traffic. It shall address these instructions »TO ALL
TRAFFIC«, or to one station only, according to circumstances. In either case, it shall use
»STOP TRANSMITTING« and the radio distress signal »MAYDAY«.
The distress communication and silence conditions shall be terminated by transmitting a

message, including the words »DISTRESS TRAFFIC ENDED« on the frequency or
frequencies being used for the distress traffic. This message shall be originated only by
the station controlling the communications when, after the reception of the message
cancelling the distress condition, it is authorised to do so by the appropriate authority.
Circumstances phraseologies:
• Distress signal: »MAYDAY - MAYDAY - MAYDAY«;
• Urgency signal: »PANPAN - PANPAN - PANPAN«;
• Stop transmitting: »TO ALL TRAFFIC STOP TRANSMITTING«;
• Termination of distress and silence: »DISTRESS TRAFFIC ENDED«.
Example: »MAYDAY - MAYDAY - MAYDAY, PHNOM PENH, JC AIRLINES 101, DOUBLE

HYDRAULIC LOSS, DIVERTING TO PHNOM PENH, POSITION ABEAM VESNA, FL210,
DESCENDING, HEADING 130«.
Action by aircraft intercepting distress message:

• Do not transmit on the frequency being used for distress traffic;
• Transmission from the aircraft in distress should, as far as possible, be recorded
together with the time of intercept, if known, plot the position of the aircraft in
distress;
• Listen for acknowledgement of the distress message by a ground station or other
aeronautical station nearer to the aircraft in distress before acknowledging intercept;
• The intercepted and acknowledged distress message should be relayed to the
ground station addressed or other suitable ground station, preferably on another
frequency than that used by the aircraft in distress;
• Assist, if possible, as requested by ATS.
The distress communications have absolute priority over all other communications, and a
station aware of them shall not transmit on the frequency concerned, unless:
• The distress is cancelled or the distress traffic is terminated;
• All distress traffic has been transferred to other frequencies;
• The station controlling communications gives permission;
• It has itself to render assistance.

CHAPTER 12 P: 12-13
Emergency / Distress Frequencies:
Band Emergency/Distress Frequencies

121.500 (main)
VHF (MHz) 123.450 (backup)
126.900 (backup)
243.000
UHF (MHz)
406 - 406.100
500
HF (kHz) 2182
4125
Transmission on the international VHF emergency frequency 121.500 MHz shall be

reserved for use in the following conditions:
• By an aircraft in danger / emergency when the normal channels are unsuitable due
to traffic congestion;
• By an aircraft when unable to establish communication with an aerodrome ATS on
normal channels;
• By an aircraft taking part in Search and Rescue (SAR) operations, for
communication with rescue aircraft or vessels or surface units as directed by ATS;
• By an aircraft experiencing failure of the airborne equipment which prevents the use
of normal frequencies;
• By an aircraft wanting to communicate with an Ocean Station Vessel and contact
cannot be established on other VHF or HF frequencies.
Continuous guard should be kept on the emergency frequency 121.500 MHz in the
following situations:
• When directed by ATS to participate in search and rescue operation;
• To monitor movements of other aircraft in the vicinity during search and rescue
operation;
• For air-to-air relay during poor HF communication conditions unless another
frequency is specified for this purpose in the appropriate State rules and
regulations;
• When more than one VHF system is available one system should always be set to
121.500 MHz when not needed for other communications.
For In Flight Broadcast Procedures and frequencies refer to the Jeppesen Airway Manual -
General.

CHAPTER 12 P: 12-14
12.3.5.6 Communications Related to Acts of Unlawful Interference
The station addressed by an aircraft being subjected to an act of unlawful interference, or

first station acknowledging a call from such an aircraft, shall render all possible assistance,
including notification of appropriate ATS units as well as any other station, agency or
person in a position to facilitate the flight.

