Uncontrolled Copy: United Nigeria Airlines Company LTD

OPERATIONS MANUAL CHAPTER REVISION020
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UNITED NIGERIA AIRLINES ISSUE 2 Page 11
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COMPANY LTD Administration and Control
0.1 NCAA APPROVAL PAGE
Title of Manual : OPERATIONS MANUAL-PARTA
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Manual Reference : UNA /OMA / 04-03-2021
Manual Issue No. & Date : Issue No. 2 Date: 04-03-2021
Revision No. & Date : Rev. No. 02 Date: 22-12-2022
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Prepared By: Name:…..........................................................................................
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Designation: …..............................................................................
Signature:…...................................................................................
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Date:…............................................................................................
The undersigned United Nigeria personnel declare that they have read and understood the contents of this manual.
Checked and Recommended for Approval By:

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Name: ….............................................................................................
Designation Manager, Quality & Safety

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Signature:…..........................................Date:......................................
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ORGANISATION APPROVAL
Name: O b i o r a O k o n k wo PhD
Designation: ACCOUNTABLE MANAGER / CEO

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Signature: Date:.......................................
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AUTHORITY’S APPROVAL (NCAA APPROVAL)

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Name:…................................................................................................
Designation:….......................................................................................
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Signature & Stamp:…........................ Date….......................................
UNITED NIGERIA AIRLINES UNA-OMA

OPERATIONS MANUAL CHAPTER REVISION 0
PART A 0 04-03-2021

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0.2 COMPLIANCE DIRECTIVE
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This manual has been prepared to meet the requirements of Nig.CARs 2015. United Nigeria
Airlines as an operator shall comply with the operating instructions and procedures contained in this
manual for the guidance of all United Nigeria Airlines operating staff. Compliance with these procedures have
been approved by the undersigned as the accountable manager and must be complied with as
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applicable by all United Nigeria Airlines staff, Staff, Agents and Contractors as applicable. The information
contained in this manual shall be reviewed for continued validity. It is accepted that this manual does not prevent the
necessity for complying with any new or amended regulation published by NCAA from time to time where
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these new or amended regulations may override elements of this manual.
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Signed:………………………………………….. Date: …………………………
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Obiora Okonkwo P h D
Managing Director / Accountable Manager
For and on behalf of United Nigeria Airlines
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PART A 0 04-03-2021

0.4 TABLE OF CONTENTS
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CHAPTER 0 - Administration and Control
Contents Page
0.1 NCAA Approval___________________________________________ 1
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0.2 Compliance Directive ______________________________________ 3
0.3 List of Effective Pages _____________________________________ 5
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0.4 Table of Contents _________________________________________ 14
0.5 Record of Normal Revision__________________________________ 18
0.6 Record of Temporary Revision_______________________________ 19
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0.7 Revision Highlight__________________________________________ 20
0.8 Distribution List____________________________________________ 21
0.9 Revisions and Amendments System___________________________ 22
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0.10 Manual Change Request Form _______________________________ 23
0.11 Record of Temporary Bulletins________________________________ 24
0.12 Corporate Commitment _____________________________________ 25
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0.13 Introduction_________ _____________________________________ 26

0.14 Terms and Definitions ______________________________________ 30
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0.15 List of Abbreviations________________________________________ 71

0.16 Document Control___________________________________________ 75
CHAPTER 1- Organisation and Responsibilities

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1.1 Organizational Structure………………………………………………………..… 1

1.2 Nominated Post Holders………………..……………………………………..…. 4
1.3 Responsibilities and Duties of Operations Management Personnel……..….. 6
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1.4 Authority, Duties and Responsibilities of the Commander………………….... 16

1.5 Duties And Responsibilities of the Copilot………………………..………..…... 20
1.6 United Nigeria Pilot Seniority Pattern………………………………………....… 22
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1.7 Duties and Responsibilities of Cabin Crew Members………………….…….... 23

1.8 Crew Regulations………………………………………………..………….….….. 25
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CHAPTER 2 - Operational and Control Supervision

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2.1 Supervision of The Operation by The Operator………………………………..… 1

2.2 System of Promulgation of Additional Operational Instruction and Information 7
2.3 Accident Prevention and Flight Safety Programme…………………………….. 11
2.4 Operational Control……………………………………………………………..….. 15
2.5 Powers of Authority………………………………………………………………... 17

PART A 0 04-03-2021

CHAPTER 3 - Quality System

3.1 Introduction to Quality System and Quality Assurance……..………………….. 1
3.2 Quality System……………………………………………………………………… 5
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3.3 Quality Audit………………………………………………………………………… 7
CHAPTER 4 - Crew Composition
4.1 Flight Crew Composition……………………………………………………….…… 1

Designation of the Commander ……………………………………………………
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4.2 5
4.3 Flight Crew Incapacitation………………………………………………………….. 7
4.4 Operation of More than one Type………………………………………………….. 9
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CHAPTER 5 - Qualification Requirements
5.1 General………………………………………………………………….………..…… 1
5.2 Flight Crew…………………………………………………………………………..… 2
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5.3 Cabin Crew……………………………………………………………………………. 8
5.4 Training Checking and Supervision Personnel…………………………..……….. 10
5.5 Other Operations Personnel………………………………………………………… 28
CHAPTER 6 - Crew Health Precautions

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6.1 Crew Health Precautions………………………………………………….………… 1
CHAPTER 7 - Flight Time Limitations

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7.1 Introduction………………………………………………………………………….… 1
7.2 Additional Limits on Working/ Rest Time…………………………………….…….. 5
7.3 Split Duty…………………………………………………………………….………… 5
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7.4 Standby………………………………………………………………………………… 6
7.5 Flight Duty, Duty and Rest Period Records………………………………..………. 6
7.6 Abbreviation Summary of Requirements…………………………………..…….… 7
CHAPTER 8 - Operating Procedures

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8.1 Flight Preparation Instructions……………………………………………….……… 1

8.2 Ground Handling Instructions…………………………………………………..…… 45
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8.3 Flight Procedures…………………………………………………………………….. 81

8.4 All Weather Operations………………………………………………………….…… 133
8.5 Extended Range Operations with two Engine Aeroplane (ETOPS)…………….. 139
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8.6 Use of Minimum Equipment List(S) And the Configuration Deviation List(S)… 145
8.7 Non-Revenue Flights Procedures and Limitations………………………………... 147
8.8 Oxygen Requirements……………………..…………………………………………. 149
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Appendix 1…………………………………….…………………………… 8. Appendix 1

Appendix 2………………………………………………………………..... 8. Appendix 2
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Appendix 3…………………………………………………………………. 8. Appendix 3

Appendix 4…………………………………………………………………. 8. Appendix 4

PART A 0 04-03-2021

CHAPTER 9- Dangerous Goods and Weapon

9.1 Information, Instructions and General Guidance on the Carriage of
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Dangerous Goods ……………………………………………………………………. 1
9.2 Carriage of Weapon, Munition of War and Sporting Weapon……………………. 34
CHAPTER 10 – Security
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10.1 Definition……………………………….………………………………………………. 1
10.2 General…………………………………………………………….…………………... 3
10.3 Preventative Measures and Training………………………………………………... 4
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10.4 Disruptive/Unruly Passengers…………………………………………………..….... 6
10.5 Bomb Threat………………………………………………………………………..….. 8
10.6 Hijacking…………………………………………………………………..……………. 11
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Appendix 1………………………………………………………………………. 10. Appendix 1
Appendix 2…………………………………………………………………….… 10. Appendix 2
CHAPTER 11 - Handling, Notifying and Reporting Occurrences

11.1 General………………………………………………………………………………... 1
11.2 Definition………………………………………………………………………….…… 3
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11.3 Accident – Notification, Responsibilities, Reporting………………………………. 5
11.4 Occurrences……………………………………………………..……………………. 10
11.5 Occurrences Combined with the Carriage Of Dangerous Goods……………….. 16
11.6 Forms…………………………………………………………………………………… 18
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CHAPTER 12 - Rules of The Air

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12.1 Presentation……………………………….…………………………………………… 1
CHAPTER 13 Leasing
13.1 Introduction……………………………………………………………………….……. 1
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0.5 RECORD OF NORMAL REVISION
On receipt of a manual revision, follow instructions on the cover sheet issued with the revision.
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Record insertion of the manual revision below.
Rev. No Page No. Date Inserted Inserted By
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01 Chpt. 0, pages1, 5, 6,7,8,9,10,18 and 20
01 Chpt. 1, pages 15, 16, 17,18 and 21
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01 Chpt. 5, pages 2
01 Chpt. 6, pages 15
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01 Chpt. 8, pages 6,11,97,116,130,131, 147,153 to 178
02 Chpt. 1, pages 2, 11,12,13,14, 15 and 17
02 Chpt. 1, pages 5
02 Chpt. 2, pages 6
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02 Chpt. 5, pages 6,7,13,14,15,16,17,18,19,20,21 and 22
02 Chpt. 8, pages 11 &12,
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0.6 RECORD OF TEMPORARY REVISIONS
On receipt of a Temporary Revision, insert the “issue date”, “date filed” and sign in the
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“filed by” box.
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Date
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0.7 REVISION HIGHLIGHTS
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Rev. No Details of Highlights Page No.
01 Amendments in Chapter 0, 1, 5, 6,7,8,9,10,
18 and 20
01 Amendments in Chapter 1 15, 16, 17,18 and 21
01 Amendments in Chapter 5 2
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01 Amendments in Chapter 6 15
01 Amendments in Chapter 8 6,11,97,116,130,131,
147,153 -178
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02 Chapter 1 (1.2.6) – Inclusion; Communication & Meeting 5
Requirement for Flight Operations.
02 Chapter 1 (1.3.1.5) – Amendment, Flight Operations Control 11
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02 Chapter 1 (1.4.1) – Amendment, Prior to Flight 17
02 Chapter 2 (2.1.6.7) – Amendment, Flight, Duty & Rest Time 6
02 Chapter 5 (5.2.11) – Amendment, Flying Under Supervision 6
02 Chapter 5 (5.2.12) – Inclusion of Requirements for enrolling 7
onto a ZFTT Course.
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02 Chapter 5 (5.4.1.4) – Inclusion of Route and Aerodrome 13
Competence Qualification
02 Chapter 8 (8.1.2.5) – Inclusion of Aircraft Performance 11 and 12
Calculation
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0.8 DISTRIBUTION LIST
COPY NO.
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S/N MANUAL HOLDER Hard / Electronic
1 TECHNICAL LIBRARY 1
2 NCAA 2
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3 ACCOUNTABLE MANAGER / CEO 3
4 DIRECTOR OF FLIGHT OPERATIONS 4
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5 QUALITY / SAFETY MANAGER 7
6 CHIEF PILOT 8
7 CABIN SERVICES MANAGER 11
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8 OPERATIONS CONTROL CENTRE 12
9 TRAINING MANAGER 13
10 STATION MANAGERS 14 / CODE
STATIONS DISPATCH OFFICES
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1. ENUGU-A 2. LAGOS-B 3. ABUJA-C
4. P/H- D 5. OWERRI-E 6. ASABA-F
7. Bayelsa-G 8 Osubi-H 9. ANAMBRA-I
11 10. BENIN-J 11. JOS-K 14 /CODE (i)
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12 FLIGHT OPERATIONS MANAGER 20

13 INSTRUCTORS 21/ DEPT
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PART A 0 04-03-2021

0.9 REVISIONS AND AMENDMENTS SYSTEM

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

PART A 0 04-03-2021

0.10 MANUAL CHANGE REQUEST FORM
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Originator Use
Manual Title:
Section: Page: Revision
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Requested Change:
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Reason for Change: LL
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Originator (Sign): Date:

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DEPARTMENT - MANUAL APPROVAL AUTHORITY
Approval Authority Name: Date Received:

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Department Comments (Approval or Decline) Upon Review:

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Approval Authority Signature: Date:

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Send completed signed Manual Change Request Form to Document Controller for filling

REVISION 0
PART A 0 04-03-2021
22-12-2022
Page 24
0.11 RECORD OF TEMPORARY REVISIONS
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The Director of Flight Operations or his delegates are the only people who can authorised
Temporary Revision to the Operations Manual Part A
Temporary Revision are amendments to the Flight Operations Manual Part A that are
issued out of the normal revision cycle. Temporary Revision are distinguishable from
manual content as they are published on YELLOW PAPER for immediate
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differentiation. Revision are summarized in the Record of Temporary Revision page at
the front of this publication.
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When you receive a Temporary Revision, insert Revision pages facing the page to which
they refer, then complete the Record of Temporary Revision page at the front of this
section indicating the bulletin details, title and insertion date. The next revision to the
Operations Manual Part A will include by formal revision the contents of the Temporary
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Revision and will supersede the Temporary Revision.
Amendment/Revision Policy
Revisions to this manual will be issued by UNA as policies change.

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In the header of each page you will find:
(a) Chapter-Page Number

(b) Revision Number
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(c) Revision Date

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Amendment Indicator/Marker
When a revision is issued to this publication, all revised material within a policy will be
indicated by a vertical line appearing in the LEFT/RIGHT margin.
In some instances, if an entire section of the manual is re-issued, or if a new section is added,
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this 'revision indicator/marker' will not be added as the entire section is new.
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PART A 0 04-03-2021

0.12 CORPORATE COMMITMENT
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UNA
CORPORATE COMMITMENT
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I, the Accountable Manager, undersigned, commit myself to ensure the overall responsibility
(including financial) for running UNA, the approved organization stipulated in the Operations
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Manual Part A Manual.
Name: Obiora Okonkwo P h D
Signature: ………………………………………………………….
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Date:
ACCOUNTABLE MANAGER (CHIEF EXECUTIVE OFFICER)

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For and on behalf of UNA.

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PART A 0 04-03-2021

0.13 INTRODUCTION
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0.13.1 The Operations Manual has been prepared in accordance with the conditions contained in the Air
Operator Certificate (AOC) and with the Nig.CARs Part 2, 5, 8 and 9. In addition, it contains the
applicable national rules and regulations as well as relevant ICAO Standards and Procedures. It
reflects the valid company policies, regulations and procedures. NUA conducts flights within and
outside Nigeria with Crew members duly certified while operating Nigerian registered aircraft and/or
aircraft registered by another state. Flight operations shall therefore be conducted in compliance
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with the Nig.CARs unless compliance would result in a violation of the laws of the state in which the
flight operation is conducted. The Authority has been provided with a copy of the Operations
Manual, and receives all amendments and revisions thereto 30 days before date of intended
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implementation.
0.13.2 All operations personnel have either easy access to those parts of the 0perations Manual as are
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relevant to their duties, or have been issued a personal copy of those parts. Flight crew members
are supplied with a personal copy of the OM Part A and OM Part B and those parts of the OM Part
C and OM Part D determined by the Postholder Flight Operations to be relevant to their duties.
Other crew members receive a personal copy of extracts from the OM Part A and OM Part B as are
relevant to their duties and for personal studies. The current parts of the Operations Manual
relevant to the duties of the crew shall be carried on each flight. The parts which are required for the
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conduct of the flight shall be easily accessible to the crew. No person may use or cause the use of
any policy and procedure for flight operations or airworthiness function prior to the date of intended
implementation. The rules and regulations contained in the Operations Manual shall be adhered to
by the relevant personnel at all times. All crew members shall be responsible for the proper
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execution of their duties that are related to the safety of the aeroplane and its occupants, and are
specified in the instructions and procedures laid down in the Operations Manual in the event of
willful or negligent disobedience, willful or deliberate violation of flight operations policies and/or
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procedures, the personnel concerned may become subject to disciplinary, legal or penal action!
However, nothing contained in the Operations Manual shall prevent personnel from exercising their
own beat judgment during any situation for which the Operations Manual makes no provisions or in
an emergency. The commander or the pilot to whom the conduct of flight has been delegated shall.
In an emergency situation, take any action he considers necessary under the circumstances. In
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such cases he may deviate from rules, operational procedures and methods In the Interest of
safety.
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0.13.3 The Operations Manual (OM) consists of separate parts/volumes:

Part A - General/Basic Flight Operations Manual (FOM)
Part B - Aeroplane Operating Matters (AOM)
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Part C - Route and Aerodrome Instructions and Information, Route Manual (RM)
Part D - Training Manual (TM)
The OM Part A comprises the "General! Basic" part. It contains the non-type related operational
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policies, instructions and procedures required for a safe operation. It details the duties and
responsibilities of all flight operations personnel and their Interrelationship to the operation as a
whole.
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The OM Part B comprises the "Aeroplane Operating Matter" part. It contains all type related
instructions and procedures required for safe operation of the aeroplane. It takes account of any
difference between types, variants or individual aeroplanes used by the company. It comprises the
manufacturer’s aeroplane documentation (AFM or equivalent document). It contains relevant
checklists, and a description and instructions for the use of emergency equipment and instructions

PART A 0 04-03-2021

relating to the action to be taken in emergency. The OM Part B shall be carried on each aeroplane.
The OM Part C comprises the "Route and Aerodrome Instructions and Information" required for the
area of operation. Part of the OM Part C are the current maps and charts and associated
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documents covering the intended flight inclusive of any diversion which may reasonably be
expected and containing essential information relating to the Search and Rescue Services in the
area over which the aeroplane will be flown. The OM Part D comprises “Training” and contains all
training instructions and qualifications required for a safe operation.
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0.13.4 In addition, the company is using: The MCM (Maintenance Control Manual) contains all
instructions and procedures to be followed by the maintenance personnel to satisfy the
maintenance quality functions of the airline. The GHM (Ground Handling Manual) containing that
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information relevant for the handling and ground operations staff. Extracts from the OM Part A OM
Part B form part of the GHM.
0.13.5 When used in the Operations Manual, the following terms shall have the meaning outlined below:
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“Shall" or an action verb in the imperative sense means that the application of a rule or procedure
or provision is mandatory. (“Must” is used as an alternative to “Shall”)
"Should" means that the application of a procedure or provision Is recommended.
“May” means that the application of a procedure or provision is optional.
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This Manual applies to both male and female crew members, operations personnel, passengers
and other persons although, for simplification, references in the text are made in the masculine
gender only.
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The official language of use in this Manual is English Language. All other Manuals specified above
are written in English language Flight Crew Members are to conduct all Operational duties in
English language.
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The OM part A is for all Operational Personnel.

However, each Operational department have separate training Manuals.
All these Manual are written in accordance with specification.
The Flight Crew Training Manual is for the Flight Crew.
The Cabin Crew Training Manual is for the Cabin Crew.
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The Flight dispatch training Manual is for the Flight dispatch.

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0.13.6 Compliance with an Air Operator Certificate
United Nigeria shall conduct commercial air transport operations based on the AOC issued by
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NCAA, maintaining its requirements and in compliance with its terms and conditions.
United Nigeria is aware that failure to comply may result in revocation of suspension of the AOC.
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Application of an AOC
United Nigeria in applying for an AOC, has applied in the form and manner prescribed by NCAA,
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more than 180 days before date of intended operation, providing any and all information and
manuals required by the authority.
Issuance or Denial of AOC
It is the authority’s prerogative to issue AOC to United Nigeria as a corporate citizen of Nigeria,
whose place of business and registered office (Plot C2A, Garden Avenue, GRA, Enugu) is located

PART A 0 04-03-2021

in Nigeria, after meeting the applicable regulations and standards for holding an AOC, the aircraft
requirements specified in the IS for the type of operations and ensuring that the aircraft are properly
and adequately equipped and maintained for safe operations. Also, that United Nigeria holds the
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economic authority issued by the Authority under the provision of the Civil Aviation Act 2006 or any
amendments thereof and has demonstrated to the Authority’s satisfaction that it is capable of
conducting safe operations. United Nigeria (NUA) will ensure continuous compliance to the
requirements of the AOC being aware that:
The Authority may deny application for an AOC if the authority finds that:
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1. NUA does not satisfy each of the certification requirements specified in the preceding
paragraph above;
2. NUA previously held an AOC which was revoked; or
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3. An individual that contributed to the circumstances causing the revocation process of an AOC
obtains a substantial ownership or is employed in a position required by the regulation.
Contents of AOC
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The AOC consist of two documents;
1. (a) A one-page certificate for public display signed by the authority, and
(b) Operations specifications considering the terms and conditions applicable to NUA as the
AOC holder.
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2. The Authority will issue an AOC that contains:
a. The name and location (main place of business of NUA as AOC HOLDER
b. The date of issue and period of validity of each issued.
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c. A description of type of operations authorized.
d. Types(s) of Aircraft(s) authorized for use
e. The authorized areas of operations
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f. Other special authorization, approvals and limitations issued by the authority in

accordance with the standards which are applicable to the operations and maintenance
conducted by United Nigeria.
Duration of an AOC
A. The AOC or any portion of the AOC issued by the Authority is effective for a period not
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exceeding twenty-four months from the date of issue unless

• The Authority amends, suspends, revokes or otherwise terminates the certificate,
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• NUA surrenders it to the Authority, or

• NUA suspends operations for more than 60 days.
B. United Nigeria shall make application for renewal of her AOC at least 30 days before the end
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of the existing period of validity.
Amendment of an AOC
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a) The Authority may amend the any AOC if

• The Authority determines that safety in the commercial air transport and the public
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interest requires the amendment or

• The AOC holder applies for an amendment, and the authority determines that safety in
commercial air transport and the public interest allows the amendment.
b) If the Authority stipulates in writing that an emergency exists requiring immediate amendment
in the public interest with respect to safety in the commercial air transportation, such an
amendment is effective without stay on the date the AOC holder receives notice.