CHAPTER 12 P: 12-15
12.4 SIGNALS
12.4.1 Marshalling Signals
Wing-walker / guide
Raise right hand above head level with wand pointing up; move left-
hand wand pointing down toward body.
Note: This signal provides an indication by a person positioned at the
aircraft wing tip, to the pilot/ marshaller / push-back operator, that the
aircraft movement on/off a parking position would be unobstructed.
Identify gate
Raise fully extended arms straight above head with wands pointing
up.
Proceed to next signal manor as directed by tower/ground

control
Point both arms upward; move and extend arms outward to sides of
body and point with wands to direction of next signalman or taxi area.
Straight ahead
Bend extended arms at elbows and move wands up and down from
chest height to head.
Turn left (from pilot’s point of view)

With right arm and wand extended at a 90 degree angle to body,
make "come ahead" signal with left hand. The rate of signal motion
indicates to pilot the rate of aircraft turn.

CHAPTER 12 P: 12-16
Turn right (from pilot’s point of view)

With left arm and wand extended at a 90 degree angle to body, make
"come ahead" signal with right hand. The rate of signal motion
indicates to pilot the rate of aircraft turn.
Normal stop
Fully extend arms and wands at a 90 degree angle to sides and
slowly move to above head until wands cross.
Emergency stop
Abruptly extend arms and wands to top of head, crossing wands.
Set brakes
Raise hand just above shoulder height with open palm. Ensuring eye
contact with flight crew, close hand into a fist. Do not move until
receipt of "thumbs up" acknowledgement from flight crew.
Release brakes
Raise hand just above shoulder height with hand closed in a fist.
Ensuring eye contact with flight crew, open palm. Do not move until
receipt of "thumbs up" acknowledgement from flight crew.
Chocks inserted
With arms and wands fully extended above head, move wands inward
in a jabbing motion until wands touch. Ensure acknowledgement is
received from flight crew.

CHAPTER 12 P: 12-17
Chocks removed
With arms and wands fully extended above head, move wands
outward in a jabbing motion. Do not remove chocks until authorized
by flight crew.
Start engine(s)
Raise right arm to head level with wand pointing up and start a
circular motion with hand; at the same time, with left arm raised above
head level, point to engine to be started.
Cut engines
Extend arm with wand forward of body at shoulder level; move hand
and wand to top of left shoulder and draw wand to top of right
shoulder in a slicing motion across throat.
Slow down
Move extended arms downwards in a patting gesture, moving wands
up and down from waist to knees.
Slow down engine(s) on indicated side

With arms down and wands toward ground, wave either right or left
wand up and down indicating engine(s) on left or right side
respectively should be slowed down.
Move back
With arms in front of body at waist height, rotate arms in a forward
motion.

CHAPTER 12 P: 12-18
Turns while backing (for tail to starboard)

Point left arm with wand down and bring right arm from overhead
vertical position to horizontal forward position, repeating right-arm
movement.
Turns while backing (for tail to port)

Point right arm with wand down and bring left arm from overhead
vertical position to horizontal forward position, repeating left-arm
movement.
Affirmative/all clear
Raise right arm to head level with wand pointing up or display hand
with "thumbs up"; left arm remains at side by knee.
Note: This signal is also used as a technical/servicing communication
signal.
Fire
Move right hand wand in a fanning motion from shoulder to knee,
while at the same time pointing with left hand wand to area of fire.
Hold position/stand by
Fully extend arms and wands downwards at a 45 degree angle to
sides. Hold position until aircraft is clear for next manoeuvre.
Dispatch aircraft
Perform a standard salute with right hand and/or wand to dispatch the
aircraft. Maintain eye contact with flight crew until aircraft has begun
to taxi.