PART A 0 04-03-2021

c) An AOC holder may appeal the amendment but shall operate in accordance with it, unless it is
subsequently withdrawn.
d) Amendments proposed by the authority, other than emergency amendments, becomes
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effective 3 days after notice to the AOC holder, unless the AOC holder appeals the proposal in
writing prior to the effective date. The filing of an appeal stays the effective date until the
appeal process is completed.
e) Amendments or variations proposed by the AOC holder shall be made at least 30 days prior to
the intended date of any operation under the amendment.
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f) No person may perform a commercial air transport operation for which an AOC amendment is
required unless it has received notice of the approval from the Authority.
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PART A 0 04-03-2021

0.14 TERMS AND DEFINITIONS
Accelerate-Stop Distance Available tips, antennas, probes, vanes, tires, brakes,
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(ASDA)—The length of the take-off run wheels, fairings, panels, landing gear doors,
available plus the length of stopway, if windscreens, the aircraft skin (such as small
provided. dents or puncture holes), or for minor
Acceptable—A rule of construction in that damages to main rotor blades, tail rotor
means the Authority has reviewed the blades, landing gear, and those resulting
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method, procedure, or policy and has neither from hail or bird strike (including holes in the
objected to nor approved its proposed use or radome) ; or
implementation. the aircraft is missing or is completely
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Acceptance Checklist—A document used to inaccessible.
assist in carrying out a check on the external Note 1: For statistical uniformity only, an
appearance of packages of dangerous injury resulting in death within thirty days of
goods and their associated documents to the date of the accident is classified, by
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determine that all appropriate requirements ICAO, as a fatal injury.
have been met. Note 2: An aircraft is considered to be
Accepting Unit—Air traffic control unit next to missing when the official search has been
take control of an aircraft. terminated and the wreckage has not been
Accident—Definition used in a safety located.
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management context. An occurrence Note 3: The type of unmanned aircraft
associated with the operations of an aircraft system to be investigated is addressed in
which, in the case of a manned aircraft, 5.1 of Annex 13.
takes place between the time any person Note 4: Guidance for the determination of
boards the aircraft with the intention of flight aircraft damage can be found in Attachment
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until such time as all such persons have F of Annex 13.

disembarked, or in the case of an unmanned Accountable Manager. —The person
aircraft, takes place between the time the acceptable to the Authority who has
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aircraft is ready to move with the purpose of corporate authority for ensuring that all
flight until such time as it comes to rest at the operations and maintenance activities can
end of the flight and the primary propulsion be financed and carried out to the standard
system is shut down, in which : required by the Authority, and any additional
a person is fatally or seriously injured as a requirements defined by the operator. The
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result of : being in the aircraft, or direct accountable manager may delegate in

contact with any part of the aircraft, including writing to another person within the
parts which have become detached from the organisation, the day to day management
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aircraft, or direct exposure to jet blast, except but not the overall approval management
when the injuries are from natural causes, responsibility.
self-inflicted or inflicted by other persons, or Accredited Representative. —As relating to
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when the injuries are to stowaways hiding an aircraft accident, a person designated by
outside the areas normally available to the a State, on the basis of his or her
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passengers and crew ; or qualifications, for the purpose of

the aircraft sustains damage or structural participating in an investigation conducted
failure which : adversely affects the structural by another party.
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strength, performance or flight Accredited Medical Conclusion. —The

characteristics of the aircraft, and would conclusion reached by one or more medical
normally require major repair or replacement experts acceptable to the Licensing
of the affected component, except for engine Authority for the purposes of the case
failure or damage, when the damage is concerned, in consultation with flight
limited to a single engine, (including its operations or other experts as necessary.
cowlings or accessories), to propellers, wing

PART A 0 04-03-2021

Acrobatic Flight. — Manoeuvres intentionally

performed by an aircraft involving an abrupt 16. Aerial Work. —An aircraft operation in which
change in its attitude, an abnormal attitude, an aircraft is used for specialized services
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or an abnormal variation in speed. such as agriculture, construction,
Acts of unlawful interference. —These are photography, surveying, observation and
acts or attempted acts such as to jeopardise patrol, search and rescue, aerial
the safety of civil aviation and transport advertisement, etc.
including but not limited to: 17. Aerodrome. —A defined area on land or
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Unlawful seizure of aircraft in flight; water (including any buildings, installations
Unlawful seizure of aircraft on the ground; and equipment) intended to be used either
Hostage-taking on board an aircraft or on wholly or in part for the arrival, departure
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aerodromes; and surface movement of aircraft.
Forcible intrusion on board an aircraft, at an 18. Aerodrome Beacon. —Aeronautical beacon
airport or on the premises of an aeronautical used to indicate the location of an
facility; aerodrome from the air.
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Introduction on board an aircraft or at an 19. Aerodrome Certificate. —The certificate to
airport of a weapon or hazardous device or operate an aerodrome issued by the
material intended for criminal purposes; Authority subsequent to the approval of the
Communication of false information as to aerodrome operator’s manual.
jeopardize the safety of an aircraft in flight or 20. Aerodrome control service. —Air traffic
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on the ground, of passengers, crew, ground control service for aerodrome traffic.
personnel or the general public, at an airport 21. Aerodrome Control Tower. —A unit
or on the premises of a civil aviation facility. established to provide air traffic control
11. ADS Agreement. —An ADS reporting plan service to aerodrome traffic.
22. Aerodrome Elevation. —The elevation of the
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that establishes the conditions of ADS data
reporting (i.e., data required by the air traffic highest point of the landing area.
services or control unit and frequency of 23. Aerodrome Facilities and Equipment. —
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ADS reports that have to be agreed to prior Facilities and equipment, inside or around
to the provision of the ADS services). the boundaries of an aerodrome, that are
12. ADS Contract. —A means by which the constructed or installed and maintained for
terms of an ADS agreement will be the arrival, departure, and surface
exchanged between the ground system and movement of aircraft.
the aircraft, specifying under what conditions 24. Aerodrome Operator’s Manual. —The
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ADS reports would be initiated, and what operations manual that forms part of the
data would be contained in the reports. application for an aerodrome certificate
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i. Note: The term “ADS contract” is a generic pursuant to these regulations, including any
term meaning variously, ADS event contract, amendments thereto accepted and
ADS demand contract, ADS periodic approved by the Authority.
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contract or an emergency mode. Ground 25. Aerodrome Operator. —The owner or

forwarding of ADS reports may be provider of an aerodrome that is certified for
implemented between ground systems. operations by the Authority.
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13. Advisor. —As relating to an aircraft accident, 26. Aerodrome Operating Minima. —The limits
a person appointed by a State on the basis of usability of an aerodrome for:
of his or her qualifications, for the purpose of (i) Takeoff, expressed in terms of runway visual
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assisting its accredited representative in an range and/or visibility and, if necessary,

investigation. (ICAO Annex 13). cloud conditions;
14. Advisory Airspace An airspace of defined (ii) Landing in precision approach and landing
dimensions, or designated route, within operations, expressed in terms of visibility
which air traffic advisory service is available. and/or runway visual range and decision
15. Advisory Route. —A designated route along altitude/height (DA/H) as appropriate to the
which air traffic advisory service is available. category of the operation.

PART A 0 04-03-2021

(iii) Landing in approach and landing operations appliance, material, part, or component to
with vertical guidance, expressed in terms of be installed thereon.
visibility and/or runway visual range and (36) Aeronautical Study. —A study of an
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decision altitude/height (DA/H); and aeronautical problem to identify possible
(iv) Landing in non-precision approach and solutions and select a solution that is
landing operations, expressed in terms of acceptable without degrading safety.
visibility and/or runway visual range, (37) Aeroplane. —A power-driven heavier-than-air
minimum descent altitude/height (MDA/H) aircraft, deriving its lift in flight chiefly from
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and, if necessary, cloud conditions. aerodynamic reactions on surfaces which
(27) Aerodrome Reference Point. —The remain fixed under given conditions of flight.
designated geographic allocation of an (38) Aeroplane Flight Manual. —A manual,
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aerodrome. associated with the certificate of
(28) Aerodrome Traffic Zone. —An airspace of airworthiness, containing limitations within
defined dimensions established around an which the aeroplane is to be considered
aerodrome for the protection of aerodrome airworthy, and instructions and information
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traffic. necessary to the flight crew members of the
(29) Aeronautical Experience. —Pilot time safe operation of the aeroplane.
obtained in an aircraft, approved flight (39) Aeroplane Reference Field Length. —The
simulation training device for meeting the minimum field length required for take-off at
training and flight time requirements of these maximum certified take-off mass, sea level,
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regulations. standard atmospheric conditions, still air,
(30) Aeronautical Fixed Service (AFS). —A and zero runway slope, as shown in the
telecommunication service between appropriate aeroplane flight manual
specified fixed points provided primarily for prescribed by the certifying authority or
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the safety of air navigation and for the equivalent data from the aeroplane
regular, efficient and economical operation of manufacturer.
air services. (40) Afterburning. —A mode of engine operation
(31) Aeronautical Information Publication (AIP). —
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wherein a combustion system fed (in whole

A publication issued by or with the authority or part) by vitiated air is used.
of a State and containing aeronautical (41) Agricultural Aircraft Operation. —The
information of a lasting character essential to operation of an aircraft for the purpose of—
air navigation. (i) Dispensing any economic poison;
(32) Aeronautical Mobile Service. —A mobile (ii) Dispensing any other substance intended for
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service between aeronautical stations and plant nourishment, soil treatment,

aircraft stations, or between aircraft stations, propagation of plant life, or pest control; or
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in which survival craft stations may (iii) Engaging in dispensing activities directly
participate emergency position-indicating affecting agriculture, horticulture, or forest
radio beacon stations may also participate in preservation, but not including the
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this service on designated distress and dispensing of live insects.

emergency frequencies. (42) Aided Night Flight. —For a flight in which a
(33) Aeronautical Station. —A land station in the pilot uses night vision goggles, the portion of
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aeronautical mobile service. In certain the flight in which the pilot uses night vision
instances, an aeronautical station may be goggles to maintain visual surface
located, for example, on board ship or on a reference.
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platform at sea. (43) Airborne Collision Avoidance System

(34) Aeronautical Telecommunication Station. —A (ACAS). —An aircraft system based on
station in the aeronautical secondary surveillance radar (SSR)
telecommunication service. transponder signals which operates
(35) Aeronautical Product. —Any aircraft, aircraft independently of ground-based equipment
engine, propeller, or subassembly, to provide advice to the pilot on potential

PART A 0 04-03-2021

conflicting aircraft that are equipped with flow and separation of air traffic at
SSR transponders. aerodromes and during the approach,
(44) Airborne image recorder (AIR). —A device departure, and en route environments
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that uses a combination of cameras to including aircraft that are operating on IFR
collect and record information that reflects flight plans. Also, can be called air traffic
the status of various parts of the aircraft advisory service or air traffic service (ATS).
(internal and external). (53) Air Traffic Service (ATS). —See Air traffic
(45) Air-ground Communication. —Two-way control service.
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communication between aircraft and stations (54) Air Traffic Services Airspaces. —Airspaces of
or locations on the surface of the earth. defined dimensions alphabetically
(46) Air Navigation Facility. —Any facility used in, designated, within which specific types of
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available for use in, or designed for use in flights may operate and for which air traffic
aid of air navigation, including aerodromes, services and rules of operation are
landing areas, lights, any apparatus or specified.
equipment for disseminating weather Note: ATS airspaces are classified as Class
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information, for signaling, for radio directional A to G.
finding, or for radio or other electrical (55) Air Traffic Services Reporting Office. —A unit
communication, and any other structure or established for the purpose of receiving
mechanism having a similar purpose for reports concerning air traffic services and
guiding or controlling flight in the air or the flight plans submitted before departure.
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landing and takeoff of aircraft. Note: An air traffic services reporting office
(47) Air Operator. —Any organisation which may be established as a separate unit or
undertakes to engage in domestic combined with an existing unit, such as
commercial air transport or international another air traffic services unit, or a unit of
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commercial air transport, whether directly or the aeronautical information service.
indirectly or by a lease or any other (56) Air Traffic Services Unit. —A generic term
arrangement. (Law). meaning variously, air traffic control unit,
Air Operator Certificate (AOC). —A certificate
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(48) flight information centre or air traffic services

authorizing an operator to carry out specified reporting office.
commercial air transport operations. (57) Aircraft. —Any machine that can derive
(49) Air Traffic. —All aircraft in flight or operating support in the atmosphere from the
on the maneuvering area of an aerodrome. reactions of the air other than the reactions
(50) Air Traffic Control Clearance. —Authorization of the air against the earth’s surface.
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for an aircraft to proceed under conditions (58) Aircraft Accident. —An occurrence
specified by an air traffic control unit. associated with the operation of an aircraft
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Note: For convenience, the term “air traffic which takes place between the time any
control clearance” is frequently abbreviated person boards the aircraft with the intention
to “clearance” when used in appropriate of flight until such time as all such persons
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context. The abbreviated term “clearance” have disembarked, in which:

may be prefixed by the words: taxi, takeoff, (i) A person is fatally or seriously injured as a
departure, en route, approach or landing, to result of—
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indicate the particular portion of flight to (a) Being in the aircraft ;

which the air traffic control clearance relates. (b) Direct contact with any part of the aircraft,
(51) Air Traffic Control (ATC) Facility. —A building including parts which
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holding the persons and equipment have become detached from the aircraft; or
responsible for providing ATC services (e.g., (c) Direct exposure to jet blast, except when the
airport tower, approach control, centre). May injuries are from natural causes, self-inflicted
also be called air traffic control unit. or inflicted by other persons, or when the
(52) Air Traffic Control Service. —A service injuries are to stowaways hiding outside the
provided within advisory airspace that areas normally available to the passengers
promotes the safe, orderly, and expeditious and crew.

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(ii) The aircraft sustains damage or structural and includes all parts, appurtenances, and
failure which adversely affects the structural accessories thereof other than propellers.
strength, performance or flight (66) Aircraft Operating Manual. —A manual,
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characteristics of the aircraft, and would acceptable to the State of the Operator,
normally require major repair or replacement containing normal, abnormal and emergency
of the affected component, except for engine procedures, checklists, limitations,
failure or damage, when the damage is performance information, details of the
limited to the engine, its cowlings or aircraft systems, and other material relevant
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accessories; or for damage limited to to the operation of the aircraft.
propellers, wing tips, antennas, tires, brakes, Note : The aircraft operating manual is part of the
fairings, small dents or puncture holes in the operations manual.
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aircraft skin; or the aircraft is missing or is (67) Aircraft Piracy. —Any actual or attempted
completely inaccessible. seizure or exercise of control, by force or
Note 1—For statistical uniformity only, an violence, or by any other form of
injury resulting in death within thirty days of intimidation, with wrongful intent, of an
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the date of the date of the accident is aircraft within the jurisdiction of Nigeria.
classified as a fatal injury by ICAO. (68) Aircraft required to be operated with a Co-
Note 2—An aircraft is considered to be Pilot. —A type of aircraft that is required to
missing when the official search has been be operated with a co-pilot as specified in
terminated and the wreckage has not been the flight manual or by the air operator
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located. certificate.
(59) Aircraft Avionics. —A term designating any (69) Aircraft Stand. —A designated area on an
electronic device – including its electrical apron intended to be used for parking an
part—for use in an aircraft, including radio, aircraft.
(70) Aircraft Technical Log. —Documentation for
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automatic flight control and instrument
systems. an aircraft that includes
(60) Aircraft Category. —Classification of aircraft the maintenance record for the aircraft and a
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according to specified basic characteristics, record for each flight made by the aircraft.
e.g. aeroplane, helicopter, glider, free The aircraft technical log is comprised of a
balloon, airship, powered-lift. journey records section and a maintenance
(61) Aircraft Certificated for Single-pilot Operation. section.
—A type of aircraft which the State of (71) Aircraft-type of. —All aircraft of the same
Registry has determined, during the basic design including all modifications
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certification process, can be operated safely thereto except those modifications which
with a minimum crew of one pilot. result in a change in handling or flight
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(62) Aircraft Certificated for Multi-pilot Operation. characteristics.

—A type of aircraft which the State of (72) Airframe. —The fuselage, booms, nacelles,
Registry has determined, during the cowlings, fairings, airfoil surfaces (including
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certification process, can be operated safely rotors but excluding propellers and rotating
with a minimum crew of two pilots. airfoils of a power plant, and landing gear of
(63) Aircraft Component. —Any component part of an aircraft and their accessories and
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an aircraft up to and including a complete controls.

power plant and/or any (73) Airman. —This term refers to—
operational/emergency equipment. (i) Any individual who engages, as the person
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(64) Aircraft Data Recording System. —A device in command or as pilot, aircraft maintenance
or devices that use a combination of data engineer, or member of the crew, or who
providers to collect and record parameters navigates an aircraft while the aircraft is
that reflect the state and performance of an underway;
aircraft. (ii) Any individual in charge of the inspection,
(65) Aircraft Engine. —Any engine used, or maintenance, overhauling, or repair of
intended to be used, for propulsion of aircraft

PART A 0 04-03-2021

aircraft, , aircraft engines, propellers, or 6. Regarding the airworthiness release, in

appliances ; or effect, the person signing the release acts in
(iii) Any individual who serves in the capacity of the capacity of an authorised agent for the
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flight operations officer. operator and is certifying that the
(74) Airmanship—The consistent use of good maintenance covered by the release was
judgement and well developed knowledge, accomplished according to the air operator’s
skills and attitudes to accomplish flight continuous maintenance programme.
objectives. Normally, a release is required following
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(75) Airship—A power-driven lighter than air inspections prescribed by the air operator’s
aircraft. operations specifications and maintenance
(76) Airway—A control area or portion thereof activities involving inspections, and any
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established in the form of a corridor. other significant maintenance. A copy of the
(77) Airworthiness Approval Tag (CAA Form)—A airworthiness release must be given to the
tag (Model CAA Form AAT) that may be pilot in command before the aircraft
attached to a part. The tag must include the commences operations. In addition, the air
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part number, serial number, and current life operator should designate when an
status of the part. Each time the part is airworthiness release is required. The air
removed from a type certificated product, a operator is obligated to designate, by name
new tag must be created or the existing tag or occupational title, each licensed AME or
must be updated with the current life status. maintenance organization authorised to
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The Model CAA Form AAT has two distinct execute the airworthiness release. In
purposes— addition, the air operator should designate
(1) as a certification of release to service of a when an airworthiness release is required.
part, component or assembly after (81) Airworthy.—The status of an aircraft, engine,
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maintenance, preventive maintenance, propeller or part when it conforms to its
overhaul or rebuilding, and (2) for shipping of approved design and is in a condition for
a newly manufactured part. safe operation.
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(78) Airworthiness Data—Any information (82) ALERFA.—The code word used to designate
necessary to ensure that an aircraft or an alert phase.
aircraft component can be maintained in a (83) Alteration.—The alteration of an
condition such that airworthiness of the aircraft/aeronautical product in conformity
aircraft, or serviceability of operational and with an approved standard.
emergency equipment, as appropriate, is (84) Alerting Service.—A service provided to
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assured. notify appropriate organisations regarding

(79) Airworthiness Directive—Continuing aircraft in need of search and rescue aid,
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airworthiness information that applies to the and assist such organisations as required.
following products : aircraft, aircraft engines, (85) Alternate Aerodrome.—An aerodrome to
propellers, and appliances. An airworthiness which an aircraft may proceed when it
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directive is mandatory if issued by the State becomes either impossible or inadvisable to

of Design. proceed to or land at the aerodrome of
(80) Airworthiness Release—The air operator’s intended landing. Alternate aerodromes
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aircraft are released for service following include the following :

maintenance by a person specifically (i) Takeoff Alternate : An alternate aerodrome
authorised by the air operator rather than by at which an aircraft can land should this
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an individual or maintenance organisation on become necessary shortly after takeoff and

their own behalf. it is not possible to use the aerodrome of
Note : An airworthiness release is not the departure ;
same as a maintenance release or a (ii) En-route Alternate : An aerodrome at which
maintenance return to service as described an aircraft would be able to land after
in Parts 5 and experiencing an abnormal or emergency
condition en route ;

PART A 0 04-03-2021

(iii) EDTO En-route Alternate : A suitable and Standards and Recommended Practices
appropriate alternate aerodrome at which an applicable to civil aviation.
aeroplane would be able to land after (92) Anticipated Operating Conditions.—Those
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experiencing an engine shut-down or other conditions which are known from experience
abnormal or emergency condition while en or which can be reasonably envisaged to
route in an EDTO operation ; occur during the operational life of the
(iv) Destination Alternate : An alternate aerodrome aircraft taking into account the operations for
to which an aircraft which the aircraft is made eligible, the
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may proceed should it become either conditions so considered being relative to
impossible or inadvisable to land at the meteorological state of the atmosphere,
the aerodrome of intended landing. to the configuration of terrain, to the
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Note : The aerodrome from which a flight functioning of the aircraft, to the efficiency of
departs may also be an enroute or a personnel and to all the factors affecting
destination alternate aerodrome for that safety in flight. Anticipated operating
flight. conditions do not include :
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(86) Alternate means of Compliance.—A pre- (a) those extremes which can be effectively
approved manner of achieving regulatory avoided by means of operating procedures ;
compliance that has been determined to be and
an acceptable substitute to the regulatory (b) those extremes which occur so infrequently
requirements. that to require the Standards to be met in
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Note : An example of alternate means of such extremes would give a higher level of
compliance would be the CAA’s approval of airworthiness than experience has shown to
reduced flight time from 40 hours to 35 hours be necessary and practical.
for a PPL(A) when training is conducted in (93) Appliances.—Instruments, equipment,
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an Approved Training Organisation. apparatus, parts, appurtenances, or
(87) Alternative means of Compliance.—An accessories, of whatever description, which
approved alternative from those prescribed are used, or are capable of being or
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approaches that has been demonstrated to intended to be used, in the navigation,

consistently achieve or exceed the desired operation, or control of aircraft in flight
outcomes as intended through regulation. (including parachutes and including
(88) Altimetry System Error (ASE).—The communication equipment and any other
difference between the altitude indicted by mechanism or mechanisms installed in or
the altimeter display, assuming a correct attached to aircraft during flight), and which
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altimeter barometric setting, and the are not part or parts of aircraft, aircraft
pressure altitude corresponding to the engines, or propellers.
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undisturbed ambient pressure. (94) Approach Phase.—The operating phase