CHAPTER 12 P: 12-19
Do not touch controls (technical/servicing communication

signal)
Extend right arm fully above head and close fist or hold wand in
horizontal position; left arm remains at side by knee.
Connect ground power (technical/servicing communication

signal)
Hold arms fully extended above head; open left hand horizontally and
move finger tips of right hand into and touch open palm of left-hand
(forming a "T"). At night, illuminated wands can also be used to form
the "T" above head.
Disconnect power (technical/servicing communication signal)

Hold arms fully extended above head with finger tips of right hand
touching open horizontal palm of left hand (forming a "T"); then move
right hand away from the left. Do not disconnect power until
authorized by flight crew. At night, illuminated wands can also be used
to form the "T" above head.
Negative (technical/servicing communication signal)

Hold right arm straight out at 90 degree from shoulder and point wand
down to ground or display hand with "thumbs down"; left hand
remains at side by knee.
Establish communication via interphone (technical / servicing

communication signal)
Extend both arms at 90 degree from body and move hands to cup
both ears.
Open/close stairs (technical/servicing communication signal)

With right arm at side and left arm raised above head at a 45 degree
angle, move right arm in a sweeping motion towards top of left
shoulder.
Note: This signal is intended mainly for aircraft with the set of
integral stairs at the front.

CHAPTER 12 P: 12-20
12.4.2 The Ground/Air Visual Codes for use by Survivors

12.4.2.1 General
Rescue is largely dependent on the effort and ingenuity in surviving until the rescuers have
arrived. However, one must be spotted by the rescuers first. It is therefore mandatory that
one eases the task of spotting the place where one stays.
There are many ways of attracting the attention of the search parties. Try to put as many
into operation as possible. Some of the methods of signalling are described below. If local
circumstances make other signals more effective, do not hesitate to use them. All available
signalling devices shall be put to readiness immediately after landing.
12.4.2.2 Means of Signalling
Radio: Try to get a fix and transmit position using the aircraft radio equipment if possible.
However, do not waste the battery on long transmissions. Use the radio survival beacon
(ELT) - applicable FCOM and CCM include its description and location for each aircraft.
For better radar detection erect a corner reflector if available.
Smoke: Fire and smoke make good signals. Have fires ready to light when search aircraft
are heard or sighted. Keep some fires going all the time. Use smoke by day and bright
flame by night. Engine oil, rags soaked in oil, pieces of rubber or insulation material
produce black smoke, green leaves or a little water produce white smoke.
Flares: When flares are available, keep them ready for use. Keep flares dry.
Mirrors: Mirrors and bright pieces of metal make good signals that can be seen for many
kilometres.
Sea markers: At sea use the sea marker only by day and only when aircraft are being
heard or sighted.
12.4.2.3 Ground/Air Visual Signal Codes
Ground/air signals have been internationally agreed upon and may serve as a means of
contact between the ground and rescue planes when no radio contact is available. As far
as possible the following procedure shall be adhered to:
• Form symbols by any available means. Some of the methods usually available are:
using strips of fabric, pieces of wood, stones or any such material and further
marking the surface by tramping or staining with oil, etc.;
• Make symbols not smaller than 2.5 meters;
• Take care to lay out symbols exactly as depicted to avoid confusion with other
symbols;

CHAPTER 12 P: 12-21
• Provide as much colour contrast as possible between material and background;

• Make every effort to attract attention by other means such as radio, flares, smoke or
reflected light.
12.4.2.4 Codes for use by Survivors
V X N Y ↑
Require Require medical No or Yes or Proceeding in
assistance assistance negative affirmative this direction
12.4.2.5 Codes for use by Ground Search Parties
LLL LL XX NN
Operation Have found Have found Are not able to Have divided into Information Nothing
completed all personnel only some continue; groups; each received that found; will
personnel returning to base proceeding in aircraft is in continue
direction this direction to search
indicated
12.4.2.6 Codes for use by Search & Rescue Aircraft
When it is necessary for a search & rescue aircraft to convey information to survivors or to
ground search parties, and two-way radio communication is not available, it shall, 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 search & rescue aircraft
shall acknowledge the signal by the means described above, or if that is not possible, by
rocking the wings of the aircraft during daylight or by flashing on and off twice the landing
lights or navigation lights during darkness.
When a ground signal has been displayed and is not understood, the survivors or ground
search party shall be so 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.