(89) Altitude.—The vertical distance of a level, a defined by the time during which the engine
point or an object considered as a point, is operated in the approach operating mode.
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measured from mean sea level (MSL). (95) Approach and Landing Operations using
(90) Ampere (A).—The ampere is that constant instrument approach procedures.—
electric current which, if maintained in two Instrument approach and landing operations
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straight parallel conductors of infinite length, are classified as follows :

of negligible circular cross- section, and (i) Non-precision approach and landing
placed 1 metre apart in vacuum, would operations. An instrument
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produce between these conductors a force approach and landing which utilised lateral
equal to 2 x 1 Om-7 newton per metre of guidance but does not utilise
length. vertical guidance.
(91) Annexes to the Chicago Convention.—The (ii) Approach and landing operations with
documents issued by the International Civil vertical guidance. An
Aviation Organisation (ICAO) containing the instrument approach and landing which uses
lateral and vertical guidance but does not

PART A 0 04-03-2021

meet the requirements established for range of CAT I would be considered a CAT
precision approach and landing operations. II operation).
(iii) Precision approach and landing operations. (96) Approach Control Service.—Air traffic control
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An instrument approach and landing using service for arriving or departing controlled
precision lateral and vertical guidance with flights.
minima as determined by the category of (97) Approach Control Unit.—A unit established to
operation. provide air traffic control service to
Note : Lateral and vertical guidance refers to controlled flights arriving at, or departing
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the guidance provided either by : a ground- from, one or more aerodromes.
b\based navigation aid : or (98) Appropriate ATS or ATC Authority.—The
(a) computer generated navigation data. relevant authority designated by Nigeria
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(iv) Category I (CAT I) operation. A precision responsible for providing air traffic services
instrument approach and landing with : in the airspace concerned.
(a) a decision height not lower than 60 m (200 (99) Appropriate Airworthiness Requirements.—
feet ; and The comprehensive and detailed
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(b) with either a visibility not less than 800 m or airworthiness codes established, adopted or
a runway visual range not less than 550 m. accepted by a Contracting State for the
(v) Category II (CAT II) operation. A precision class of aircraft, engine or propeller under
instrument approach and landing with : consideration.
(a) a decision height lower than 60 m (200 feet), (100) Appropriate Authority :
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but not lower than 30m (100 feet) ; and (i) Regarding flight over the high seas: The
(b) a runway visual range not less than 300 m. relevant authority of the State of Registry.
(vi) Category IIIA (CAT IIIA) operation. A (ii) Regarding flight other than over the high
precision instrument approach and landing seas : The relevant authority of the State
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with : having sovereignty over the territory being
(a) a decision height lower than 30 m (100 feet) over flown.
or no decision height ; and (101)Approval for return to service—See
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(b) a runway visual range not less than 175 m. maintenance release.
(vii) Category IIIB (CAT IIIB) operation. A (102) Approved—A rule of construction in Part
precision instrument approach and landing 1.1.1.1 (a)(6) that means the Authority has
with : reviewed the method, procedure, or policy in
(a) a decision height lower than 15 m (50 feet) question and issued a formal written
or no decision height ; and approval.
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(b) a runway visual range less than 175 m but (103) Approved by the Authority.—Approved by
not less than 50 m.(viii) Category IIIC (CAT the Authority directly or in accordance with a
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IIIC) operation. A precision instrument procedure approved by the Authority.

approach and landing with no decision (104) Approved continuous Maintenance
height and no runway visual range Programme.—A maintenance programme
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limitations. approved by the State of Registry.

Note : Where decision height (DH) and (105) Approved Curriculum.—A set of special
runway visual range (RVR) fall into different training courses in an area of specialization
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categories of operation, the instrument offered by an ATO which is approved by the

approach and landing operation would be Authority.
conducted in accordance with the (106) Approved Data.—Technical information
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requirements of the most demanding approved by the Authority.

category (e.g. an operation with a DH in the (107) Approved Maintenance Organisation
range of CATIIIA but with an RVR in the (AMO).—An organization approved by the
range of CAT IIIB would be considered a Authority, in accordance with Part 6, to
CATIIIB operation or an operation with a DH perform specific aircraft maintenance
in the range of CAT II but with an RVR in the activities by the Authority. These activities
may include the inspection, overhaul,

PART A 0 04-03-2021

maintenance, repair and/or modification and controlled or uncontrolled route, arrival or

release to service of aircraft or aeronautical departure route.
products. (117) Authorised instructor.—A person who—
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(108) Approved Standard.—A manufacturing, (i) Holds a valid ground instructor certificate
design, maintenance, or quality standard issued under Part 2 when conducting
approved by the Authority. ground training ;
(109) Approved Training.—Training carried out (ii) Holds a current flight instructor certificate
under special curricula and supervision issued under Part 2 when
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approved by the Authority. conducting ground training or flight training ;
(110) Approved Training Organisation (ATO).—An or
organization approved by the Authority, in (iii) Is authorised by the Authority to provide
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accordance with MCAR Part 3, to perform ground training or flight training under Part 2
flight crew training and other training and Part 3.
approved by the Authority. (118) Authority.—Nigeria Civil Aviation Authority.
(111) Apron.—A defined area, on a land (119) Automatic Dependent Surveillance-Contract
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aerodrome, intended to accommodate (ADS-C). A means by which the terms of an
aircraft for purposes of loading or unloading ADS-C agreement will be exchanged
passengers, mail or cargo, fueling, parking between the ground system and the aircraft,
or maintenance. via a data link, specifying under what
(112) Area Control Centre.—A unit established to conditions ADS-C reports would be initiated,
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provide air traffic control service to controlled and what data would be contained in the
flights in control areas under its jurisdiction. reports.
(113) Area Control Service.—Air traffic control Note : The abbreviated term “ADS contract”
service for controlled flights in control areas. is commonly used to refer to ADS event
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(114) Area Navigation (RNAV).—A method of contract, ADS periodic contract or an
navigation that permits aircraft operations on emergency mode.
any desired flight path within the coverage of (120) Automatic Terminal Information Service
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ground or space-based navigation aids or (ATIS).—The automatic provision of current

within the limits of the capability of self routine information to arriving and departing
contained aids, or a combination of these. aircraft throughout 24 hours of a specified
Note : Area navigation includes portion thereof.
performance-based navigation as well as (121) Autonomous Aircraft.—An unmanned
other operations that do not meet the aircraft that does not allow pilot intervention
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definitions of performance-based navigation. in the management of the flight.

(115) Article.—Any item, including but not limited (122) Aviation Medical Examiner.—A physician
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to, an aircraft, airframe, aircraft engine, with training in aviation medicine and
propeller, appliance, accessory, assembly, practical knowledge and experience of the
subassembly, system, subsystem, aviation environment, who is designated by
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component, unit, product, or part. the Authority to conduct medical

(116) ATS or ATC Route.—A specified route examinations of fitness of applicants for
designed for channeling the flow of air traffic licences or ratings for which medical
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as necessary for the provision of air traffic requirements are prescribed.

services, defined by route specifications that (123) Base Turn.—A turn executed by the aircraft
include an ATS or ATC route designator, the during the initial approach between the end
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track to or from significant points (way of the outbound track and the beginning of
points), distance between significant points, the intermediate or final approach track. The
reporting requirements, and as determined tracks are not reciprocal.
by the appropriate ATS or ATC authority, the (124) Becquerel (BQ).—The activity of a
lowest safe altitude. radionuclide having one spontaneous
Note : The term “ATS” or “ATC” route is used nuclear transition per second.
to mean variously, airway, advisory route,

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(125) Balloon.—A non-power-driven lighter-than- (iii) An authorised representative of an Authority.

air aircraft. (iv) A person with duties in respect of a
(126) Banner.—An advertising medium supported particular shipment on board.
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by a temporary framework attached (134) Category A.—With respect to helicopters,
externally to the aircraft and towed behind means a multi-engine helicopter designed
the aircraft. with engine and system isolation features
(127) Cabin Crew Member.—A crew member who specified in Part IVB and capable of
performs, in the interest of safety of operations using take-off and landing data
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passengers, duties assigned by the operator scheduled under a critical engine failure
or the pilot in- command of the aircraft, but concept which assures adequate designated
who shall no t act as a flight crew member. surface area and adequate performance
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(128) Calendar Day.—The period of elapsed time, capability for continued safe flight or safe
using Coordinated Universal Time or local rejected take-off.
time, that begins at midnight and ends 24 (135) Category B.—With respect to helicopters,
hours later in the next midnight. means a single-engine or multi-engine
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(129) Calendar Month.—A period of a month helicopter which does not meet Category A
beginning and ending with the dates that are standards. Category B helicopters have no
conventionally accepted as marking the guaranteed capability to continue safe flight
beginning and end of a numbered month (as in the event of an engine failure, and a
January 1 through January 31 in the forced landing is assumed.
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Gregorian calendar). (136) Category One Operation (CAT I).—A
(130) Calendar Year.—A period of a year precision instrument approach and landing
beginning and ending with the dates that are with a decision height not lower than 60 m
conventionally accepted as marking the (200 ft) and with either a visibility not less
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beginning and end of a numbered year (as than 800 m or a runway visual range not
January 1 through December 31 in the less than 550 m.
Gregorian calendar). (137) Category Two Operation (CAT II).—A
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(131) Calibration.—A set of operations, performed precision instrument approach and landing
in accordance with a definite documented with a decision height lower than 60 m
procedure that compares the measurement (200ft) but no lower than 30 m (100 ft) and a
performed by a measurement device or visual range not less 300 m.
working standard with a recognized bureau (138) Category three A (CAT IIIA) Operation.—A
of standards for the purpose of detecting and precision approach and landing with: a
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reporting or eliminating adjustment errors in decision height lower than 30 m (100ft) or no

the measurement device, working standard, decision height ; and a runway visual range
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or aeronautical product tested. not less than 175 m.

(132) Candela (CD).—The luminous intensity, in (139) Category three B (CAT IIIB) Operation.—A
the perpendicular direction, of a surface of precision approach and landing with : a
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1/600 000 square metre of black body at the decision height lower than 15 m (50 ft) or no
temperature of freezing platinum under a decision height ; and a runway visual range
pressure of 101 325 newtons per square less than 175 m but not less than 50 m.
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metre. (140) Category three C (CAT IIIC) Operation.—A

(133) Cargo Aircraft.—Any aircraft carrying goods precision instrument approach and landing
or property but not passengers. In this with no decision height and no runway visual
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context the following are not considered to range limitations.

be passengers : (141) Causes.—As relating to an aircraft accident
(i) A crewmember. or incident, actions, omissions, events,
(ii) An operator’s employee permitted by, and conditions, or a combination thereof which
carried in accordance led to the accident or incident. (ICAO Annex
with, the instructions contained in the 13).
Operations Manual.

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(142) Ceiling.—The height above the ground or (149) Check Airman (Simulator).—A person who
water of the base of the lowest layer of cloud is qualified, and approved by the Authority,
below 6,000 metres (20,000 feet) covering to conduct a flight crew evaluation, but only
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more than half the sky. in a flight simulation training device for a
(143) Celsius temperature (T×C).—The Celsius particular type aircraft, for a particular AOC
temperature is equal to the difference holder.
t×c = T - Tu between two thermodynamic (150) Check Person.—A qualified person who is
temperatures T and To where To equals authorised by the Authority to conduct an
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273.15 kelvin. evaluation of either an AOC holders flight
(144) Certificate of Airworthiness.—A certificate, crew (pilots, flight engineers, or flight
issued by the State of Registry, when the navigators), cabin crew, or flight operations
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aircraft has been deemed fit and safe for officer. Terms that may be used to describe
flight and in conformity with the type design this person, depending upon responsibilities,
approved by the State of Design and are: check pilot, check flight engineer, check
maintained in accordance with the continuing flight navigator, check cabin crewmember,
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airworthiness requirements of the State of and check flight operations officer. Check
Registry. persons for flight crew may be further
(145) Certify as Airworthy.—The act of completing authorised to perform checks in either an
a maintenance release by a properly aircraft or simulator as defined below :
authorised person after the modification, (i) Check person (Aircraft).—A person who is
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overhaul, repair or inspection of an aircraft or qualified, and authorised by the Authority, to
aeronautical product by which the aircraft or conduct a flight crew evaluation in an aircraft
aeronautical part is cleared for use in flight or in a flight simulation training device for a
as meeting the requirements of the particular type aircraft, for a particular AOC
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airworthiness certificate of Nigeria, holder.
(146) Certifying Staff.—Those personnel who are (ii) Check Person (Simulator).— A person who is
authorised by the Approved Maintenance qualified, and authorised by the Authority, to
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Organisation in accordance with a procedure conduct a flight crew evaluation, but only in
acceptable to the Authority to certify aircraft a flight simulation training device for a
or aircraft components for release to service. particular type aircraft, for a particular AOC
(147) Change-over-point.—The point at which an holder.
aircraft navigating on an ATC route segment (151) Chicago Convention.—(“Convention”) The
defined by reference to very high frequency Convention on International Civil Aviation
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omnidirectional radio ranges is expected to concluded in Chicago, U.S.A. in 1944, in

transfer its primary navigational references effect, 1947. The Articles of the Chicago
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from the facility behind the aircraft to the next Convention govern the actions of the
facility ahead of the aircraft. contracting States in matters of international
Note : Change-over-points are established to civil aviation safety directly and through the
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provide the optimum balance in respect of Annexes to the Convention, which set forth
signal strength and quality between facilities ICAO Standards and Recommended
at all levels to be used and to ensure a Practices.
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common source of azimuth guidance for all (152) Citizen of Nigeria.—This term refers to one
aircraft operating along the same portion of a of the following :
route segment. (i) An individual who is a citizen of Nigeria ;
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(148) Check airman (Aircraft).—A person who is (ii) A partnership of which each member is a
qualified, and approved by the Authority, to citizen of Nigeria ; or
conduct a flight crew evaluation in an aircraft (iii) A corporation or association created or
or in a flight simulation training device for a organised and authorised under the laws of
particular type aircraft, for a particular AOC Nigeria.
holder. (153) Civil Aircraft.—Any aircraft other than a
state or public aircraft.

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(154) Civil Aviation.—The operation of any civil (165) Competency.—A combination of skills,
aircraft for the purpose of general aviation knowledge and attitudes required to perform
operations, aerial work or commercial air a task to the prescribed standard.
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transport operations. (166) Competency Based Training and
(155) Climb Phase.—The operating phase defined Assessment.—Training and assessment
by the time during which the engine is that are characterised by a performance
operated in the climb operating mode. orientation, emphasis on standards of
(156) Clearance Limit.—The point to which an performance and their measurement, and
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aircraft is granted an air traffic control the development of training to the specified
clearance. performance standards.
(157) Cockpit Audio Recording System—A device Note : This training process is derived from
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that uses a combination of microphones and a job and task analysis and is focused on
other audio and digital inputs to collect and the achievement of well-defined,
record the aural environment of the cockpit benchmarked standards of performance as
and communications to, from and between opposed to training programmes simply
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the pilots. Source : EUROCAE ED-155 focused upon the acquisition of prescribed
“Minimum Performance Specification for levels of experience.
Lightweight Flight Recording Systems,” July (167) Competency Element.—An action that
2009, paragraph 1-1.5.1. constitutes a task that has a triggering event
(158) COMAT.—Operator material carried on an and a terminating event that clearly defines
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operators aircraft for the operators own its limits, and an observable outcome.
purpose. (168) Competency Unit.—A discrete function
(159) Combined Vision System (CVS). A System consisting of a number of competency
to display images from a combination of elements.
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enhanced vision system (EVS) and a (169) Complex Aeroplane.—An aeroplane that
synthetic vision system (SVS). has retractable landing gear, flaps, and a
(160) Command and Control Link (C2).—The data controllable pitch propeller; or in the case of
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link between the remotely piloted aircraft and a seaplane, flaps and a controllable pitch
the remote pilot station for the purposes of propeller.
managing the flight. (170) Composite.—Structural materials made of
(161) Commercial Air Transport Operation.—An substances, including, but not limited to,
aircraft operation involving the transport of wood, metal, ceramic, plastic, fiber-
passengers, cargo or mail for remuneration reinforced materials, graphite, boron, or
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or hire. epoxy, with built-in strengthening agents that

(162) Commercial Air Transport.—An aircraft may be in the form of filaments, foils,
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operation involving the public transport of powders, or flakes, of a different material.

passengers, cargo, or mail for remuneration (171) Computer System.—Any electronic or
or hire. automated system capable of receiving,
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(163) Common Mark.—A mark assigned by the storing, and processing external data, and
International Civil Aviation Organisation to transmitting and presenting such data in a
the common mark registering authority usable form for the accomplishment of a
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registering aircraft of an international specific function.

operating agency on other than a national (172) Configuration—(as applied to the
basis. aeroplane). A particular combination of the
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(164) Common Mark Registering Authority.—The positions of the moveable elements, such as
authority maintaining the non-national wing flaps and landing gear, etc., that affect
register or, where appropriate, the part the aerodynamic characteristics of the
thereof, in which aircraft of an international aeroplane.
operating agency are registered. (173) Configuration Deviation List (CDL).—A list
established by the organisation responsible
for the type design with the approval of the

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State of Design which identifies any external which is subject to an air traffic control
parts of an aircraft type which may be clearance.
missing at the commencement of a flight, (184) Controlled Flight into Terrain.—Occurs
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and which contains, where necessary, any when an airworthy aircraft is flown, under
information on associated operating the control of a qualified pilot, into terrain
limitations and performance correction. (water or obstacles) with inadequate
(174) Continuous descent Final Approach awareness on the part of the pilot of the
(CDFA).—A technique, consistent with impending collision.
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stabilized approach procedures for flying the (185) Controller-pilot Data Link Communications
final approach segment of a non-precision (CPDLC).—A means of communication
instrument approach procedures as a between controller and pilot, using data link
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continuous descent, without level-off, from for ATC communications.
an altitude/height at or above the final (186) Control Zone.—A controlled airspace
approach fix altitude/height to a point extending upwards from the surface of the
approximately 15 m (50 ft) above the landing earth to a specified upper limit.
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runway threshold or the point where the flare (187) Conversion.—Conversion is the action
manoeuvre should begin for the type of taken by the Authority in issuing its own
aircraft flown. licence on the basis of a licence issued by
(175) Congested Area.—A city town or settlement, another Contracting State for use on aircraft
or open air assembly of people. registered in Nigeria
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(176) Congested Hostile Environment.—A hostile (188) Co-pilot.—A licensed pilot serving in any
environment within a congested area. piloting capacity other than as pilot-in-
(177) Consignment.—One or more packages of command but excluding a pilot who is on
dangerous goods accepted by an operator board the aircraft for the sole purpose of
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from one shipper at one time and at one receiving flight instruction.
address, receipted for in one lot and moving Note : Co-pilot as here defined is
to one consignee at one destination address. synonymous with the term “second-
incommand” or “SIC.”
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(178) Contracting States.—All States that are

signatories to the Convention on (189) Corporate Aviation Operation.—The non-
International Civil Aviation (Chicago commercial operation or use of aircraft by a
Convention). company for the carriage of passengers or
(179) Continuing airworthiness.—The set of goods as an aid to the conduct of company
processes by which an aircraft, engine, business, flown by (a) professional pilot(s)
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propeller or part complies with the applicable employed to fly the aircraft.
airworthiness requirements and remains in a (190) Coulomb (C).—The quantity of electricity
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condition for safe operation throughout its transported in 1 second by a current of 1

operating life. ampere.
(180) Control Area.—A controlled airspace (191) Course—A programme of instruction to
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extending upwards from a specified limit teach knowledge, skills and/or competencies
above the earth. in a particular area or subject, or to maintain
(181) Controlled Aerodrome.—An aerodrome at existing qualifications.
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which air traffic control service is provided to (192) Courseware.—Instructional material

aerodrome traffic. developed for each course or curriculum,
(182) Controlled Airspace— An airspace of including lesson plans and other aides such
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defined dimensions within which air traffic as: computer software programmes, audio-
control service is provided in accordance visual programmes, workbooks, and
with the airspace classification. handouts.
Note : Controlled airspace is a generic term that (193) Credit.—Recognition of alternative means
covers ATC or ATS airspace Classes A, B, or prior qualifications.
C, D, and E as described in ICAO Annex 11 :
2.6. (183) Controlled Flight.—Any flight

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(194) Crew Member.—A person assigned by an cruise flight to allow the PIC or co-pilot to
operator to duty on an aircraft during a flight obtain planned rest.
duty period. (203) Cruising Level.—A level maintained during
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(195) Crew Resource Management—A a significant portion of a flight.
programme designed to improve the safety (204) Curriculum.—A set of courses in an area of
of flight operations by optimising the safe, specialization offered as part of a training
efficient, and effective use of human programme. Check TRAINAIR Plus training
resources, hardware, and information manual
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through improved crew communication and (205) Current flight plan.—The flight plan,
co-ordination. including changes, if any, brought about by
(196) Critical engine(s).—Any engine whose subsequent clearances.
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failure gives the most adverse effect on the (206) Danger Area.—An airspace of defined
aircraft characteristics relative to the case dimensions within which activities
under consideration. dangerous to the flight of the aircraft may
Note.—On some aircraft there may be more than exist at specified times.
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one equally critical engine. In this case, the (207) Dangerous Goods.—Articles or substances
expression “the critical engine” means one of which are capable of posing a risk to health,
those critical engines. safety, property or the environment and
(197) Critical phases of Flight.—Those portions of which are shown in the list of dangerous
operations involving taxiing, takeoff and goods in the ICAO Technical Instructions
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landing, and all flight operations below 3050 (see definition below) or which are classified
m (10,000 feet), except cruise flight. according to those Instructions.
(198) Critical Power-unit(s).—The power-unit(s) (208) Dangerous Goods Accident.—An
failure of which gives the most adverse effect occurrence associated with and related to
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on the aircraft characteristics relative to the the transport of dangerous goods which
case under consideration. results in fatal or serious injury to a person
Note : On some aircraft there may be more or major property or environmental damage.
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than one equally critical power-unit. In this (209) Dangerous Goods Incident.—An
case, the expression “the critical power-unit” occurrence, other than a dangerous goods
means one of those critical power-units. accident, associated with and related to the
(199) Cross Country.—A flight between a point of transport of dangerous goods, not
departure and a point of arrival following a necessarily occurring on board an aircraft,
pre-planned route using standard navigation which results in injury to a person, property
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procedures. or environmental damage, fire, breakage,

(200) Cross-Country Time.—That time a pilot spillage, leakage of fluid or radiation or other
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spends in flight in an aircraft which includes evidence that the integrity of the packaging
a landing at a point other than the point of has not been maintained. Any occurrence
departure and, for the purpose of meeting relating to the transport of dangerous goods
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the cross-country time requirements for a which seriously jeopardises an aircraft or its
private pilot licence (except with a rotorcraft occupants is deemed to constitute a
rating), commercial pilot licence, or an dangerous goods incident.
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instrument rating, includes a landing at an (210) Dangerous Goods Transport Document.—A

aerodrome which must be a straight-line document specified by the ICAO Technical
distance of more than 50 nautical miles from Instructions for the Safe Transportation of
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the original point of departure. Dangerous Goods by Air. It is completed by

(201) Cruise Climb.—An aeroplane cruising the person who offers dangerous goods for
technique resulting in a net increase in air transport and contains information about
altitude as the aeroplane mass decreases. those dangerous goods. The document
(202) Cruise Relief Pilot.—A flight crew member bears a signed declaration indicating that
who is assigned to perform pilot tasks during the dangerous goods are fully and
accurately described by their proper

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shipping names and UN numbers (if (216) Defined Point Before Landing (DPBL).—
assigned) and that they are correctly The point, within the
classified, packed, marked, labeled and in a approach and landing phase, after which the
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proper condition for transport. Class 2 helicopter’s ability to continue the
Note : See definition below for Technical flight safely, with one engine inoperative, is
Instructions. not assured and a forced landing may be
(211) Data Link Communications.—A form of required.
communication intended for the exchange of (217) Degree Celsius (oC).—The special name
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messages via a data link. for the unit kelvin for use in stating values of
(212) Data Link Recording System.—A device that Celsius temperature.
records those messages whereby the flight (218) Design Landing Mass.—The maximum
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path of the aircraft is authorised, controlled mass of the aircraft at which, for structural
directly or indirectly, and which are relayed design purposes, it is assumed that it will be
over a digital data-link rather than by voice planned to land.
communication. Source: EUROCAE ED-155 (219) Design Take-off Mass.—The maximum
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“Minimum Performance Specification for mass at which the aircraft, for structural
Lightweight Flight Recording Systems,” July, design purposes, is assumed to be planned
2009, paragraph 1-1.5.1. to be at the start of the take-off run.
(213) Deadhead Transportation.—Time spent in (220) Design Taxing Mass.—The maximum mass
transportation on aircraft (at the insistence of of the aircraft at which structural provision is
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the AOC holder) to or from a crew member’s made for load liable to occur during use of
home station. the aircraft on the ground prior to the start of
(214) Decision Altitude (DA) or Decision Height take-off.
(DH).—A specified altitude or height in a 3D (221) Designated Examiner.—Any person
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instrument approach operation at which a designated by the Authority to act as a
missed approach must be initiated if the representative of the Authority in examining,
required visual reference to continue the inspecting, and testing persons for the
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approach has not been established. purposes of issuing licences, ratings, or

Note 1 : Decision altitude (DA) is referenced certificates
to mean sea level and decision height (DH) (222) Detect and Avoid.—The capability to see,
is referenced to the threshold elevation. sense or detect
Note 2 : The required visual reference conflicting traffic or other hazards and take
means that section of the visual aids or of the appropriate action.
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the approach area which should have been (223) DETRESFA.—The code word used to
in view for sufficient time for the pilot to have designate a distress phase.
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made an assessment of the aircraft position (224) Directly-in-Charge.—As applied to an

and rate of change of position, in relation to Approved Maintenance Organisation in Part
the desired flight path. In Category III 6 - Means an appropriately licensed
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operations with a decision height that person(s) having the responsibility for the
required visual reference is that specified for work of an approved maintenance
the particular procedure and operation. organization that performs maintenance,
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Note 3 : For convenience where both preventive maintenance, alterations, or other

expressions are used they may be written in functions affecting aircraft airworthiness. A
the form “decision altitude/height” and person directly in charge does not need to
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abbreviated “DA/H”. physically observe and direct each worker

(215) Defined Point after Takeoff (DPATO).—The constantly but must be available for
point, within the takeoff and initial climb consultation on matters requiring instruction
phase, before which the Class 2 helicopter’s or decision from higher authority.
ability to continue the flight safely, with one (225) Director-General.—The Director General of
engine inoperative, is not assured and a Nigeria Civil Aviation Authority appointed
forced landing may be required.

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under Section 8 of the Civil Aviation Act processing of EFB functions to support flight
2006. operations or duties.
(226) Discrete Source Damage.—Structural (235) Elevated Heliport.—A heliport located on a
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damage of the aeroplane that is likely to raised structure on land.
result from: impact with a bird, uncontained (236) ELT battery useful life.—The length of time
fan blade failure, uncontained engine failure, after its date of manufacture or recharge that
uncontained high-energy rotating machinery the battery or battery pack may be stored
failure or similar causes. under normal environmental conditions
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(227) Dry Lease.—The lease of an aircraft without without losing its ability to allow the ELT to
the crew. meet the applicable performance standards.
(228) Dual instruction time—Flight time during (237) ELT battery expiration date.—The date of
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which a person is receiving flight instruction battery manufacture or recharge plus one
from a properly authorised pilot on board the half of its useful life.
aircraft. (238) Emergency Locator Transmitter (ELT).—A
(229) Duty.—Any task that flight or cabin crew generic term describing equipment which
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members are required by the operator to broadcast distinctive signals on designated
perform, including for example, flight duty, frequencies and, depending on application,
administrative work, training, positioning and may be automatically activated by impact or
standby when it is likely to induce fatigue. be manually activated. An ELT may be any
(230) Duty Period.—As related to an air operator, of the following :
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a period which starts when flight or cabin (i) Automatic fixed ELT : An automatically
crew personnel are required by an operator activated ELT which is permanently
to report for or to commence a duty and attached to an aircraft.
ends when that person is free from all duties. (ii) Automatic portable ELT. An automatically
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(231) Duty Time.—The total time from the moment activated ELT which is rigidly attached to an
a person identified in these regulations aircraft but readily removable from the
begins, immediately after a rest period, any aircraft.
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work on behalf of the certificate holder until (iii) Automatic deployable ELT (ELT(AD)). An ELT
that person is free from all restraint which is rigidly attached to an aircraft and
associated with that work. which is automatically deployed and
(232) Economic Poison.—Any substance or activated by impact, and in some cases,
mixture of substances intended for— also be hydro static sensors. Manual
(i) Preventing, destroying, repelling, or mitigating deployment is also provided.
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any insects, rodents, nematodes, fungi, (iv) Survival ELT. An ELT which is removable
weeds, and other forms of plant or animal life from an aircraft, stowed so as to facilitate its
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or viruses, except viruses on or in living ready use in an emergency, and manually

human beings or other animals, which activated by survivors.
Nigeria may declare to be a pest, and (239) Enhanced Vision System (EVS).—A system
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(ii) Use as a plant regulator, defoliant or to display electronic real-time images of the
desiccant. external scene achieved through the use of
(233) Effective length of the runway.—The image sensors.
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distance for landing from the point at which (240) Engine.—A unit used or intended to be
the obstruction clearance plane associated used for aircraft propulsion. It consists of at
with the approach end of the runway least those components and equipment
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intersects the centre line of the runway to the necessary for functioning and control, but
far end. excludes the propeller/rotors (if applicable).
(234) Electronic Flight Bag.—An electronic (241) Enhanced Ground Proximity Warning
information system comprised of equipment (EGPWS).—A forward looking warning
and applications for flight crew, which allows system that uses the terrain data base for
for the storing, updating, displaying and terrain avoidance.

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(242) Equivalent System of Maintenance.—An aerodrome is greater than the threshold time
AOC holder may conduct maintenance established by the State of the Operator.
activities through an arrangement with an (249) Extended diversion time operations critical
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AMO or may conduct its own maintenance, fuel.—The fuel quantity necessary to fly to
preventive maintenance, or alterations, so an en-route alternate aerodrome considering
long as the AOC holder’s maintenance at the most critical point on the route, the
system is approved by the Authority and is most limiting system failure.
equivalent to that of an AMO, except that the (250) Extended diversion time operations
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approval for return to service of an significant system.—An aeroplane system
aircraft/aeronautical product shall be made whose failure or degradation could
by an appropriately licensed aviation adversely affect the safety particular to an
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maintenance technician or aviation repair EDTO flight, or whose continued functioning
specialists in accordance with Part 2, as is specifically important to the safe flight and
appropriate. landing of an aeroplane during an extended
(243) Error.—As relates to the flight crew, an diversion time operations diversion.
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action or inaction by the flight crew that leads (251) Extended Flight Over Water.—A flight
to deviations from organisational or flight operated over water at a distance of more
crew intentions or expectations. than 93km (50 NM), or 30 minutes at normal
(244) Error Management.—The process of cruising speed, whichever is the lesser,
detecting and responding to errors with away from land suitable for making an
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countermeasures that reduce or eliminate emergency landing.
the consequences of errors, and mitigate the (252) Examiner.—Any person designated by the
probability of errors or undesired aircraft Authority to act as a representative of the
state. Authority in examining , inspecting, and
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(245) Estimated off-block Time.—The estimated testing persons and aircraft for the purpose
time at which the aircraft will commence of issuing licences, ratings and certificates.
movement associated with departure. (253) Exception.—As it related to dangerous
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(246) Estimated Time of Arrival.—For IFR flights, goods in Part 9 - A provision in ICAO Annex
the time at which it is estimated that the 18 which excludes a specific item of
aircraft will arrive over that designated point, dangerous goods from the requirements
defined by reference to navigation aids, from normally applicable to that item.
which it is intended that approach procedure (254) Expected Approach Time.—The time at
will be commenced, or if no navigation aid is which ATC expects that an arriving aircraft,
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associated with the aerodrome, the time at following a delay, will leave the holding point
which the aircraft will arrive over the to complete its approach for a landing.
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aerodrome. For VFR flights, the time at Note : The actual time of leaving the holding
which it is estimated that the aircraft will point will depend upon the approach
arrive over the aerodrome. clearance.
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(247) Evaluator.—A person employed by a (255) Extended Overwater Operation.—With

certified Approved Training Organisation respect to aircraft other than helicopters, an
who performs tests for licensing, added operation over water at a horizontal distance
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ratings, authorisations, and proficiency of more than 50 nm from the nearest

checks that are authorised by the certificate shoreline; and to helicopters, an operation
holder’s training specification, and who is over water at a horizontal distance of more
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authorised by the Authority to administer than 50 nm from the nearest shoreline and
such checks and tests. more than 50 nm from an offshore heliport
(248) Extended Diversion Time Operations structure.
(EDTO).—Any operation by an aeroplane (256) Facility.—A physical plant, including land,
with two or more turbine engines where the buildings, and equipment, which provides a
diversion time to an en-route alternate means for the conduct of the activities

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approved by the Authority for an approved or the FATO is to be used by performance Call
certificated entity. 1 helicopters, the defined area includes the
(257) Factor of Safety.—A design factor used to rejected take-off area available.
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provide for the possibility of loads greater (265) Final Approach Segment (FAS).—The
than those assumed, and for uncertainties in segment of an instrument approach
design and fabrication. procedures in which alignment and descent
(258) Farad (F).—The capacitance of a capacitor for landing are accomplished.
between the plates of which there appears a (266) Finding.—A conclusion by audit personnel
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difference of potential of 1 volt when it is that demonstrates nonconformity with a
charged by a quantity of electricity equal to 1 specific standard.
coulomb. (267) Fire Resistant.—The capability to withstand
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(259) Fatal Injury.—As relates to an aircraft the application of heat by a flame for a
accident, any injury which results in death period of 5 minutes.
within 30 days of the accident. Note : The characteristics of an acceptable flame
(260) Fatigue.—A physiological state of reduced can be found in ISO 2685.
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mental or physical performance capability (268) Fireproof.—The capability to withstand the
resulting from sleep loss or extended application of heat by a flame for a period of
wakefulness, Circadian phase, or workload 15 minutes.
(mental and/or physical activity) that can Note : The characteristics of an acceptable flame
impair a crew member’s alertness and ability can be found in ISO 2685.
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to safely operate an aircraft or perform safety (269) Fireproof Material.—A material capable of
related duties. withstanding heat as well as or better than
(261) Fatigue Risk Management System steel when the dimensions in both cases are
(FRMS).—A data-driven means of appropriate for the specific purpose.
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continuously monitoring and managing (270) Flight(s).—The period from takeoff to
fatigue-related safety risks, based upon landing.
scientific principles and knowledge as well (271) Flight Crew Member.—A licensed crew
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as operational experience that aims to member charged with duties essential to the
ensure relevant personnel are performing at operation of an aircraft during a flight duty
adequate levels of alertness. period.
(262) Filed Flight Plan.—The flight plan as filed (272) Flight Data Analysis.—A process of
with an air traffic service unit by the pilot or analysing recorded flight data in order to
designated representative, without any improve the safety of flight operations. \
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subsequent changes. (273) Flight Duty Period.—A period which

(263) Final Approach.—That part of an instrument commences when a flight or cabin crew
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approach procedure which commences at member is required to report for duty that
the specified final approach fix or point, or includes a flight or a series of flights and
where such a fix or point is not specified, at which finishes when the aeroplane finally
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the end of the last procedure turn, base turn comes to rest and the engines are shut
or inbound turn of a racetrack procedure, if down at the end of the last flight on which
specified; or at the point of interception of the he/she is a crew member.
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last track specified in the approach (274) Flight Information Centre.—A unit
procedure; and ends at a point in the vicinity established to provide flight information
of an aerodrome from which : service and alerting service.
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(i) a landing can be made ; or (275) Flight Information Region.—An airspace of

(ii) a missed approach procedure is initiated. defined dimensions within which flight
(264) Final Approach and Take-off Area information service and alerting service are
(FATO).—A defined area over which the final provided.
phase of the approach manoeuvre to hover (276) Flight Information Service.—A service
or landing is completed and from which the provided for the purpose of giving advice
take-off manoeuvre is commenced. Where

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and information useful for the safe and particular aircraft type to the extent that the
efficient conduct of flights. mechanical, electrical, electronic, etc.
(277) Flight Level.—A surface of constant aircraft systems control functions, the
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atmospheric pressure which is related to a normal environment of flight crew members,
specific pressure datum, 1,013.2 and the performance and flight
hectopascals (hPa), and is separated from characteristics of that type of aircraft are
other surfaces by specific pressure intervals. realistically simulated ;
(278) Flight manual.—A manual, associated with (ii) A flight procedures trainer, which provides a
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the certificate of airworthiness, containing realistic flight deck environment, and which
limitations within which the aircraft is to be simulates instrument responses, simple
considered airworthy, and instructions control functions of mechanical, electrical
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information necessary to the flight crew ,electronic, etc., aircraft systems, and the
members for the safe operation of the performance and flight characteristics of
aircraft. aircraft of a particular class.
(279) Flight Operations Officer/Flight (iii) A basic instrument flight trainer, which is
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Dispatcher.—A person designated by the equipped with appropriate instruments and
operator to engage in the control and which simulates the flight deck environment
supervision of flight operations, whether of an aircraft in flight in instrument flight
licensed or not, suitably qualified in conditions.
accordance with Annex 1, who supports, (285) Flight Status.—An indication of whether a
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briefs and/or assists the pilot-in-command in given aircraft requires special handling by air
the safe conduct of the flight. traffic services units or not.
(280) Flight Plan.—Specified information provided (286) Flight Time.—The period of time that the
to air traffic services units, relative to an aircraft moves under its own power for the
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intended flight or portion of a flight of an purpose of flight and ends when the aircraft
aircraft. comes to rest after it is parked, with
(281) Flight Recorder.—Any type of recorder engine(s) shut down if applicable.
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installed in the aircraft for the purpose of Note : Flight time as here defined is synonymous
complementing accident/incident with the term “block-to-block” time or “chock-
investigation. Note: This could include the to-chock” time in general usage, which is
cockpit voice recorder (CVR) or flight data measured from the time an aircraft moves
recorder (FDR). from the loading point until it stops at the
(282) Flight Release.—A flight preparation unloading point.
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identifying the type of operation with the (287) Flight Time—Aeroplane.—The total time
permitting weight limitations, fuel from the moment an aeroplane first moves
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requirement, weather conditions at for the purpose of taking off until the
departure, en-route destination and alternate moment it finally comes to rest at the end of
airports for safe operation. the flight.
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(283) Flight safety document system.—A set of (288) Flight Time—Helicopter.—The total time
inter-related documentation established by from the moment a helicopter’s rotor blades
the operator, compiling and organising start turning until the moment the helicopter
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information necessary for flight and ground finally comes to rest at the end of the flight,
operations, and comprising, as a minimum, and the rotor blades are stopped.
the operations manual and the operator’s (289) Flight Time—Glider.—The total time
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maintenance control manual. occupied in flight, whether being towed or

(284) Flight Simulation Training Device.—Any one not, from the moment the glider first moves
of the following three types of apparatus in for the purpose of taking off until the
which flight conditions are simulated on the moment it come to rest at the end of the
ground : flight.
(i)A flight simulator, which provides an accurate
representation of the flight deck of a

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(290) Flight Training.—Training, other than ground system, which includes one or more satellite
training, received from an authorised constellations, aircraft receivers and system
instructor in flight in an aircraft. integrity monitoring, augmented as
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(291) Flight Visibility.—The visibility forward from necessary to support the required navigation
the cockpit of an aircraft in flight. performance for the actual phase of
(292) Foot (ft).—The length equal to 0.304 8 operation.
metre exactly. (302) Gray (Gy).—The energy imparted by
(293) Forecast.—A statement of expected ionizing radiation to a mass of matter
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meteorological conditions for a specified time corresponding to 1 joule per kilogram.
or period, and for a specified area or portion (303) Ground Handling.—Services necessary for
of airspace. an aircraft’s arrival at, and departure from,
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(294) Foreign Air Operator.—Any operator, not an airport, other than air traffic services.
being a Nigerian air operator, which (304) Ground Proximity Warning System
undertakes, whether directly or indirectly or (GPWS).—A warning system that uses
by lease or any other arrangement, to radar altimeters to alert the pilots of
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engage in commercial air transport hazardous flight conditions.
operations within borders or airspace of (305) Ground Visibility.—The visibility at an
Nigeria, whether on a scheduled or charter aerodrome, as reported by an accredited
basis. observer.
(295) Foreign Authority.—The civil aviation (306) Gyroplane.—A heavier-than-air aircraft
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authority that issues and oversees the Air supported in flight by the reactions of the air
Operator Certificate of the foreign operator. on one or more rotors which rotate freely on
(296) Frangible Object.—An object of low mass substantially vertical axes.
designed to break, distort, or yield on impact (307) Handling Agent.—An agency which
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so as to present the minimum hazard to performs on behalf of the operator some or
aircraft. all of the latter’s functions including
(297) Freight Container.—See unit load device. receiving, loading, unloading, transferring or
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(298) Freight container in the case of radioactive other processing of passengers or cargo.
material transport.—An article of transport (308) Hazard.—A condition or an object with the
equipment designed to facilitate the transport potential to cause injuries to personnel,
of packaged goods, by one or more modes damage to equipment or structures, loss of
of transport without intermediate reloading. It material, or reduction of ability to perform a
must be of a permanent enclosed character, prescribed function.
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rigid and strong enough for repeated use, (309) Heading.—The direction in which the
and must be fitted with devices facilitating its longitudinal axis of an aircraft is pointed,
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handling, particularly in transfer between usually expressed in degrees from North

aircraft and from one mode of transport to (true, magnetic, compass or grid.
another. A small freight container is that (310) Head-up Display (HUD).—A display system
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which has either an overall outer dimension that presents flight information into the pilot’s
less than 1.5 m, or an internal volume of not forward external field of view.
more than 3m³. Any other freight container is (311) Heavier-than-air Aircraft.—Any aircraft
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considered to be a large freight container. deriving its lift in flight chiefly from
(299) General aviation operation.—An aircraft aerodynamic forces.
operation other than a commercial air (312) Height.—The vertical distance of a level, a
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transport operation or aerial work operation. point or an object considered a point,

(300) Glider.—A non-power-driven heavier-than- measured from a specified datum.
air aircraft, deriving its lift in flight chiefly from (313) Helicopter.—A heavier-than-air aircraft
aerodynamic reactions on surfaces, which supported in flight chiefly by the reactions of
remain, fixed under given conditions of flight. the air on one or more power-driven rotors
(301) Global Navigation Satellite System.—means on substantially vertical axis.
a worldwide position and time determination (i) Categories :