CHAPTER 12 P: 12-22
12.5 ATC CLEARANCES, ADHERENCE TO FLIGHT PLAN AND

POSITION REPORTS
12.5.1 General
An Air Traffic Control (ATC) clearance shall be obtained prior to operating a controlled
flight or a portion of a flight as a controlled flight.
Provisions governing clearances are contained in the PANS-RAC (ICAO Doc 4444). A
clearance may vary in content from a detailed description of the route and level to be flown
to a brief standard instrument departure (SID) according to local procedure. Controllers
should pass a clearance slowly and clearly since the pilot needs to write it down.
Whenever possible route clearance should be passed to an aircraft before start-up and the
aircraft’s full call sign will always be used.
An ATC route clearance is not an instruction to take-off or enters an active runway!
The stringency of the read back requirement is directly related to a possible seriousness of
a misunderstanding in the transmission and receipt of ATC clearance and instructions.
ATC route clearances shall always be read back unless otherwise authorized by the
appropriate ATC in which case they shall be acknowledged in a positive manner. Read
backs shall always include the aircraft call sign coming at the end of message.
An aircraft shall adhere to the current flight plan or the applicable portion of a current flight
plan submitted for a controlled flight unless a request for a change has been made and
clearance obtained from the appropriate air traffic control unit, or unless an emergency
situation arises which necessitates immediate action by the aircraft, in which event as
soon as circumstances permit, after such emergency authority is exercised, the
appropriate air traffic services unit shall be notified of the action taken and that this action
has been taken under emergency authority.
Unless otherwise authorised or directed by the appropriate air traffic control unit, controlled
flights shall, in so far as practicable:
• When on an established ATS route, operate along the defined centreline of that
route;
• When on any other route, operate directly between the navigation facilities and/or
points defining that route.
Subject to the overriding requirement above, an aircraft operating along an ATS route
segment defined by reference to radio aids ranges shall change over for its primary
navigation guidance from the facility behind the aircraft to that ahead of it at, or as close as
operationally feasible to, the change-over point, where established.

CHAPTER 12 P: 12-23
12.5.2 Deviations
Deviations from the requirements in previous section shall be notified to the appropriate air
traffic services unit. In the event that a controlled flight inadvertently deviates from its
current flight plan the following action shall be taken:
a) Deviation from Track
If the aircraft is off track, action shall be taken forthwith to adjust the heading of the
aircraft to regain track as soon as practicable.
Caution: When the flight crew requests a deviation from the clearance or track (i.e.
due thunderstorm activity) and the request is denied, the Commander is always
allowed to deviate if he considers that the safety of the flight is compromised by this
denial. MORA restrictions shall be always taken in consideration. ATC shall be
notified that the flight is deviating and an Air Safety Report filed.
b) Variation in True Airspeed
If the average true airspeed at cruising level between reporting points varies or is
expected to vary by plus or minus 5 per cent of the true airspeed, from that given in
the flight plan, the appropriate air traffic services unit shall be so informed.
c) Change in Time Estimate
If the time estimate for next applicable reporting point, flight information region
boundary or destination aerodrome, whichever comes first, is found to be in error in
excess of 3 minutes from that notified to air traffic services, or such other period of
time as is prescribed by the appropriate ATS authority or on the basis of air
navigation regional agreements, a revised estimated time shall be notified as soon
as possible to the appropriate air traffic services unit.
12.5.3 Intended Changes
Requests for flight plan changes shall include information as indicated hereunder:
• Change of cruising level: aircraft identification, requested new cruising level and
cruising speed at this level, revised time estimates (when applicable) at subsequent
flight information region boundaries;
• Change of route (destination unchanged): aircraft identification, flight rules,
description of new route of flight including related flight plan data beginning with the
position from which requested change of route is to commence, revised time
estimate and any other pertinent information;
• Change of route (destination changed): aircraft identification, flight rules, description
of revised route of flight to revised destination aerodrome including related flight
plan data, beginning with the position from which requested change of route is to
commence revised time estimates; alternate aerodrome(s); any other pertinent
information.

CHAPTER 12 P: 12-24
12.5.4 Position Reports
Unless exempted by the appropriate ATS authority or by the appropriate air traffic services
unit under conditions specified by that authority, a controlled flight shall report to the
appropriate air traffic services unit, as soon as possible, the time and level of passing each
designated compulsory reporting point, together with any other required information.
Position reports shall similarly be made in relation to additional points when requested by
appropriate air traffic services unit. In the absence of designated reporting points shall be
made at intervals prescribed by the appropriate ATS authority or specified by the
appropriate air traffic services unit.