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(A) Category A.—A multi-engined helicopter transported free of land or water during
designed with engine and system rotorcraft operations.
isolation features specified in ICAO (iii) Class C—External load suspended from the
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Annex 8, Part IVB, and capable of helicopter, which can be jettisoned, but
operations using take-off and landing remains in contact with land or water during
data scheduled under a critical engine rotorcraft operation.
failure concept which assures adequate (iv) Class D—External load suspended from the
designed surface area and adequate helicopter for the carriage of persons.
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performance capability for continued (315) Henry (H).—The inductance of a closed
safe flight or safe rejected take-off. circuit in which an electromotive force of 1
(B) Category B.—A single engined or multi- volt is produced when the electric current in
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engine helicopter which does not meet the circuit varies uniformly at a rate of 1
Category A standards. Category B ampere per second.
helicopters have no guaranteed (316) Hertz (Hz).—The frequency of a periodic
capability to continue safe flight in the phenomenon of which the period is 1
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event an engine failure, and a forced second.
landing is assumed. (317) Helideck.—A heliport located on a floating
(ii) Performance Classes : or fixed offshore structure.
(a) Class 1 Helicopter.—A helicopter with (318) Heliport.—An aerodrome or defined area on
performance such that, in case of a structure intended to be used wholly or in
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critical engine failure, it is able to land part for the arrival, departure, and surface
within the rejected takeoff area or movement of helicopters.
safely continue the flight to an (319) Heliport Operating Minima.—The limits of
appropriate landing area, depending on usability of a heliport for :
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when the failure occurs. (i) Take-off, expressed in terms of runway
(b) Class 2 Helicopter.—A helicopter with visual range and/or visibility and, if
performance such that, in case of necessary, cloud conditions ;
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critical engine failure, it is able to safely (ii) Landing in 2D instrument approach

continue the flight, except when the operations, expressed in terms of visibility
failure occurs prior to a defined point and/or runway visual range, minimum
after takeoff or after a defined point descent altitude/height (MDA/H) and, if
before landing, in which case a forced necessary, cloud conditions; and Landing in
landing may be required. 3D instrument approach operations,
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(c) Class 3 Helicopter.—A helicopter with expressed in terms of visibility and/or

performance such that, in case of runway visual range and decision
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engine failure at any point in the flight altitude/height (DA/H) appropriate to the
profile, a forced landing must be type and/or category of the operation.
performed. (320) High-Performance Aeroplane.— An
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Note 1: See also definitions for operations in aeroplane with an engine of more than 200
performance Class 1, Class 2 and Class 3, horsepower.
below. (321) High speed Aural Warning.—A speed
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(314) Helicopter Load Combinations.— warning that is required for turbine-engined

Configurations for external loads carried by airplanes and airplanes with a Vmo/Mmo
helicopter— greater than 0.80 Vdf/Mdf or Vd/Md.
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(i) Class A—External load fixed to the helicopter, (322) Holdover Time.—The estimated time de-
cannot be jettisoned, and does not extend icing/anti-icing fluid will prevent the
below the landing gear, used to transport formation of frost or ice and the
cargo. accumulation of snow on the protected
(ii) Class B—External load suspended from the surfaces of an aircraft. Holdover time begins
helicopter, which can be jettisoned, and is when the final application of de-icing or anti-
icing fluid commences and expires when the

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deicing or anti-icing fluid applied to the cause a dangerous evolution of heat or gas
aircraft loses its effectiveness. or produce a corrosive substance.
(323) Housing.—As it related to Approved (334) Industry Codes of Practice.—Guidance
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Maintenance Organisations in Part 6 - material developed by an industry body, for
Buildings, hangers, and other structures to a particular sector of the aviation industry to
accommodate the necessary equipment and comply with the requirements of the
materials of a maintenance organisation International Civil Aviation Organisation’s
that— Standards and Recommended Practices,
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(i)Provide working space for the performance of other aviation safety requirements and the
maintenance, preventive maintenance, or best practices deemed appropriate.
modifications for which the maintenance Note : Some States accept and reference industry
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organisation is approved and rated ; and codes of practice in the development of
(ii) Provide structures for the proper protection of regulation to meet the requirements of
aircraft, airframes, aircraft engines, Annex 19, Part II, and make available, for
propellers, appliances, components, parts, the industry codes of practice, their sources
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and subassemblies thereof during and how they may be obtained.
disassembly, cleaning, inspection, repair, (335) Inspectio0n.—The examination of an
modification, assembly, and testing ; and aircraft or aeronautical product to establish
(iii) Provide for the proper storage, segregation, conformity with a standard approved by the
and protection of materials, parts, and Authority.
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supplies. (336) Instructions for continued Airworthiness.—A
(324) Human factors Principles.—Principles which set of descriptive data, maintenance
apply to aeronautical design, certification, planning and accomplishment instructions,
training, operations and maintenance and developed by a design approval holder in
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which seek safe interface between the accordance with the certification basis for
human and other system components by the product, providing operators with the
proper consideration to human performance. necessary information for development of
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(325) Human Performance.—Human capabilities their own maintenance programme and

and limitations which have an impact on the accomplishment instructions.
safety and efficiency of aeronautical (337) Instrument approach categories—
operations. (i) Category One (CAT I) Operation.—A precision
(326) ICAO.—International Civil Aviation instrument approach and landing with a
Organisation. decision height not lower than 60m (200 ft)
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(327) IFR.—The symbol used to designate the and with either a visibility not less than 800m
instrument flight rules. or a runway visual range not less than
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(328) IFR Flight.—A flight conducted in 550m.

accordance with the instrument flight rules. (ii) Category Two (CAT II) Operation.—A
(329) IMC.—The symbol used to designat precision instrument approach and landing
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instrument meteorological conditions. with a decision height lower than 60m

(330) INCERFA.—The code word used to (200ft) but no lower than 30m (100ft) and a
designate an uncertainty phase. visual range not less 300m.
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(331) Incident.—An occurrence other than an (iii) Category Three A (CAT IIIA) Operation.—A
accident, associated with the operation of an precision approach and landing with : a
aircraft, which affects or could affect the decision height lower than 30m (100ft) or no
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safety of operations. decision height ; and a runway visual range

(332) Includes.—A rule of construction in Part not less than 175m.
1.1.1.1(a)(5) that means “includes but is not (iv) Category Three B (CAT IIIB) Operation.—A
limited to.” precision approach and landing with : a
(333) Incompatible.—Describing dangerous decision height lower than 15m (50ft) or no
goods, which if mixed, would be liable to decision height ; and a runway visual range
less than 175m but not less than 50m.

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(v) Category Three C (CAT IIIC) Operation.—A for executing instrument approach
precision instrument approach and landing operations :
with no decision height and no runway visual (i) A two-dimensional (2D) instrument approach
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range limitations. operation, using lateral navigation guidance
Note : Definitions taken from text in ICAO only ; and
Annex 6, Part 1: 4.2.8.3 an ICAO Annex 6, (ii) A three-dimensional (3D) instrument approach
Part III, Section II: 2.2.8. operation, using both lateral and vertical
(338) Instrument Approach Procedure. Instrument navigation guidance.
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Approach Procedure (IAP).—A series of Note : Lateral and vertical navigation
predetermined manoeuvres by reference to guidance refers to the guidance provided
flight instruments with specified protection either by :
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from obstacles from the initial approach fix, (a) a ground-based radio navigation aid ; or
or where applicable, from the beginning of a (b) computer-generated navigation data from
defined arrival route to a point from which a ground-based, space-based, self-contained
landing can be completed and thereafter, if a navigation aids or a combination of these.
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landing is not completed, to a position at (340) Instrument Flight Time.—Time during which
which holding or en-route obstacle clearance a pilot is piloting an aircraft solely by
criteria apply. Instrument approach reference to instruments and without
procedures are classified as follows : external reference points.
(i) Non-Precision Approach (NPA) procedure.—An (341) Instrument Ground Time.—Time during
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instrument approach procedures designed which a pilot is practising, on the ground,
for 2D instrument approach operations Type simulated instrument flight in a flight
A. simulation training device approved by the
Note : Non-precision approach procedures Authority.
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may be flown using a continuous descent (342) Instrument Meteorological Conditions
final approach technique(CDFA). CDFA with (IMC).—Meteorological conditions
advisory VNAV guidance calculated by on- expressed in terms of visibility, distance
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board equipment (see ICAO Doc 8168, Vol. from cloud, and ceiling, less than the minima
I, Part I, Section 4, Chapter 1, paragraph specified for visual meteorological
1.8.1) are considered 3D instrument conditions.
approach operations. CDFA with manual (343) Instrument Time—Time in which cockpit
calculation of the required rate of descent instruments are used as the sole means for
are considered 2D instrument approach navigation and control, which may be
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operations. For more information, see ICAO instrument flight time or instrument ground
Doc, 8168, PANS-OPS, Vol. I, Section 1.7 time.
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and 1.8. (344) Instrument Training—Training which is

(ii) Approach procedure with vertical guidance received from an authorised instructor under
(APV). A performance based navigation actual or simulated instrument
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(PBN) instrument approach procedure meteorological conditions.

designed for 3D instrument approach (345) Integrated Survival Suit—A survival suit
operations Type B. which meets the combined requirement of
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(iii) Precision Approach (PA) Procedure—An the survival suit and life jacket.
instrument approach procedure based on (346) Interchange Agreement—A leasing
navigation systems (LKS, MLS, GLS and agreement which permits an air carrier to
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SBAS CAT I) designed for 3D instrument dry lease and take or relinquish operational
approach operations Type A or B. control of an aircraft at an airport.
(339) Instrument Approach Operations.—An (347) International Commercial Air Transport—
approach and landing using instruments for The carriage by aircraft of persons or
navigation guidance based on an instrument property for remuneration or hire or the
approach procedure. There are two methods carriage of mail between any two or more
countries.

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(348) International Operating Agency.—An (360) Landing Decision Point.—The point used in
agency of the kind contemplated in Article 77 determining landing performance from
of the Convention on International Civil which, an engine failure occurring at this
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Aviation. point, the landing may be safely continued
(349) Investigation.—As relates to an aircraft or a balked landing initiated.
accident or incident, a process conducted for (361) Landing Surface.—That part of the surface
the purpose of accident prevention which of an aerodrome which the aerodrome
includes the gathering and analysis of authority has declared available for the
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information, the drawing of conclusions, normal ground or water run of aircraft
including the determination of causes and, landing in a particular direction.
when appropriate, the making of safety (362) Large Aeroplane.—An aeroplane having a
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recommendations. maximum certified takeoff mass of 5,700 kg.
(350) Investigator-in-Charge.—As relates to an (12,500 lbs.), or more.
aircraft accident or indent, a person charged, (363) Level.—A generic term relating to the
on the basis of his or her qualifications, with vertical position of an aircraft in flight and
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the responsibility for the organisation, meaning variously, height, altitude or flight
conduct and control of an investigation. level.
(351) Isolated Aerodrome.—A destination (364) Licensing Authority.—The authority
aerodrome for which there is no destination designated by the Contracting State as
alternate aerodrome suitable for a given responsible for the licensing of personnel.
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aeroplane type. Note 1: Licensing Authority or Authority can be
(352) Joule (J).—The work done when the point of replaced by the term appropriate to the
application of a force of 1 newton is country adopting these regulations e.g.
displaced a distance of 1 metre in the Minister, Civil Aviation Authority (CAA) or
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direction of the force. Director, as applicable.
(353) Journey Log.—A form signed by the PIC of Note 2 : The Licensing Authority is deemed to
each flight that records the aeroplane’s have been given the following
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registration, crew member names and duty responsibilities by the Contracting State :
assignments, the type of flight, and the date, (i) Assessment of an applicant’s qualifications to
place, and time of arrival and departure. hold a licence or rating ;
(354) Kelvin (K).—A unit of thermodynamic (ii) Issue and endorsement of licences and
temperature which is the fraction l/273.16 of ratings;
the thermodynamic temperature of the triple (iii) Designation and authorisation of approved
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point of water. persons ;

(355) Kilogram (kg).—The unit of mass equal to (iv) Approval of training courses ;
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the mass of the international prototype of the (v) Approval of the use of flight simulation training
kilogram. devices and authorisation for their use in
(356) Knot (kt).—The speed equal to 1 nautical gaining the experience or in demonstrating
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mile per hour. the skill required for the issue of a licence or
(357) Knowledge Test.—A test on the rating ; and
aeronautical knowledge areas required for (vi) Validation of licences issued by other
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an airman licence or rating that can be Contracting States.

administered in written form or by a (365) Life-limited part.—Any part for which a
computer. mandatory replacement limit is specified in
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(358) Landing Area.—That part of a movement the type design, the Instructions for
area intended for the landing or takeoff of an Continued Airworthiness, or the
aircraft. maintenance manual.
(359) Land Distance Available (LDA).—The (366) Lighter-than-air Aircraft.—Any aircraft
lengthy of runway which is declared supported chiefly by its buoyancy in the air.
available and suitable for the ground run of (367) Lighting System Reliability.—The probability
an aeroplane landing. that the complete lighting installation

PART A 0 04-03-2021

operates within the specified tolerances and (378) Low altitude wind shear warning and
that the system is operationally usable. guidance system.—A system that will issue
(368) Likely.—In the context of the medical a warning of low altitude wind shear and in
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provisions in for licensing in Part 2.11 likely some cases provide the pilot with guidance
means with a probably of occurring that is information of the escaper manoeuvre.
unacceptable to the medical assessor. (379) Lumen (Lm).—The luminous flux emitted in
(369) Limit Loads.—The maximum loads assumed a solid angle of 1 steradian by a point
to occur in the anticipated operating source having a uniform intensity of 1
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conditions. candela.
(370) Line check. A check given to a pilot by a (380) Lux (Lr).—The illuminance produced by a
check pilot to evaluate the pilot’s operational luminous flux of 1 lumen uniformly
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competency during line operating flight time distributed over a surface of 1 square metre.
in an aircraft type he/she is qualified to fly, (381) Mach Number Indicator.—An indicator that
over a route and area in which the AOC is shows airspeed as a function of the Mach
authorised to operate. number.
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(371) Line Maintenance.—Any unscheduled (382) Maintenance.—The performance of tasks
maintenance resulting from unforeseen required to ensure the continuing
events, or scheduled checks that contain airworthiness of an aircraft, including any
servicing and/or inspections that do not one or combination of overhaul, inspection,
require specialised training, equipment or replacement, defect rectification, and the
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facilities. embodiment of a modification or repair.
(372) Line Operating Flight Time.—Flight time (383) Maintenance Control Manual.—A document
recorded by the PIC or Co-Pilot while in that describes the operator’s procedures
revenue service for an AOC holder. necessary to ensure that all scheduled and
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(373) Line Oriented Flight Training (LOFT).— unscheduled maintenance is performed on
Training in a simulator with a complete crew the operator’s aircraft on time and in a
using representative flight segments which controlled and satisfactory manner.
(384) Maintenance Organisation’s Procedures
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contain normal, abnormal and emergency

procedures that may be expected in line Manual.—A document endorsed by the
operations. head of the maintenance organisation which
(374) Line-Oriented Simulation.—Simulation details the maintenance organisation’s
conducted using operational-oriented flight structure and management responsibilities,
scenarios that accurately replicate scope of work, description of facilities,
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interaction among flight crew members and maintenance procedures and quality
between flight crew members and dispatch assurance or inspection systems.
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facilities, other crewmembers, air traffic (385) Maintenance Programme.—A document

control and ground operations. which describes the specific scheduled
(375) Litre (L).—A unit of volume restricted to the maintenance tasks and their frequency of
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measurement of liquids and gases which is completion and related procedures, such as
equal to 1 cubic decimetre. a reliability programme, necessary for the
(376) Load Factor.—The ratio of a specified load safe operation of those aircraft to which it
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to the weight of the aircraft, the former being applies.

expressed in terms of aerodynamic forces, (386) Maintenance Release.—A document which
inertial forces or ground reactions. contains a certification confirming that the
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(377) Long range overwater flights.—Routes on maintenance work to which it relates has
which an aeroplane may be over water and been completed in a satisfactory manner,
at more than a distance corresponding to either in accordance with the approved data
120 minutes at cruising speed or 740 km and the procedures described in the
(400 NM), whichever is the lesser, away maintenance organisation’s procedures
from land suitable for making an emergency manual or under an equivalent system.
landing.

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(387) Major Alteration.—Major alteration means (394) Materially altered Aircraft.—Aircraft having
an alteration not listed in the aircraft, aircraft powerplants installed other than those for
engine, or propeller specifications – (1) that which it is certified; or alterations to the
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might appreciably affect weight, balance, aircraft or its components that materially
structural strength, performance, power affect flight characteristics.
plant, operations, flight characteristics, or (395) Maximum Diversion Time.—Maximum
other qualities affecting airworthiness ; or (2) allowable range, expressed in time, from a
that cannot be done by elementary point on a route to an en-route alternate
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operations. aerodrome.
(388) Major Modification.—In respect of an (396) Maximum Mass.—Maximum certificated
aeronautical product for which a Type take-off-mass.
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certificate has been issued, a change in the (397) May.—A rule of construction in Part
Type Design that has an appreciable effect, 1.1.1.1(a)(3) that indicates that discretion
or other than a negligible effect, on the mass can be used when performing an act
and balance limits, structural strength, power described in a regulation.
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plant operation, flight characteristics, (398) Medical Assessment.—The evidence
reliability, operational characteristics, or issued by the Authority that the licence
other characteristics or qualities affecting the holder meets specific requirements of
airworthiness or environmental medical fitness.
characteristics of an aeronautical product. (399) Medical Assessor.—A physician, appointed
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(389) Major Repair.—Major repair means a repair: by the Licensing Authority, qualified and
(1) that if improperly done might appreciably experienced in the practice of aviation
affect weight, balance, structural strength, medicine and competent in evaluating and
performance, power plant, operations, flight assessing medical conditions of flight safety
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characteristics, or other qualities affecting significance.
airworthiness ; or (400) Medical Certificate.—A document issued by
(2) that is not done according to accepted the Authority as acceptable evidence of
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practices or cannot be done by elementary physical fitness as required for certain

operations. personnel licence holders.
(390) Manoeuvring Area.—That part of an (401) Medical Examiner.—A physician with
aerodrome to be used for the takeoff, landing training in aviation medicine and practical
and taxiing of aircraft, excluding aprons. knowledge and experience of the aviation
(391) Marker.—An object displayed above ground environment, who is designated by the
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level in order to indicate an obstacle or Licensing Authority to conduct medical

delineate a boundary. examinations of fitness of applicants for
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(392) Marking.—A symbol or group of symbols licences or ratings for which medical
displayed on the surface of the movement requirements are prescribed. Called Aviation
area in order to convey aeronautical Medical examiners (AME) in this Part when
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information. non-CAA physicians are designated to

(393) Master Minimum Equipment List (MMEL).— perform medical examinations.
A list established for a particular aircraft type (402) Meteorological Information.—Meteorological
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by the organisation responsible for the type reports, analysis, forecast, and any other
design with the approval of the State of statement relating to existing or expected
Design containing items, , one or more of meteorological conditions.
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which is permitted to be unserviceable at the (403) Meteorological Office.—An office

commencement of a flight. The MMEL may designated to provide meteorological service
be associated with special operating for international air navigation.
conditions, limitations or procedures. The (404) Metre (m).—The distance travelled by light
MMEL provides the basis for development, in a vacuum during II299 792 458 of a
review, and approval by the Authority of an second.
individual operator’s MEL.

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(405) Minimum descent altitude (MDA) or and taxiing of aircraft, consisting of the
minimum descent height (MDH). A specified manoeuvring area and the apron(s).
altitude or height in a 2D approach operation (413) Navigable Airspace.—The airspace above
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or circling approach operation below which the minimum altitudes of flight prescribed in
descent must not be made without the these Model regulations (Part 8) and
required visual reference. includes airspace needed to insure safety in
Note 1: Minimum descent altitude (MDA) is the takeoff and landing of aircraft.
referenced to mean sea level and minimum (414) Navigational Aids in Nigeria.—
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descent height (MDH) is referenced to the Sytems/Facilities (ground or space based)
aerodrome elevation or to the threshold which have the capability of radiating and
elevation if that is more than 2 m (7 ft) below receiving radio frequency waves or signals
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the aerodrome elevation. A minimum in the airspace for aircraft in flight to utilise
descent height for a circling approach is for monitoring flight progress, approach and
referenced to the aerodrome elevation. landing
Note 2 : The required visual reference means that (415) Nautical Mile (NM).—The length equal to 1
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section of the visual aids or of the approach 852 metres exactly.
area which should have been in view for (416) Navigation of Aircraft.—A function which
sufficient time for the pilot to have made an includes the piloting of aircraft.
assessment of the aircraft position and rate (417) Navigation Specification.—A set of aircraft
of change of position, in relation to the and flight crew requirements needed to
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desired flight path. In the case of a circling support performance-based navigation
approach the required visual reference is the operations within a defined airspace. There
runway environment. are two kinds of navigation specifications :
Note 3 : For convenience when both expressions (i) Required navigation performance (RNP)
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are used they may be written in the form specification.—A navigation specification
“minimum descent altitude/height” and based on area navigation that includes the
abbreviated “MDA/H”. requirement for performance monitoring and
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(406) Minimum Equipment List (MEL).—A list alerting, designated by the prefix RNP, e.g.
approved by the Authority which provides for RNP 4, RNP APCH ;
the operation of aircraft, subject to specified (ii) Area navigational (RNAV) specification.—A
conditions, with particular equipment navigation specification based on area
inoperative, prepared by an operator in navigation that does not include the
conformity with, or more restrictive than, the requirement for performance monitoring and
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Master Minimum Equipment List established alerting, designated by the prefix RNAV, e.g.
for the aircraft type. RNAV 5, RNAV 1 ;
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(407) Minor.—A minor repair means a repair other Note 1: The Performance-based Navigation
than a major repair. (PBN) Manual (Doc 9613), Volume II,
(408) Minor Modification.—A modification other contains detailed guidance on navigation
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than a major modification. specifications.

(409) Minister.—This term means the Minister Note : 2—The term RNP, previously defined as “a
responsible for civil aviation. statement of the navigation performance
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(410) Modification.—The alteration of an necessary for operation within a defined

aircraft/aeronautical product in conformity airspace”, has been removed from this
with an approved standard. Annex as the concept of RN P has been
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(411) Mole (mol).—The amount of substance of a overtaken by the concept of PBM. The term
system which contains as many elementary RNP in this Annex is now solely used in the
entities as there are atoms in 0.012 kilogram context of navigation specifications that
of carbon-12. require performance monitoring and alerting,
(412) Movement Area.—That part of an e.g. RNP 4 refers to the aircraft and
aerodrome to be used for takeoff, landing operating requirements, including a 4 NM
lateral performance with on-board

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performance monitoring and alerting that are plane intersects the centreline of the runway
detailed in Doc 9613. and proceeding to a point at least 450 m
(418) Newton (N).—The force which when applied (1,500) feet from the beginning point.
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to a body having a mass of 1 kilogram gives Thereafter, the centreline coincides with the
it an acceleration of 1 metre per second takeoff path over the ground for the runway
squared. (in the case of takeoffs) or with the
(419) Night.—The hours between the end of instrument approach counterpart (for
evening civil twilight and the beginning of landings), or where the applicable one of
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morning civil twilight or such other period these paths has not been established, it
between sunset and sunrise. Civil twilight proceeds consistent with turns of at least 1.2
ends in the evening when the centre of the km (4,000 foot) radius until a point is
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sun’s disc is 6 degrees below the horizon reached beyond which the obstruction
and begins in the morning when the centre clearance plane clears all obstructions. This
of the sun’s disc is 6 degrees below the area extends laterally 60 m (200 feet) on
horizon. each side of the centreline at the point
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(420) Obstacle.—All fixed (whether temporary or where the obstruction clearance plane
permanent) and mobile objects, or parts intersects the runway and continues at this
thereof, that are located on an area intended width to the end of the runway; then it
for the surface movement of aircraft or that increases uniformly to150 m (500 feet) on
extended above a defined surface intended each side of the centreline at a point 450 m
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to protect aircraft in flight. (1,500 feet) from the intersection of the
(421) Obstacle clearance altitude (OCA) or obstruction clearance plane with the runway;
obstacle clearance height(OCH).—The thereafter, it extends laterally 150 m (500
lowest altitude or the lowest height above the feet) on each side of the centreline.
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elevation of the relevant runway threshold or (423) Obstacle Free Zone (OFZ).—The airspace
the aerodrome elevation as applicable, using above the inner approach surface, inner
in establishing compliance with appropriate transitional surfaces and balked landing
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obstacle clearance criteria. surface and that portion of the strip bounded
Note 1: Obstacle clearance altitude is referenced by these surfaces, which is not penetrated
to mean sea level and obstacle clearance by any fixed obstacle other than a low-mass
height is referenced to the threshold and frangibly mounted one required for air
elevation or in the case of non-precision navigation purposes.
approach procedures to the aerodrome (424) Obstacle Limitation Surfaces.—Series of
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elevation or the threshold elevation if that is surfaces that define the volume of airspace
more than 2 m (7 ft) below the aerodrome at and around an aerodrome to be kept free
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elevation. An obstacle clearance height for a of obstacle in order to permit the intended
circling approach procedure is referenced to aircraft operations to be conducted safely
the aerodrome elevation. and to prevent the aerodrome from
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Note 2 : For convenience when both expressions becoming unusable by the growth of
are used they may be written in the form obstacles around the aerodrome.
“obstacle clearance altitude/height” and (425) Ohm ( ).—The electric resistance between
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abbreviated “OCA/H.” two points of a conductor when a constant

(422) Obstruction Clearance Plane.—A plane difference of potential of 1 volt, applied
sloping upward from the runway at a slope of between these two points, produces in this
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1:20 to the horizontal, and tangent to or conductor a current of 1 ampere, this

clearing all obstructions within a specified conductor not being the source of any
area surrounding the runway as shown in a electromotive force.
profile view of that area. In the plane view, (426) Operating Position.—An air traffic control
the centreline of the specified area coincides function performed within or directly.
with the centreline of the runway, beginning (427) Operating Base.—The location from which
at the point where the obstruction clearance operational control is exercised.

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Note : An operating base is normally the location in which case a forced landing may be
where personnel involved in the operation of required.
the aeroplane work and the records (434) Operations in performance Class 3.—
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associated with the operation are located. An Helicopter operations in performance such
operating base has a degree of permanency that, in the event of an engine failure at any
beyond that of a regular point of call. time during the flight, a forced landing will be
(428) Operational Control.—The exercise of required.
authority over the initiation, continuation, (435) Operations Specifications.—The
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diversion or termination of a flight in the authorisations, conditions and limitations
interest of the safety of the aircraft and the associated with the air operator certificate
regularity and efficiency of the flight. and subject to the conditions in the
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(429) Operational Flight Plan.—The operator’s operations manual.
plan for the safe conduct of the flight based Note : The operations specifications are part of an
on considerations of aircraft performance, operator’s certificate (air operator certificate,
other operating limitations, and relevant approved training organisation certificate,
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expected conditions on the route to be approved maintenance organisation
followed and at the aerodromes or heliports certificate, etc.) that is used to administer
concerned. safety standards and define the provisions
(430) Operational Personnel.—Personnel involved and limitations within which the operator
in aviation activities who are in a position to may conduct business operations.
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report safety information. Operations specifications are issued by the
Note :—Such personnel include, but are not Authority and considered a legal, contractual
limited to flight crews ; air traffic controllers ; agreement between the Authority and the
aeronautical station operators ; maintenance operator.
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technicians ; personnel of aircraft design and (436) Operator.—A person, organisation or
manufacturing organizations ; cabin crews ; enterprise engaged in or offering to engage
flight dispatchers, apron personnel and in an aircraft operation (ICAO). Any person
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ground handling personnel. who causes or authorises the operation of

(431) Operations Manual.—A manual containing an aircraft, such as the owner, lessee, or
procedures, instructions and guidance for bailee of an aircraft.
use by operational personnel in the Note : In the context of remotely piloted aircraft,
execution of their duties. an aircraft operation includes the remotely
(432) Operations in performance Class 1.— piloted aircraft system.
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Helicopter operations in performance such (437) Operator’s Maintenance Control Manual.—

that, in the event of critical engine failure, A document which describes the operator’s
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performance is available to enable the procedures necessary to ensure that all

helicopter to safety continue the flight to an scheduled and unscheduled maintenance is
appropriate landing area, unless the failure performed on the operator’s aircraft on time
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occurs prior to reaching the take-off decision and in a controlled and satisfactory manner.
point (TDP) or after passing the landing (438) Ornithopter.—A heavier-than-air aircraft
decision point (LDP), in which cases the supported in flight chiefly by the reactions of
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helicopter must be able to land within the the air on planes to which a flapping motion
rejected take-off or landing area. is imparted.
(433) Operations in Performance Class 2.— (439) Overhaul.—The restoration of an
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Helicopter operations in performance such aircraft/aeronautical product using methods,

that, in the event of critical engine failure, techniques, and practices acceptable to the
performance is available to enable the Authority, including disassembly, cleaning,
helicopter to safety continue the flight to an and inspection as permitted, repair as
appropriate landing area, except when the necessary, and reassembly ; and tested in
failure occurs early during the take-off accordance with approved standards and
manoeuver or late in the landing manoeuver, technical data, or in accordance with current

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standards and technical data acceptable to (447) Performance Class 1 Helicopter.—A

the Authority, which have been developed helicopter with performance such that, in
and documented by the State of Design, case of engine failure it is able to land on the
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holder of the type certificate, supplemental rejected take-off area or safely continue the
type certificate, or a material, part, process, flight to an appropriate landing area.
or appliance approval under Parts (448) Performance Class 2 Helicopter.—A
Manufacturing Authorisation (PMA) or helicopter with performance such that, in
Technical Standard Order (TSO). case of engine failure, it is able to safely
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(440) Overpack.—An enclosure used by a single continue the flight, except when the failure
shipper to contain one or more packages occurs prior to a defined point after take-off
and to form one handling unit for or after a defined point before landing, in
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convenience of handling and stowage. which case a forced landing may be
(441) Package.—The complete product of the required.
packing operation consisting of the (449) Performance Class 3 Helicopter.—A
packaging and its contents prepared for helicopter with performance such that, in
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transport. case of engine failure at any point in the
(442) Packaging.—Receptacles and any other flight profile, a forced landing must be
components or materials necessary for the performed.
receptacle to perform its containment. (450) Performance Criteria.—A simple, evaluative
(443) Pascal (Pa).—The pressure or stress of 1 statement on the required outcome of the
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newton per square meter. competency element and a description of
(444) Passenger Aircraft.—An aircraft that carries the criteria used to judge if the required level
any person other than a crew member, an of performance has been achieved.
operator’s employee in an official capacity, (451) Person.—Any individual, firm, partnership,
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an authorized representative of an corporation, company, association, joint
appropriate national authority or a person stock association, or body politic, and
accompanying a consignment or other includes any trustee, receiver, assignee, or
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cargo. other similar representative of these entities.

(445) Passenger Exit Seats.—Those seats having (Law)
direct access to an exit, and those seats in a (452) Pilot in Command.—The pilot responsible
row of seats through which passengers for the operation and safety of the aircraft
would have to pass to gain access to an exit, during flight time. The pilot designated by
from the first seat inboard of the exit to the the operator, or in the case of general
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first aisle inboard of the exit. A passenger aviation, the owner, as being in command
seat having “direct access” means a seat and charged with the safe conduct of the
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from which a passenger can proceed directly flight.

to the exit without entering an aisle or (453) Pilot-in-Command (PIC) under
passing around an obstruction. Supervision.—Co-pilot performing, under the
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(446) Performance-based Navigation (PBN).— supervision of the PIC, the duties and
Area navigation based on performance functions of a PIC, provided that the method
requirements for aircraft operating along an of supervision employed is acceptable to the
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ATS route, on an instrument approach Licensing Authority.

procedure or in a designated airspace. (454) Pilot Time—That time a person—
Note : Performance requirements are expressed (i) Serves as a required pilot ;
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in navigation specifications (RNAV (ii) Receives training from an authorised

specification, RNP specification) in terms of instructor in an aircraft, or an approved flight
accuracy integrity, continuity, availability and simulation training device ; or
functionality needed for the proposed (iii) Gives training as an authorised instructor in
operation in the context of a particular an aircraft, or an approved flight simulation
airspace concept. training device.

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(455) Pilot (to).—To manipulate the flight controls (467) Pressure-altitude.—An atmospheric
of an aircraft during flight time. pressure expressed in terms of altitude
(456) Point of No Return.—The last possible which corresponds to that pressure in the
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geographic point at which an aeroplane can Standard Atmosphere.
proceed to the destination aerodrome as well (468) Pressurised Aircraft.—For airman-licensing
as to an available en route alternate purposes, means an aircraft that has a
aerodrome for a given flight. service ceiling or maximum operating
(457) Policy.—A document containing a position altitude, whichever is lower, above 25,000
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or stance regarding a specific issue. feet MSL.
(458) Powered-lift.—A heavier-than-air aircraft (469) Preventive Maintenance.—Simple or minor
capable of vertical takeoff, vertical landing, preservation operations and the
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and low speed flight that depends principally replacement of small standard parts not
on enginedriven lift devices or engine thrust involving complex assembly operations.
for lift during these flight regimes and on (470) Problematic use of Substances.—The use
nonrotating airfoil(s) for lift during horizontal of one or more psychoactive substances by
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flight. aviation personnel in a way that :
(459) Powerplant.—The system consisting of all (i) Constitutes a direct hazard to the user or
the engines, drive system components (if endangers the lives, health or welfare of
applicable), and propellers (if installed), their others ; and/or
accessories, ancillary parts, and fuel and oil (ii) Causes or worsens an occupational, social,
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systems installed on an aircraft but excluding mental or physical problem or disorder.
the rotors for a helicopter. (471) Procedure.—A way of documenting a
(460) Power-Unit.—A system of one or more process.
engines and ancillary parts which are (472) Process.—A set of interrelated or interacted
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together necessary to provide thrust, activities which transforms inputs into
independently of the continued operation of outputs.
any other powered-unit(s), but not including (473) Proficiency Check.—A competency test by
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short period thrust-producing devices. a licence holder on the areas of operations

(461) Practical Test.—See Skill test. contained in the skill test for a particular
(462) Pressure altitude.—An atmospheric licence, certificate, rating, or authorisation
pressure expressed in terms of altitude that is conducted by an authorized
which corresponds to that pressure in the representative of the Authority.
Standard Atmosphere. (474) Prohibited Area.—An airspace of defined
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(463) Primary Standard.—A standard defined and dimensions, above the land areas or
maintained by a State Authority and used to territorial waters of a State, within which the
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calibrate secondary standards. flight of aircraft is prohibited.

(464) Printed Communications.—Communications (475) Propeller.—A device for propelling an
which automatically provide a permanent aircraft that has blades on a power plant
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printed record at each terminal of a circuit of driven shaft and that, when rotated,
all messages which pass over such circuit. produces by its action on the air, a thrust
(465) Pre-flight Inspection.—The inspection approximately perpendicular to its plane of
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carried out before flight to insure that the rotation. It includes control components
aircraft is fit for the intended flight. normally supplied by its manufacturer, but
(466) Prescribed.—A rule of construction in Part does not include main and auxiliary rotors or
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1.1.1.1.(a)(8) that means the Authority has rotating airfoils of powerplants.

issued written policy or methodology which (476) Proper Shipping Name.—The name to be
imposes either a mandatory requirement, if used to describe a particular article or
the written policy or methodology states substance in all shipping documents and
“shall,” or a discretionary requirement if the notifications and, where appropriate, on
written policy or methodology states “may.” packaging.

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(477) Psychoactive Substances.—Alcohol, opiods, whether these arrangements are

canabinoids, sedatives and hypnotics, implemented effectively and are suitable to
cocaine, other psychostimulants, achieve objectives.
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hallucinogens, and volatile solvents, (484) Quality Control.—The regulatory inspection
whereas coffee and tobacco are excluded. process through which actual performance
(478) Psychosis.—A mental disorder in which the is compared with standards, such as the
individual has manifested delusions, maintenance of standards of manufactured
hallucinations, grossly bizarre or aeronautical products, and any difference is
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disorganised behaviour, or other commonly acted upon.
accepted symptoms of this condition; or the (485) Quality inspection.—That part of quality
individual may reasonably be expected to management involving quality control. In
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manifest delusions, hallucinations, grossly other words, inspections accomplished to
bizarre or disorganized behaviour, or other observe events/actions/documents, etc., in
commonly accepted symptoms of this order to verify whether established
condition. operational procedures and requirements
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(479) Public Aircraft.—An aircraft used exclusively are fulfilled during the accomplishment of
in the service of any government or of any the event or action, and whether the
political jurisdiction thereof, including the required standard is achieved. Student
Government of Nigeria but not including any stage checks and skill tests are quality
government owned aircraft engaged in inspections, and they are also quality control
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operations which meet the definition of functions.
commercial air transport operations. (486) Quality Management.—A management
(480) Qualification based Training.—Training approach focused on the means to achieve
designed to ensure that graduates product or service quality objectives through
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demonstrate the necessary minimum skill, the use of its four key components: quality
knowledge and experience levels to meet planning; quality control; quality assurance;
the qualification requirements of the licence, and quality improvement.
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rating or privilege. (487) Quality Manager.—The manager

(481) Quality.—The totality of features and responsible for the monitoring function and
characteristics of a product or service that for requesting remedial action. In an ATO,
bear on its ability to satisfy stated or implied the Quality Manager is responsible directly
needs. to the Head of Training.
(482) Quality Assurance.—Quality assurance, as (488) Quality Manual.—The document containing
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distinguished from quality control, involves the relevant information pertaining to the
activities in the business, systems, and approved training organisation’s quality
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technical audit areas. A set of assurance system.

predetermined, systematic actions which are (489) Quality of Training.—The outcome of the
required to provide adequate confidence that training that meets stated or implied needs
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a product or service satisfies quality within the framework of set standards.

requirements. (490) Quality System.—Documented
(i) Quality Assurance (as related to ATO).—All the organisational procedures and policies;
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planned and systematic actions necessary to internal audit of those policies procedures;
provide adequate confidence that all training management review and recommendation
activities satisfy given standards and for quality improvements.
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requirements, including the ones specified (491) Radian (rad).—The plane angle between
by the approved training organisation in two radii of a circle which cut off on the
relevant manuals. circumference an arc equal in length to the
(483) Quality Audit—A systematic and radius.
independent examination to determine (492) Radiotelephony.—A form of radio
whether quality activities and related results communication primarily intended for the
comply with planned arrangements and

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exchange of information in the form of certificate has lapsed that re-issues the
speech. privileges of the licence, rating, authorisation
(493) Rated Air Traffic Controller.—An air traffic or certificate for a further specified period
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controller holding a licence and valid ratings consequent upon the fulfilment of specified
appropriate to the privileges to be exercised. requirements.
(494) Rated Thrust.—For engine emissions (502) Remote Pilot.—A person charged by the
purposes, the maximum takeoff thrust operator with duties essential to the
approved by the certificating authority for use operation of a remotely piloted aircraft and
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under normal operating conditions at ISA who manipulates the flight controls, as
sea level static conditions, and without the appropriate, during flight time.
use of water injection. Thrust us expressed (503) Remote Pilot Station—The component of
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in kilonewtons. the remotely piloted aircraft system
(495) Rating.—An authorisation entered on or containing the equipment used to pilot the
associated with a licence or certificate and remotely piloted aircraft.
forming part thereof, stating special (504) Remotely piloted Aircraft (RPA).—An
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conditions, privileges or limitations pertaining unmanned aircraft which is piloted from a
to such licence or certificate. remote pilot station.
(496) Rebuild.—The restoration of an (505) Remotely piloted aircraft system (RPAS).—
aircraft/aeronautical product by using A remotely piloted aircraft, its associated
methods, techniques, and practices remote pilot station(s), the required
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acceptable to the Authority, when it has been command and control links and any other
disassembled, cleaned, inspected as components as specified in the type design.
permitted, repaired as necessary, (506) Renewal of Licence, Rating, Authorisation
reassembled, and tested to the same or Certificate.— The administrative action
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tolerances and limits as a new item, using taken within the period of validity of a
either new parts or used parts that conform licence, rating, authorisation or certificate
to new part tolerances and limits. that allows the holder to continue to exercise
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(497) Rendering (a certificate of airworthiness) the privileges of a licence, rating,

Valid.—The action taken by a Contracting authorisation or certificate for a further
State, as an alternative to issuing its own specified period consequent upon the
Certificate of Airworthiness, in accepting a fulfilment of specified requirements.
Certificate of Airworthiness issued by any (507) Repair.—
other Contracting State as the equivalent of (i) The restoration of an aeronautical product to
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its own Certificate of Airworthiness. an airworthy condition as defined by the

(498) Reference Pressure Ratio.—The ratio of the appropriate airworthiness requirements.
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mean total pressure at the last compressor (ii) The restoration of an aeronautical product to
discharge plane of the compressor to the an airworthy condition to ensure that the
mean total pressure at the compressor entry aircraft continues to comply with the design
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plane when the engine is developing take– aspects of the appropriate airworthiness
off thrust rating in ISA sea level static requirements used for the issuance of the
conditions. type certificate for the respective aircraft
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Note : Methods of measuring reference pressure type, after it has been damaged or subjected
ratio are given in Appendix 1. to wear.
(499) Reference Standard.—A standard that is (508) Repetitive flight plan (RPL).—A flight plan
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used to maintain working standards. related to a series of frequently recurring,

(500) Register.—Means the register of Nigeria regularly operated individual flights with
Civil Aircraft referred to in part 4 of these identical basic features, submitted by an
regulations. operator for retention and repetitive use by
(501) Re-issue of a Licence, Rating, Authorisation ATC units.
or Certificate.— The administrative action
taken after a licence, rating, authorisation or

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(509) Reporting Point.—A specified geographical (519) Rotorcraft Flight Manual.—A manual,
location in relation to which the position of associated with the certificate of
the aircraft can be reported. airworthiness, containing limitations within
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(510) Required Communication Performance which the rotorcraft is to be considered
(RCP).—A statement of the performance airworthy, and instructions and information
requirements for operational communication necessary to the flight crew members of the
in support of specific ATM functions. safe operation of the rotorcraft.
(511) Required Communication Performance type (520) Rotorcraft Load Combinations.—
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(RCP Type).— A label (e.g. RCP 240) that Configurations for external loads carried by
represents the values assigned to RCP rotorcraft—
parameters for communication transaction (i) Class A.—external load fixed to the rotorcraft,
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time, continuity, availability and integrity. cannot be jettisoned, and does not extend
(512) Required inspection items.—As used in Part below the landing gear, used to transport
5, maintenance items and/or alterations that cargo ;
must be inspected by a person other than (ii) Class B.—external load suspended from the
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the one performing the work, and include at rotorcraft, which can be jettisoned, and is
least those that could result in a failure, transported free of land or water during
malfunction, or defect endangering the safe rotorcraft operations ;
operation of the aircraft, if not properly (iii) Class C.—external load suspended from the
performed or if improper parts or materials rotorcraft, which can be jettisoned, but
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are used. remains in contact with land or water during
(513) Required navigation performance (RNP).— rotorcraft operation ;
A statement of the navigation performance (iv) Class D.—external load suspended from the
necessary for operations with a defined rotorcraft for the carriage of persons.
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airspace. (521) Route Sector.—A flight comprising take off,
(514) Rescue Co-ordination Centre.—A unit departure, cruise of not less than 15
responsible for promoting efficient minutes, arrival, approach and landing
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organization of search and rescue services phases.

and for coordinating the conduct of search (522) RPA Observer.—A trained and competent
and rescue operations within a search and person designed by the operator who, by
rescue region. visual observation of the remotely piloted
(515) Rest Period.—A continuous and defined aircraft, assists the remote pilot in the safe
period of time, subsequent to and/or prior to conduct of the flight.
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duty, during which flight or cabin crew (523) Runway.—A defined rectangular area on a
members are free of all duties. land aerodrome prepared for the landing
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(516) Restricted Area.—An airspace of defined and takeoff of aircraft.

dimensions, above the land areas or (524) Runway-holding position.—A designated
territorial waters of a State, within which the position intended to protect a runway, an
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flight of aircraft is restricted in accordance obstacle limitation surface, or an ILS/MLS

with certain specified conditions. critical/ sensitive area at which taxiing
(517) RNP Type.—A containment value aircraft and vehicles shall stop and hold,
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expressed as a distance in nautical miles unless otherwise authorised by the

from the intended position within which aerodrome control tower.
flights would be for at least 95 per cent of the (525) Runway Strip.—A defined area including
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total flying time. Example.—RNP 4 the runway and stopway, if provided,

represents a navigation accuracy of plus or intended :
minus 7.4 km (4NM) on a 95 per cent (i) to reduce the risk of damage to aircraft running
containment basis. off a runway ; and
(518) Rotorcraft.— A power-driven heavier-than- (ii) to protect aircraft flying over it during take-off
air aircraft supported in flight by the reactions or landing operations.
of the air on one or more rotors.