CHAPTER 12 P: 12-25
12.6 COMMUNICATIONS
12.6.1 Communication Failures
Refer to OM Part C, Chapter 6 – Communication Failure Procedures.
12.6.2 The Circumstances in which a Radio Listening Watch is to be maintained
The Commander must ensure that a continuous listening watch is maintained on the
appropriate radio communication frequencies at all times whenever the flight crew is
manning the aircraft for the purpose of commencing and/or conducting a flight and when
taxiing.
An aircraft operated as a controlled flight shall maintain continuous listening watch on the
appropriate radio frequency of, and establish two-way communication as necessary with,
the appropriate air traffic control unit, except as may be prescribed by the appropriate ATS
authority in respect of aircraft forming part of aerodrome traffic at a controlled aerodrome.
A VFR flight operation within or into areas, or along routes, designated by the appropriate
ATS authority (e.g. “controlled VFR flights”) shall maintain continuous listening watch on
the appropriate radio frequency of, and report its position as necessary to the air traffic
services unit providing flight information service.
An IFR flight operating outside controlled airspace but within or into areas, or along routes,
designated by the appropriate ATS authority, shall maintain a listening watch on the
appropriate radio frequency and establish two-way communication, as necessary, with the
air traffic services unit providing flight information service. An IFR flight operating outside
controlled airspace is required by the appropriate ATS authority to:
• Submit a flight plan;
• Maintain a listening watch on the appropriate radio frequency and establish two-way
communication, as necessary, with the air traffic services unit providing flight
information service;
• Report position as specified for controlled flights.
Note: Aircraft electing to use the air traffic advisory service whilst operating IFR within
specified advisory airspace are expected to comply with the provisions of these
rules except that the flight plan and changes thereto are not subjected to clearances
and that two-way communication will be maintained with the unit providing the air
traffic advisory service.
Flight crew is required to maintain continuous radio listening watch appropriate for the area
of operation and as required by the applicable authorities. Beside to keep continuous radio
listening watch on the working frequency with ATS/ATC units, the flight crew is required to
maintain continuous listening watch and continuously monitor the International Emergency
VHF frequency of 121.500 MHz:
CHAPTER 12 P: 12-26
• On long range overwater flights or on flights that require the carriage of an

Emergency Locator Transmitter (ELT), except during those periods when aircraft
are carrying out communications on another VHF channel, or when airborne
equipment limitations or flight deck duties do not permit simultaneous guarding of
two channels;
• If required by the applicable authorities in areas and over routes where the
possibility of military intercept or hazardous situations exist.
If required by the applicable authorities, the appropriate common frequency shall be used
for in-flight communication in designated airspace, without ATC coverage. The voluntary
broadcast communication frequency (or frequencies) shall be used for intercommunication
between aircraft in the same area. For the proper procedures and frequencies, refer to
Jeppesen documentation (Voluntary Broadcast Procedures).
ATC accepts SELCAL watch as a substitute for listening watch. In case of SELCAL failure,
the station has to be advised and continuous listening watch becomes mandatory for ATC
purposes.
In remote areas where regular VHF two-way communication cannot be maintained,

another reliable and approved two-way communication shall be available in the flight deck
(e.g. HF, VHF datalink, etc.).

CHAPTER 13 P: 13-1
LEASING Rev. 00, 10 JAN 2017
13 LEASING
13.1 INTRODUCTION
From time to time, JC Cambodia International Airlines (JC Airlines) may require temporary
or long term aircraft leasing. This chapter is dedicated to the policy and procedures
involved in leasing aircraft to or from JC Airlines.
The State Secretariat of Civil Aviation (SSCA) will approve the lease arrangement only
when satisfied that all the necessary changes arising from the lease arrangement are
identified and the parties involved in the lease arrangement can demonstrate sufficient
knowledge and adequate resources to fulfill their roles and responsibilities with regard to
the continuing airworthiness and operational control of the aircraft for the duration of the
lease.
An operator operating a leased aircraft shall carry on board the following documents:
• A certified true copy of the lease agreement;
• A certified true copy of the AOC and a copy of its corresponding operational
specifications for the duration of the lease;
• The operating crew’s flight crew licenses issued or validated by the State of
Registry, if there is a transfer of those functions and duties to the SSCA.

CHAPTER 13 P: 13-2
13.2 TERMINOLOGY
Terms used in this paragraph have the following meaning:

• Dry lease - when the aircraft is operated under the AOC of the lessee;
• Lease - any agreement by an entity (the lessor) to furnish an aircraft to another
entity (the lessee) to be used for compensation or hire purposes; this does not
include an agreement for the sale of an aircraft or a contract of conditional sale;
• Lessee - the entity using the aircraft under the provisions of a lease;
• Lessor - the party furnishing the aircraft under a lease;
• Operational control - with respect to flight operations, means the exercise of
authority over initiating, conducting or terminating a flight;
• Wet lease - when the aircraft is operated under the AOC of the lessor.

CHAPTER 13 P: 13-3
13.3 LEASING OF AIRCRAFT BETWEEN JC AIRLINES AND ANY

ENTITY
13.3.1 General
For all aircraft leases other than wet lease-out, prior approval from the State Secretariat of
Civil Aviation (SSCA) shall be obtained. SSCA approval is the responsibility of the Quality
Assurance Director, who is also responsible for all leasing-related communication to
SSCA.
Distribution of appropriate information about leasing to the operational personnel is the

responsibility of the management structure.
If JC Airlines intends to lease-in an aircraft, it shall provide in advance the SSCA with the
following information:
• Aircraft type, registration markings and serial number;
• Name and address of the registered owner;
• Copy of the valid certificate of airworthiness;
• Copy of the lease agreement or description of the lease provisions, except financial
arrangements;
• Duration of the lease; and
• In case of wet lease-in a copy of the AOC of the third country operator and the
areas of operation.
The information mentioned above should be accompanied by a statement signed by the

lessee that the parties to the lease agreement fully understand their respective
responsibilities under the applicable regulations.
An operator operating a leased aircraft shall carry on board the following documents:
• A certified true copy of the lease agreement;
• A certified true copy of the AOC and a copy of its corresponding operational
specifications for the duration of the lease;
• The operating crew’s flight crew licenses issued or validated by the State of
Registry, if there is a transfer of those functions and duties to the SSCA.
13.3.2 Dry Lease-in
A dry lease-in must be approved by the State Secretariat of Civil Aviation (SSCA) and any
conditions being part of this approval must be included in the lease agreement.
The Quality Assurance Director shall ensure that, with regard to the aircraft that are dry
leased-in, any differences from the requirements are notified to and are acceptable to the
SSCA.

CHAPTER 13 P: 13-4
For the period of the lease JC Airlines has the responsibility for the flight operation
(including operational control) and maintenance.
13.3.3 Wet Lease-in
A wet lease-in must be approved by the State Secretariat of Civil Aviation (SSCA).
The Quality Assurance Director shall ensure that, with regard to the aircraft that are wet
leased-in:
• The safety standards of the lessor with respect to maintenance and operation
satisfy SSCA requirements;
• The lessor is an operator holding the AOC issued by a State which is a signatory to
the Chicago Convention;
• The aircraft has a standard Certificate of Airworthiness issued in accordance with
ICAO Annex 8;
• Any requirement made applicable by the SSCA is complied with;
• The Quality Assurance Director shall organize an audit in order to answer the
different points.
The lessor (other operator) is exercising operational control.
13.3.4 Dry Lease-out
JC Airlines may dry lease-out an aircraft for the purpose of commercial air transportation to
any operator of a State which is signatory to the Chicago Convention provided that the
following conditions are met:
• The State Secretariat of Civil Aviation (SSCA) has exempted the lessor from the
relevant provisions of SSCA and, after the foreign regulatory authority has accepted
responsibility in writing for surveillance of the maintenance and operation of the
aeroplane(s), has removed the aeroplane from its AOC;
• The aircraft is maintained according to an approved maintenance programme.
The lessor (other operator) has the responsibility for the flight operation (including
operational control) and maintenance during the period of lease. The lease agreement
shall provide for immediate notification by the lessor to JC Airlines of any technical incident
in which the aircraft is involved during the period of lease.