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(526) Runway Visual Range (RVR).—The range (538) Satisfactory evidence.—A set of documents
over which the pilot of an aircraft on the or activities that a Contracting State accepts
centre line of a runway can see the runway as sufficient to show compliance with an
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surface markings or the lights delineating the airworthiness requirement.
runway or identifying its centre line. (539) Second (s).—The duration of 9 192 63 1
(527) Safe Forced Landing.—Unavoidable landing 770 periods of the radiation corresponding
or ditching with a reasonable expectancy of to the transition between the two hyperfine
no injuries to persons in the aircraft or on the levels of the ground state of the caesium-
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surface. 133 atom.
(528) Safety.—The State in which risks associated (540) Secondary standards.—A standard
with aviation activities, related to, or in direct maintained by comparison with a primary
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support of the operation of aircraft, are standard.
reduced and controlled to an acceptable (541) Serious incident.—An incident involving
level. circumstances indicated that an accident
(529) Safety-sensitive personnel.—Persons who nearly occurred.
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might endanger aviation safety if they (542) Serious injury.—An injury which is
perform their duties and functions improperly sustained by a person in an accident and
including, but not limited to, crew members, which :
aircraft maintenance personnel and air traffic (i) Requires hospitalisation for more than 48
controllers. hours, commencing within seven days from
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(530) Safety Management System (SMS).—A the date the injury was received ;
systematic approach to managing safety, (ii) Results in a fracture of any bone (except
including the necessary organisational simple fractures of fingers, toes or nose) ; or
structures, accountabilities, policies and (iii) Involves lacerations which cause severe
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procedures. haemorrhage, nerve, muscle or tendon
(531) Safety Performance.—A state or a service damage ; or
provider’s safety achievement as defined by (iv) Involves injury to any internal organ ; or
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its safety performance targets and safety (v) Involves second or third degree burns, or any
performance indicators. burns affecting more than 5% of the body
(532) Safety performance indicator.—A data- surface ; or
based parameter used for monitoring and (vi) Involves verified exposure to infectious
assessing safety performance. substances or injurious radiation.
(533) Safety performance Target.—The planned (543) Shall.—A rule of construction in Part
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or intended objective for safety performance 1.1.1.1(a)(1) that indicates a mandatory

indicator(s) over a given period. requirement.
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(534) Safety programme.—An integrated set of (544) Shoulder.—An area adjacent to the edge of
regulations and activities aimed at improving a pavement so prepared as to provide a
safety. transition between the pavement and the
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(535) Safety recommendation.—A proposal of the adjacent surface.

accident investigation authority of the State (545) Siemens (S).—The electric conductance of
conducting the investigation, based on a conductor in which a current of 1 ampere
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information derived from the investigation is produced by an electric potential

made with the intention of preventing difference of 1 volt.
accidents or incidents. (546) Sievert (Sv).—The unit of radiation dose
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(536) Safety Risk.—The Predicted probability and equivalent corresponding to 1 joule per
severity of the consequences or outcomes of kilogram.
a hazard. (547) SIGMET information.—Information issued
(537) Satellite Aviation Training Organisation.—An by a meteorological watch office concerning
aviation training organization at a location the occurrence or expected occurrence of
other than the aviation training organisation’s specified
principal place of business.

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en-route weather phenomena which may affect propeller, o appliance, but which at the time
the safety of aircraft operations. are not installed therein or attached thereto.
(548) Signal Area.—An area on an aerodrome (559) Special aircraft jurisdiction of Nigeria.—This
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used for the display of ground signals. includes:
(549) Signature.—An individual’s unique (i) Civil aircraft of Nigeria ; and
identification used as a means of (ii) Any other aircraft within the jurisdiction of
authenticating a record entry or record. A Nigeria, while the aircraft is in flight, which is
signature may be hand-written, electronic, or from the moment when all external doors
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any other form acceptable to the Authority. are closed following embarkation until the
(550) Signed Maintenance Release.—To certify moment when one such door is opened for
that maintenance work has been completed disembarkation or, in case of a forced
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satisfactorily in accordance with the landing, until the competent authorities take
applicable Standards of airworthiness, by over the responsibility of the aircraft and the
issuing the maintenance release referred to persons and property aboard.
in Part 5. (560) Special Curricula.—A closely supervised,
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(551) Significant.—In the context of the medical systematic and continuous course of
provisions in Part 2.11, significant means to training, conforming to a planned syllabus or
a degree or of a nature that is likely to curriculum, and conducted in an approved
jeopardize flight safety. training organisation.
(552) Significant point.—A specified geographical (561) Special VFR flight.—A VFR flight cleared by
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location used in defining an ATS route or the air traffic control to operate within a control
flight path of an aircraft and for other zone in meteorological conditions below
navigation and ATS purposes. VMC.
(553) Skill Test.—A competency test on the areas (562) Specialised Maintenance.—Any
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of operations for a licence, certificate, rating, maintenance not normally performed by an
or authorisation that is conducted by having AMO (e.g., tire retreating, plating, etc.)
the applicant respond to questions and (563) Specific Operating Provisions.—The
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demonstrate manoeuvres in flight, or in an Specific Operating Provisions describe the

approved flight simulation training device, or ratings (Class and/or Limited) in detail and
in a combination of these. will contain or reference material and
(554) Small Aeroplane.—An aeroplane having a process specifications used in performing
maximum certified takeoff mass of less than repair work, along with any limitations
5,700 kg. (12,500 lbs.). applied to the maintenance organisation.
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(555) Smoke.—The carbonaceous materials in The accountable manager and the Authority
exhaust emissions which obscure the sign this document.
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transmission of light. (564) Standard.—An object, artifact, tool, test

(556) Smoke Number.—The dimensionless term equipment, system, or experiment that
quantifying smoke emissions (see 3 of stores, embodies, or otherwise provides a
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Appendix 2). physical quantity, which serves as the basis

(557) Solo Flight.—Flight time during which a for measurement of the quantity. It also
student pilot is the sole occupant of the includes a document describing the
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aircraft, or that flight time during which the operations and process that must be
student acts as a PIC of a gas balloon or an performed in order for a particular end to be
airship requiring more than one flight achieved.
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crewmember. (565) Standard Atmosphere.—An atmosphere

(558) Spare parts.—Any parts, appurtenances, defined as follows :
and accessories of aircraft (other than (a) the air is a perfect dry gas ;
aircraft engines and propellers), of aircraft (b) the physical constants are—
engines (other than propellers), of propellers,
and of appliances, maintained for installation Sea level mean molar mass :
or use in an aircraft, aircraft engine,

PART A 0 04-03-2021

M0 = 28.964 420 × 10–3 kg mol–1 (570) State of Occurrence.—The State in the

— Sea level atmospheric pressure : territory of which an accident or incident
P0 = 1 013.250 hPa occurs.
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— Sea level temperature : (571) State of the Operator.—The State in which
t0 = 15°C the operator’s principal place of business is
T0 = 288.15 K located, or, if there is no such place of
— Sea level atmospheric density : business, the operator’s permanent
ñ0 = 1.225 0 kg m–3 residence.
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— Temperature of the ice point : (572) State of Origin.—The State in the territory of
Ti = 273.15 K which the consignment is first to be loaded
— Universal gas constant : on an aircraft.
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R* = 8.314 32 JK–1mol–1 (573) State of Registry.—The State on whose
register an aircraft is entered.
(c) the temperature gradients are : Note : In the case of the registration of aircraft of
an international operating agency on other
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Geo-potential altitude Temperature than a national basis, the States constituting
gradient the agency are jointly and severally bound to
(Kelvin per assume the obligations which, under the
FROM TO standard Chicago Convention, attached to a State of
geopotential Registry. See, in this regard the Council
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kilometre) Resolution of 14 December 1967 on
-5.0 11.0 -6.5 Nationality and Registration of Aircraft
11.0 20.0 0.0 Operated by International Operating
20.0 32.0 +1.0 Agencies which can be found in Policy and
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32.0 47.0 +2.8 Guidance Material on the Economic
47.0 51.0 0.0 Regulation of International Air Transport
51.0 71.0 -2.8 (Doc 9587).
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71.0 80.0 -2.0 (574) State safety programme.—An integrated set

Note 1.—The standard geopotential metre has the of regulations and activities aimed at
value 9.80665 m2 s–2. improving safety.
Note 2.— See Doc 7488 for the relationship (575) Station Declination.—An alignment variation
between the variables and for tables giving between the zero degree radial of a VOR
and true north, determined at the time the
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the corresponding values of temperature,

pressure, density and geopotential. VOR station is calibrated.
Note 3.— Doc 7488 also gives the specific weight, (576) Steradian (sr).—The solid angle which,
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dynamic viscosity, kinematic viscosity and having its vertex in the centre of a sphere,
speed of sound at various altitudes cuts off an area of the surface of the sphere
(566) State of Aerodrome.—The State in whose equal to that of a square with sides of length
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territory the aerodrome is situated. equal to the radius of the sphere

(567) State of Destination.—The State in the (577) Substantial Damage.—Damage or failure
territory the territory of which the which adversely affects the structural
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consignment is finally to be unloaded from strength, performance, or flight

an aircraft. characteristics of the aircraft, and which
(568) State of Design.—The State having would normally require major repair or
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jurisdiction over the organization responsible replacement of the affected component.

for the type design. Engine failure or damage limited to an
(569) State of Manufacture.—The State having engine if only one engine fails or is
jurisdiction over the organisation responsible damaged, bent fairings or cowling, dented
for the final assembly of the aircraft. skin, small punctured holes in the skin or
fabric, ground damage to rotor or propeller
blades, and damage to landing gear,

PART A 0 04-03-2021

wheels, tires, flaps, engine accessories, allow landing aeroplanes to turn off at higher
brakes, or wingtips are not considered speeds than are achieved on other exit
“substantial damage for the purpose of this taxiways thereby minimising runway
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substantial damage relating to an aircraft occupancy times.
accident. (587) Technical log.—A document carried on an
(578) Syllabus (Training).—The detailed summary aircraft that contains information to meet
or outline describing the main points of a ICAO requirements; a technical log contains
course. two independent sections: a journey record
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(579) Synthetic Flight Trainer.—See Flight section and an aircraft maintenance record
simulation training device. section.
(580) Synthetic Vision System.—A system to (588) Technical Instructions.—The Technical
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display data-derived synthetic images of the Instructions for the Safe Transport of
external scene from the perspective of the Dangerous Goods by Air (Doc 9284),
flight deck. approved and issued periodically in
(581) Take off and initial Climb Phase.—That part accordance with the procedure established
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of the flight from the start of take-off to 300m by the ICAO Council.
(1000ft) above the elevation of the FATO, if (589) Terminal Control Area.—A control area
the flight is planned to exceed this height, or normally established at the confluence of
to the end of the climb in the other cases. ATC routes in the vicinity of one or more
(582) Takeoff decision point.—The point used in major aerodromes.
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determining takeoff performance of a Class 1 (590) Terrain awareness warning system.—A
helicopter from which, an engine failure system that provides the flight crew with
occurring at this point, either a rejected sufficient information and alerting to detect a
takeoff may be made or a takeoff safely potentially hazardous terrain situation and
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continued. so the flight crew may take effective action
(583) Take-off surface.—The part of the surface of to prevent a controlled flight into terrain
an aerodrome which the aerodrome authority (CFIT) event.
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has declared available for the Norman (591) Tesla (T).—The magnetic flux density given
ground or water run of aircraft taking off in a by a magnetic flux of 1 weber per square
particular direction. metre.
(584) Target level of Safety (TLS).—A generic (592) Threat.—As relating to flight, events or
term representing the level of risk which is errors that occur beyond the influence of the
considered acceptable in particular flight crew, increase operational complexity
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circumstances. and which must be managed to maintain the

(585) Taxiing.—Movement of an aircraft on the margin of safety.
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surface of an aerodrome under its own (593) Threat Management—The process of

power, excluding takeoff and landing. detecting and responding to the threats with
(586) Taxiway.— A defined path on a land countermeasures that reduce or eliminate
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aerodrome established for the taxiing of the consequences of threats, and mitigate
aircraft and intended to provide a link the probability of errors or undesired aircraft.
between one part of the aerodrome and (594) Threshold Time.—The range, expressed in
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another, including : time, established by the State of the

(i) Aircraft stand Taxilane.—A portion of an apron Operator, to an en-route alternate
designated as a taxiway and intended to aerodrome, whereby any time beyond
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provide access to aircraft stands only. requires an extended diversion time

(ii) Apron Taxiway.—A portion of a taxiway system operation approval from the State of the
located on an apron Operator.
and intended to provide a through taxi route (595) Tonne (t).—The mass equal to 1 000
across the apron. kilograms.
(iii) Rapid Exit Taxiway.—A taxiway connected to (596) Total Estimated Elapsed Time.—For IFR
a runway at an acute angle and designed to flights, the estimated time required from

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takeoff to arrive over that designated point, (i) Training Manual.—A manual containing the
defined by reference to navigation aids, from training goals, objectives, standards, syllabi,
which it is intended that an instrument and curriculum for each phase of the
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approach procedure will be commenced, or, approved training course.
if no navigation aid is associated with the (ii) Procedures Manual.—A manual containing
destination aerodrome, to arrive over the procedures, instructions and guidance for
destination aerodrome. For VFR flights, the use by personnel of the ATO in the
estimated time required from takeoff to arrive execution of their duties in meeting the
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over the destination aerodrome. requirements of the certificate.
(597) Total Vertical Error (TVE).—The vertical (604) Training Specifications.—A document
geometric difference between the actual issued to an Aviation Training Organisation
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pressure altitude flown by an aircraft and its certificate holder by the Authority that
assigned pressure altitude (flight level). specifies training programme requirements
(598) Traceability.— A characteristic of a and authorises the conduct of training,
calibration, analogous to a pedigree. A checking, and testing with any limitations
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traceable calibration is achieved when each thereof.
Measurement Device and Working Standard, (605) Training to Proficiency.—The process of the
in a hierarchy stretching back to the National check pilot administering each prescribed
Standard, was itself properly calibrated, and manoeuvre and procedure to a pilot as
the results properly documented. The necessary until it is performed successfully
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documentation provides the information during the training period.
needed to show that all calibrations in the (606) Training programme.—Programme that
chain of calibrations were properly consists of courses, courseware, facilities,
performed. flight training equipment, and personnel
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(599) Track.—The projection on the earth’s necessary to accomplish a specific training
surface of the path of an aircraft, the objective. It may include a core curriculum
direction of which path at any point is usually and a specialty curriculum.
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expressed in degrees from North (true, (607) Transfer of Control Point.—A defined point
magnetic or grid). located along the flight path of an aircraft, at
(600) Traffic Avoidance Advice.—Advice provided which the responsibility for providing air
by an air traffic services unit specifying traffic control service to the aircraft is
manoeuvres to assist a pilot to avoid a transferred from one control unit or control
collision. position to the next.
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(601) Traffic Information.—Information issued by (608) Transfer Standard.—Any standard that is

an air traffic services unit to alert a pilot to used to compare a measurement process,
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other known or observed air traffic which system, or device at one location or level
may be in proximity to the position or with another measurement process, system
intended route of flight and to help the pilot or device at another location or level.
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avoid a collision. (609) Transition altitude.—The altitude at or below

(602) Training Manual.—A manual containing the which the vertical position of an aircraft is
training goals, objectives, standards syllabi, controlled by reference to altitudes.
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and curriculum for each phase of the (610) Training Time.—The time spent receiving
approved training course. from an authorized instructor flight training,
(603) Training and Procedures Manual.—A ground training, or simulated flight training in
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manual containing procedures, instructions an approved flight simulation training device.

and guidance for use by personnel of an (611) Training to proficiency.—The process of the
Approved Training Organisation in the check airman administering each prescribed
execution of their duties in meeting the manoeuvre and procedure to a pilot as
requirements of the certificate. It may be a necessary until it is performed successfully
combined manual or separated into a during the training period.
Training Manual and a Procedures Manual—

PART A 0 04-03-2021

(612) Type Certificate.—A document issued by a (624) VFR flight.—A flight conducted in
Contracting State to define the design of an accordance with the visual flight rules.
aircraft type and to certify that this design (625) Visibility.—Visibility for aeronautical
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meets the appropriate airworthiness purposes is the greater of :
requirements of that State. (i) The greatest distance at which a black object o
(613) Ultimate Load.—The limit load multiplied by suitable dimensions, situated near the
the appropriate factor of safety. ground, can be seen and recognised when
(614) Unaided Night Flight.—For a flight in which observed against a bright background ;
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a pilot uses night vision goggles, the portion (ii) The greatest distance at which lights in the
of the flight in which the pilot does not use vicinity of 1,000 candelas can be seen and
night vision goggles to maintain visual identified against an unlit background.
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surface reference. (626) Visual line-of-Sight (VLOS) Operation.—An
(615) Uncertainty Phase.—A situation wherein operation in which the remote pilot or RPA
uncertainty exists as to the safety of an observer maintains direct unaided visual
aircraft and its occupants. contact with the remotely piloted aircraft.
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(616) Undesired Aircraft State.—Occurs when the (627) Visual Meteorological Conditions.—
flight crew places the aircraft in a situation of Meteorological conditions expressed in
unnecessary risk. (ICAO Annex 1). terms of visibility, distance from cloud, and
(617) UN Number.—The four-digit number ceiling, equal to or better than specified
assigned by the United Nations Committee minima.
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of Experts on the Transport of Dangerous (628) VMC.—The symbol used to designate
Goods and on the Globally Harmonized visual meteorological conditions.
System of Classification and Labelling of (629) Volt (V).—he unit of electric potential
Chemicals to identify an article or substance difference and electromotive force which is
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or a particular group of substances. the difference of electric potential between
(618) Unit Load Device.—Any type of freight two points of a conductor carrying a
container, aircraft container, aircraft pallet constant current of 1 ampere, when the
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with a net, or aircraft pallet with a net over an power dissipated between these points is
igloo. equal to 1 watt.
(619) Unmanned free Balloon.—A non-power- (630) Watt (W).—The power which gives rise to
driven, unmanned, lighter-than-air aircraft in the production of energy at the rate of 1
free flight. joule per second.
(620) Unserviceable Area.—A part of the (631) Waypoint.—A specified geographical
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movement area that is unfit and unavailable location used to define an area navigation.
for use by aircraft. (632) Weber (Wb).—The magnetic flux which,
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(621) Validation.—The action taken by Authority linking a circuit of one turn, produces in it an
as an alternative to issuing its own licence, in electromotive force of 1 volt as it is reduced
accepting a licence issued by another to zero at a uniform rate in 1 second.
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Contracting State as the equivalent of its (633) Wet lease.—The lease of an aircraft with
own licence for use on aircraft registered in crew and other back-up.
Nigeria. Also may be referred to as rendering (634) Will.—A rule of construction in Part 1.1.1.1
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a licence valid. (a) (4) that indicates an action incumbent

(622) Validation of a Certificate of upon the Authority.
Airworthiness.—The action taken by the
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Authority, as an alternative to issuing its own

Certificate of Airworthiness, in accepting a
Certificate of Airworthiness issued by any
other Contracting State as the equivalent of
its own Certificate of Airworthiness.
(623) VFR.—The symbol used to designate the
visual flight rules.

PART A 0 04-03-2021

1) A - Aeroplane 40) JAA - Joint Aviation Authorities

2) AAC - All aircraft 41) LOA - Localizer-type Directional Aid.
3) AAME - Authorised Aviation Medical 42) LOC - Localizer.
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Examiner. 43) LORAN - Long-range Navigation.
4) ADF - Automatic Direction Finder
5) AMO - Approved Maintenance
Organisation 44) LRNS - Long Range Navigation
6) AOM - Aircraft Operating Manual. Systems.
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7) AR - Aircraft Repair Specialist 45) MACH - Mach Number Indicator.
8) AS - Airship. 46) MEL - Minimum Equipment List.
9) ATCO - Air Traffic Controller. 47) MPA - Multi-pilot Aeroplane.
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10) B-Balloon. 48) MPH - Multi-pilot Helicopter.
11) CAT - Commercial Air transport or 49) MSL - Mean Sea Level.
approach Category 50) PL - Powered-lift
12) CAT 1 - Category One. 51) PPL - Private Pilot Licence.
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13) CAT IIIA - Category Three A 52) RFM - Rotorcraft Flight Manual.
14) CAT IIIB - Category Three B. 53) RT - Radiotelephony.
15) CAT IIIC - Category Three C. 54) SCA - Senior Cabin Crewmember.
16) CAT - Category. 55) SMS - Safety Management System
17) CFIT - Controlled Flight Into Terrain. 56) SM - Statute Miles.
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18) CVR - Cockpit Voice Recorder. 57) SPA - Single-pilot Aeroplane.
19) DAME - Designated Aircraft 58) SPH - Single-pilot Helicopter.
Maintenance Examiner 59) STC - Supplemental type Certificate
20) DFDE - Designated Flight Dispatcher 60) TACAN - Tactical Air Navigation
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Examiner System.
21) DFEE - Designated Flight Engineer 61) TAWS - Terrain Awareness Warning
Examiner. System.
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22) DMEE - Designated Maintenance 62) TSO - Technical Standard Order

Engineer Examiner. 63) V1 - Takeoff decision speed.
23) OPE - Designated Pilot Examiner. 64) Vmo - Maximum operating speed.
24) DPRE - Designated Parachute Rigger 65) VSM - Vertical Separation Minimum.
Examiner. 66) Vso - Stalling speed or the minimum
25) EASA - European Aviation Safety steady flight speed in the landing
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Agency configuration.
26) ELT (AD) - Automatically deployable
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ELT
27) ELT(AF) - Automatic fixed ELT
28) ELT(AP) - Automatic portable ELT
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29) ELT(S) - Survival ELT.