CHAPTER 13 P: 13-5
13.3.5 Wet Lease-out
JC Airlines, providing an aircraft and complete crew to another entity, and retaining all the
functions and responsibilities prescribed by the SSCA (and in accordance with Regulation
No 1008/2008), shall remain the operator of the aircraft and keep exercising operational
control.
13.3.6 Damp Lease
A damp lease is generally understood to be a wet lease of an aircraft where the aircraft is
operated under the AOC of the lessor, with the flight crew and possibly part of the cabin
crew being provided by the lessor. Part or all of the cabin crew is provided by the lessee.
In such case, the State of the Operator should ensure that both the flight and cabin crew
are trained to use common communications and emergency procedures and that the cabin
crew receives appropriate training. This is in view that practical safety problems develop in
damp lease operations when the lessor provides only the flight crew while the lessee
provides the cabin crew. In such cases, the cabin crew members, employed by the lessee,
will not be familiar with the aircraft, associated emergency equipment and the emergency
procedures used by the flight crew.
In these circumstances the lessee’s cabin crew members will need to receive additional
training, under the approved training programme of the lessor, with respect to their
emergency duties on the particular aircraft. In addition, they may have no knowledge of the
requirements of the State of the Lessor with respect to flight and duty time limitations and
the provision of rest periods, and to the performance of their duties and responsibilities
aboard the wet leased aircraft. These aspects need also to be taken into account.

CHAPTER 13 P: 13-6
13.4 LEASING OF AIRCRAFT AT SHORT NOTICE
Some wet leasing operations, charters or sub-charters are organized for short terms at
very short notice, where, for example, an operator wishes to replace an unserviceable
aircraft on a particular service and is forced to contract with another operator for that
service to be operated.
In order to facilitate operations and such leases, information on the need for this type of
arrangement and the possible lessors should be provided to the State secretariat of civil
Aviation (SSCA) such that appropriate arrangements could be put in place to enable the
SSCA approval for an actual short-term wet lease or charter to be given very quickly.
In the case of a short-term wet lease, charter or sub-charter, the lessor will retain all
responsibilities and operational control.

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OPERATIONS MANUAL PART A

Revision 00, 10 January 2017

Flight Operations Department

OM Part A Revision 00 was:

Checked for adequacy by:

Mr. Achmad Nurdin

State Secretariat of Civil Aviation

OPERATIONS MANUAL PART A JC CAMBODIA INTERNATIONAL AIRLINES

OPERATIONS MANUAL PART A JC CAMBODIA INTERNATIONAL AIRLINES

DISTRIBUTION CONTROL LIST

No. Document Control No. Holder

2. JC/OM-A/002 SSCA – Phnom Penh

3. JC/OM-A/003 Flight Operations Department

4. JC/OM-A/004 Head Office – Phnom Penh

5. JC/OM-A/005 Quality Assurance Director

6. JC/OM-A/006 Company Library

7. JC/OM-A/007 Station – Phnom Penh (PNH)

8. JC/OM-A/008 Aircraft – XU-XXX

9. JC/OM-A/009 Aircraft – XU-XXX

OPERATIONS MANUAL PART A JC CAMBODIA INTERNATIONAL AIRLINES

OPERATIONS MANUAL PART A JC CAMBODIA INTERNATIONAL AIRLINES

Operations Manual and subsequent revisions (amendments) have to be approved by the

OPERATIONS MANUAL PART A JC CAMBODIA INTERNATIONAL AIRLINES

As part of additional operational instructions and information, Flight Operations Notices

OPERATIONS MANUAL PART A JC CAMBODIA INTERNATIONAL AIRLINES

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