30) ELT - Emergency Locator transmitter.
31) FAA - Federal Aviation
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ADMINISTRATION (U.S.A.)
32) FD - Flight Dispatcher.
33) FDR - Flight Data Recorder.
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34) FE - Flight Engineer.

35) FI - Flight Instructor.
36) G - Glider.
37) H - Helicopter.
38) IA - Inspection Authorisation.
39) INS - Inertial Navigation System.

PART A 0 04-03-2021

0.15 ABBREVIATIONS
AAL Above Aerodrome Level BECMG Becoming
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ACARS Aircraft Communication Addressing BKN Broken
and Reporting System BL Blank (Intentionally)
ACAS Airborne Collision Avoidance C Celsius (Temperature)
System CAA Civil Aviation Authority
A/C Aircraft C/A 1 Senior cabin Crew Member
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ACC Area Control Centre (SCCM)
ADI Attitude Director Indicator C/A Cabin Crew Member (CCM)
ADREP Accident/Incident Reporting CAM Cabin Crew Member Manual
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System (CCMM)
AEA Association of European CAMO Continuing Airworthiness
Airlines Management Organisation
AFM Aeroplane Flight Manual (or Airplane CAO Cargo Aircraft Only
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Flight Manual) CAT Clear Air Turbulence
AFTN Aeronautical Fixed CAT II Category II All Weather Ops
Telecommunication Network CAT III Category III All Weather Ops
AFIS Aerodrome Flight Information CAVOK Ceiling and Visibility OK
Service CB Cumulonimbus
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AGL Above Ground Level CDL Configuration Deviation List
AIC Aeronautical Information CEM Company Emergency Manual
Circular CEO Chief Executive Officer
AlP Aeronautical Information CFMU Central Flow Management Unit
Publication CG Centre of Gravity
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AIS Aeronautical Information CL Centreline Lights

Service CM Centimeter
AMC Acceptable Means of CM Crew Member
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Compliance CO2 Carbon Dioxide

AMC Aeromedical Centre COM Communications/-Equipment
AMCS Asst. Manager Cabin Services CP Copilot
AME Authorized Medical Examiner CPL Commercial Pilot Licence
AMS Aeromedical Section CRD Child Restraint Device
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AMSL Above Mean Sea Level CRM Crew Resource Management

AOC Air Operator Certificate CTM Crew Training Manual
AOM Aeroplane Operating Manual Dept. Department
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APP Approach Control Office Dev Deviation

APS Accident Prevention Specialist DFO/DOO Director Flight Operation/
APU Auxiliary Power Unit Director of Operations (DFO =
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ASD Accelerate Stop Distance DOO)

ASDA Accelerate Stop Distance DGR Dangerous Goods Regulations
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Available DH Decision Height

ASU Air Starter Unit DIST Distance
ATA Actual Time of Arrival DK Denmark
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ATC Air Traffic Control DME Distance Measuring Equipment

ATD Actual Time of Departure DOC Document
ATIS Automatic Terminal information DOI Dry Operating Index
Service DOM Dry Operating Mass
ATPL Airline Transport Pilot Licence ECAC European Civil Aviation Conference
ATS Air Traffic Service EDP Electronic Data Processing
AVGAS Aviation Gasoline ETA Estimated Time of Arrival

PART A 0 04-03-2021

ETOPS Extended Range Operations In Inch(es)

with Two-Engined Aeroplanes IN2 Square Inch
ETP Equal Time Point INAD Inadmissible
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F Fahrenheit Incl Including
F France Intr. Introduction
FD Flight Director ISA International Standard Atmosphere
FOP Flight Duty Period ISO International Standard
FIC Flight Information Service Organisation
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FL Flight Level KCAS Knots Calibrated Airspeed
FMS Flight Management System KIAS Knots Indicated Airspeed
FOM Flight Operations Manual Kg Kilogram
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FOB Fuel on Board Km Kilometres
FOO Flight Operations Officer KM/H Kilometres per Hour
FPM Feet per Minute KTS Knots
FSM Flight Safety Manual KTA Kilopascal
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FT Feet L Light
FTD Flight Training Device L(LTR) Liter
G Gusts Lb(s) Pound
G/B FOM General Basic Flight Operation LD Landing Distance
Manual LDA Landing Distance Available
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GB United Kingdom LEP List of Effective Pages
GenDec General Declaration LLZ Localizer
GND Ground LMC Last Minute Changes
GPS Global Positioning System LOFT Line Orientated Flight Training
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GPWS Ground Proximity Warning LRC Long Range Cruise
System LVP Low Visibility Procedures
G/S Glide Slope LVTO Low Visibility Take-off
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GS Ground Speed m Metric, Metres

H Heavy M Medium
HF High Frequency MAAS see Chapter 8.2.2.3
HI High Intensity Light MAG Magnetic
hPa HectoPascal MAP Aeronautical Maps and Charts MAP
Hrs Hours Missed Approach Point
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I Italy MAX Maximum

IAL Instrument Approach and MCC Multi Crew Co-operation
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Landing Chart MDAl/H Minimum Decision Altitude/

IAS Indicated Air Speed Height
lATA International Air Transport MDH Minimum Descent Height
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Association MEA Minimum En-route IFR Altitude

ICAO International Civil Aviation MEDA see Chapter 8.2.2.3
Organisation MEL Minimum Equipment List
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ICE Dry Ice MET Meteorological (Office)

ID Identity (Number) METAR Aviation Routine Weather
IEM Interpretative and Explanatory Report
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Material MHz Megahertz

i.e. Id Est MI Medium Intensity Lights
IFPS Integrated Flight Planning System Mil Military
IFR Instrument Flight Rules MIN Minimum
ILS Instrument Landing System MLM Maximum Landing Mass
IMC Instrument Meteorological (Structural Limit)
Conditions MLS Microwave Landing System

PART A 0 04-03-2021

MMEL Master Minimum Equipment List MSA Minimum Sector Altitude

MNPS Minimum Navigation Performance QA Quality Assurance
Specification QDM Magnetic Heading (Zero Wind)
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MOCA Minimum Obstruction Clearance QFE Height Above Airport Elevation
Altitude (Based on local station pressure)
MORA Minimum Off-Route Altitude MRVA QM Quality Manager
Minimum Radar Vectoring Altitude QNH Altitude Above Sea Level (Based
MSL Mean Sea Level on local station pressure)
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MTOM Maximum Take-off Mass Qt Quart
(Structural Limit) RA Resolution Advisory
MZFM Maximum Zero Fuel Mass RA Radio Altimeter Setting Height
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N Norway RAC Air Traffic Routes and Services
NAV Navigation Equipment RCL Restricted Cryogenic Liquid
NAVAID Navigational Aid RCM Corrosive Material
NCAA Nigerian Civil Aviation Authority Ref Refer to
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NDB Non-Directional Beacon REG Registration
NFP Net Flight Path REP Reported
Nil No Items Listed (Nothing) RFG Flammable Gas
No Number RFL Flammable Liquids
NOTAM Notice to Airmen RFS Flammable Solids
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NSC No Significant Clouds RFW Substances which in contact
NSW No Significant Weather with water emit Flammable
NUA United Nigeria Airlines ICAO 3 letter Gases
Code
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OAT Outside Air Temperature RIS Infectious Substances
OCA Obstacle Clearance Altitude RM Route Manual(s)
OCC Operations Control Centre RMD Miscellaneous Dangerous Goods
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OCH Obstacle Clearance Height RNAV Area Navigation

OCL Obstacle Clearance Limit RNG Non-Flamable Non-Toxic Gas
OFP Operational Flight Plan RNP Required Navigation Performance
OM Outer Marker ROP Organic Peroxides
OMME Organisation Maintenance RoR Record of Revisions
Management Exposition ROX Oxidizing Substances
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OPS Operations RPB Poisonous (Toxic) Substances

OVC Overcast RPG Toxic Gas
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PANS/RAC Procedures for Air Navigation RPL Repetitive Flight Plan

Services RRW Radioactive Material
PANS/OPS Procedures for Air Navigation RRY Radioactive Material
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Services - Aircraft Operations RSB Polystyrene (Polymeric) Beads or

PAX Passenger(s) Granules
PBE Personal Breathing Equipment RSC Substances liable to Spontaneous
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PET Point of Equal Time Combustion

PF Pilot Flying RTOW/M Regulated Take-off Weight
PIC Pilot in Command (Mass)
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PL Payload RVR Runway Visual Range

PIREP Pilot In-flight Weather Report RVSM Reduced Vertical Separation
POH Pilot's Operating Handbook Minima
PNF Pilot Non Flying S Sweden
PRM Person(s) with Reduced Mobility SAR Search and Rescue
PROB Probably SAT Static Air Temperature
Pt Pint SCT Scattered

PART A 0 04-03-2021

SELCAL Selective Calling TRE Type Rating Examiner

SID Standard Instrument Departure TRI Type Rating Instructor
Route TWR (Aerodrome Control) Tower
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SIGMET Significant Meteorological UK United Kingdom
Report ULD Unit Load Device
SITA Société International de UM Unaccompanied Minor
Telecommunications Aeronautiques UN United Nations
SKC Sky Clear UNA United Nigeria Airlines
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SNOWTAM Snow Notice to Airmen Code
SOP Standard Operating Procedures US United States
SPECI Special Report Amending a USA United States of America
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METAR UTC Universal Time Co-ordinated
SPO System Panel Operator (Flight VDF Very High Frequency Direction-
Engineer) Finding Station
SRA Surveillance Radar Approach VFR Visual Flight Rules
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SRE Surveillance Radar Equipment VHF Very High Frequency
SSR Secondary Surveillance Radar VIS Visibility
STAR Standard Terminal Arrival Route VMC Visual Meteorological Conditions
SPO System Panel Operator VOR Very High Frequency Ominirange
STCR Stretcher (see Chapter 8.2.2.3) Station
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STD Standard W(M)AT Weight (Mass), Altitude and
STD Synthetic Training Device Temperature
STPD Standard Temperature Pressure Dry WC Wind Component
TA Traffic Advisory WCHC see Chapter 8.2.2.3
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TAT Total Air Temperature WCHP see Chapter 8.2.2.3
TAG Trans-cockpit Authority Gradient WCHR see Chapter 8.2.2.3
TAF Terminal / Aerodrome Forecast WCHS see Chapter 8.2.2.3
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TAS True Airspeed WHO World Health Organisation

TCAS Traffic Alert and Collision Avoidance WX Weather
System ZFM Zero Fuel Mass
TCU Towering Cumulus
TEL Telephone
TEMPO Temporary
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TERPS United States Standard for Terminal

Instrument Procedure
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TGL Temporary Guidance Leaflet

(published by JAA)
TI Transport Index
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TL Transition Level
TLB Technical Log Book
TLD Tailored (customized) Pages
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TM Training Manual
TMA Terminal Control Area
TOC Top of Climb
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ToC Table of Contents

TOD Top of Descent
TOD Take-off Distance
TODA Take-off Distance Available
TOR Take-off Run
TORA Take-off Run Available
TOW/M Take-Off Weight/Mass

PART A 0 04-03-2021

0.16 DOCUMENT CONTROL the contents for their operational duties and
the distribution list shall be provided.
0.16.1 Document Retention Policy Documents are
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retained by assigning headings to them, E.G Documents so circulated shall be
Cargo, Cabin, Operations, Training, acknowledge by the individual officers and
Engineering, Ground Handling etc. and each the acknowledgement kept in file.
material is arranged according.
Classification numbers are given where • Airworthiness Directives (AD) –
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Planning Section
necessary for easy references and retrieval.
• Manufacturers Service Bulletin (SB)
Planning Section I Procurement
The document retention policy shall be as
• Flight related document such as
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follows:
Aeronautic information and publication
i. Administrative records - Permanent Dispatch Section
ii. Accounting/Finance - Permanent • Station approved/accepted aircraft
manuals/operating manuals – Flight
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iii. Audit Report - Permanent
iv. Fit. Operations - As required by the Operations Section
regulatory authorities (Ref. OM Part A • ICAO International Standards and
Chapt. 2.1.6.4· 8 Recommended Practices – Flight
v. Engineering/Maintenance - As Operations Section
required by the regulatory authorities. • Regulations from Nigerian Civil
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Ref. MCM. OM Part A 2.1.6.9 Aviation Authority (NCAA) and other
vi. Training - As required by regulatory states relevant to operations -
authorities (Ref. OM Part A Accountable Manager to relevant
Chapt.2.1.6.4-8) officer in charge.
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0.16.2 Disposal of Obsolete Documents 0.16.4 Electronic Control of Documents

When amendments and revision are United Nigeria Airlines provides electronic
means of document control used in its
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received, such revision is recorded and

identified. Any page that contains obsolete operations, most especially in Engineering
information and records shall be removed and flight Operations.
and destroyed by the holder of the manual
All system users shall back up their files
within 48hrs.
by the close of work every day to forestall
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unexpected occurrence which might affect

The new update is then inserted where the hardware
appropriate. If need be such obsolete
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material should be classified and arranged All electronic documents must be retained
in the archive for future reference. as long as the system is operational, if at
all for any reason, a document is not
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0.16.3 Documents from External Sources physically available, the soft copy/ back up
files are provided.
Documents received from the authorities,
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equipment manufacturers and other Each backup file is classified according to

external Sources shall be sent to the various headlines given for easy retrieval,
relevant section of the organisation, where use and stored separately away from the
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they will be kept and the contents applied. original source.
The documents shall be archived in the When amendments are made, the backup
manner that will make for quick reference files are also updated to ensure that they
and retrievals. The contents of the are up to date.
documentation received shall be
disseminated to staff who require the use of

PART A 0 04-03-2021

0.16.5 Documentation Standard

All manuals must meet with the following
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corporate standards:
I. Preliminary pages for easy access

Distribution page for easy retrieval
II. Content approval by sectional head/
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III. Management
IV. Title page
V. Preface
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VI. Effective page
VII. Revision page
VIII. Table of contents
IX. Manual reference number
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X. Distribution list
XI. Organogram
XII. Regulatory authority's approval
United Nigeria Airlines requires that the

content of documentation used directly in
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the conduct or support of operations shall
meet the above standard.
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PART A 1 04-03-2021

COMPANY LTD Organization and Responsibilities
1.1 BRIEF DESCRIPTION OF ORGANISATION
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United Nigeria Airlines Company Limited is structured under the management of
the Chief Executive Officer, who is also the Accountable Manager. For complete
management structure, refer to the organization management chart in Chapter
1.1.1 of this manual.
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United Nigeria Airlines Company Limited corporate headquarters is situated at Plot
C2A, Garden Avenue, GRA, Enugu.
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United Nigeria Airlines Company Limited principal base of operations is situated at
PLOT C2A, GARDEN AVENUE, GRA, ENUGU.
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United Nigeria Airlines Company Limited has her Operation Offices: Flight
Operations, the Operation Control Centre, Maintenance and a crew conference
room are at the Akanu Ibiam International Airport, Enugu while the office of the
DFO, Chief pilot, Safety Management System, the Cabin Services Manager and
the Training Manager are at Plot C2A, Garden Avenue, GRA, Enugu.
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Note; United Nigeria Airlines Principal base of Operations shall be Akanu Ibiam
International Airport, Enugu while the temporary principal base of
Maintenance shall be at MMA2 Terminal Ikeja, Lagos.
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REVISION 0
PART A 1 04-03-2021
22-12-2022
Page
1.1.2 COMPANY ORGANOGRAM
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PART A 1 04-03-2021

1.1.3 FLIGHT OPERATIONS ORGANOGRAM
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DIRECTOR OF FLIGHT OPERATIONS
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C
FLIGHT OPS
CABIN SVCS MGR.
CHIEF PILOT MGR.
TRG CAPTAINS
ED
FLT. DISPATCH
SUPERVISOR
CABIN CREW
TRAIINING.
INSTRUCTOR
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FLT. SAFETY ASST. CSM
CAPTAINS CAB. SAFETY
OFFICER
OFFICER
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FLT. DISPATCH PURSERS

FIRST OFFICERS OFFICERS
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ASST.
FLT.SAFETY
OFFICER LEAD CREW
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CABIN CREW
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PART A 1 04-03-2021

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1.2 NOMINATED POST HOLDERS
1.2.3 The six main functions of the
1.2.1 General management are:
The nominated post holders must have
• Determination of the Company's flight
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managerial competency and appropriate
technical and operational qualifications. As safety policy;
• allocation of responsibilities and duties
such their contract of employment must allow
and issuing instructions to individuals,
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for them to work sufficient hours, in order to
be able to satisfactorily perform the functions sufficient for implementation of company
associated with the operation of the Airline, policy and the maintenance of safety
apart from any flying duties. standards;
• monitoring of flight safety standards;
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• recording and analysis of any deviations
1.2.2 Nominated Post holders
from company standards and ensuring
corrective action;
Accountable Manager
• evaluating the safety record of the
Chairman/Chief Executive Officer
company in order to avoid the develop-
(United Nigeria Airlines Title/Designation)
ment of undesirable trends; and
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• liaison with the Authority.
Director of Operations:
Director of Flight Operations
1.2.4 Competence
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The Nominated Postholders have expertise in

Chief Pilot:
the application of safety standards and safe
Chief Pilot
operating practices.
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They have comprehensive knowledge of Nig.

Director of Maintenance:
CARs and Requirements of the Airline's
Director of Maintenance
Operations Specifications and of the need for,
and the content of, the relevant parts of the
Operations Manual.
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Note: The persons nominated as postholders

by the Operator must not perform postholder
During their previous experience of at least
duties for any other Operator (unless
five years, two of which preferably acquired in
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specifically permitted by the respective

an equal position in the aeronautical industry,
Authority).
they possess the appropriate management
experience necessary.
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1.2.2.1 Deputies to Post Holders

Legal provisions prescribe that continuity of
Furthermore, they are familiar with the
supervision in the absence of a nominated
Airline’s Quality System.
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postholder must be ensured. Therefore, the

following deputies have been designated:
The specific functions and responsibilities of
Postholders are described in chapter 1.3.
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Accountable Manager:
Director of Flight Operations 1.2.5 Combination of Postholder
Responsibility
Director of Operations:
Chief Pilot Generally, the responsibility of a Nominated
Postholder rests with a single person.
Director of Maintenance: However, it is acceptable for one Postholder
Line Maintenance Manager to hold several posts in accordance with

REVISION 02
PART A 1 04-03-2021
22-12-2022
COMPANY LTD Organization and Responsibilities Page 5
Nig.CARs 9.2.2.2(c), even in combination 1.2.6 Communications and Meeting

with filling the position of Accountable Requirements for Flight Operations
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Manager. TIME
MEETING ATTENDEES INTERVAL PURPOSE
The limiting factor of combined posts may be Weekly AM, DFO(C), To review all
the scale of operation and the individual Flight Ops GHM, CP, TM,
Weekly
safety and
capacity of the Postholder. In order to hold Manageme QSM, ITM, operations
nt Meeting HRM, FLM matters
several posts, the prospective Postholder
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To discuss flight
must also fulfill the competence requirements Flight operations,
stated in the respective chapters of this Operations DFO(C), OER, operations
Monthly
manual. Technical OM, CP engineering and
C
Meeting technical related
issues
It is essential that Postholders and staff note To discuss crew
that United Nigeria (NUA) may not operate training,
Training TM, FTC, Line
any aircraft in commercial air transport unless Meeting Trainers
Quarterly standardization
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the aircraft has an appropriate current and performance
related issues
airworthiness certificate, is in airworthy
To discuss the
condition, and meets the applicable selection of pilots
airworthiness requirements for the CP(C), TM, for command
Selection
operations, including those related to Board
FLM's, FTC's, Twice a Year upgrades, fleet
identification and equipment. Staff should HRM transfer,
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instructors, and
ensure they check necessary documents to evaluators
that effect. Flight Data OER(C), DOM, Monthly To discuss
Analysis SM safety related
Meeting issues
In that vein, NUA may not operate any
Flight
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specific type of aircraft in commercial air Safety

SM(C), AM, To discuss
transport until it has completed satisfactory OER, DFO, Quarterly safety related
Committee
GHM, DOM, issues
initial certification, which includes issuance of Meeting
an AOC listing that type of aircraft. To ensure
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oversight and
corporate
Safety AM (C), SM,
And NUA may not operate additional or Oversight QSM, OER
Every Six governance of
replacement aircraft of a type for which it is Months safety, security,
Meeting
and operational
currently authorized unless it can show that risk
each aircraft has completed an evaluation management
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process for inclusion in the airline’s fleet. Flight QSM(C), OER, Monthly To discuss
Operations DFO,FOM, quality related
Quality issues and plan
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Meeting audit schedule

NOTE: DELEGATION OF DUTIES Manageme AM(C), QSM, Every Six To review the
nt ALL FLT Months effectiveness
The DFO by his duties and responsibilities is Evaluation OPS Post and outcomes of
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Meeting Holder's the quality

in Charge of the Flight Operations system
Department. Therefore, for continuity in the
absence of the DFO the Chief Pilot assumes Flight operations meetings are the primary means of
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communication within Flight Operations Management. The

the responsibility of the DFO and in the following meetings have to be attended by the relevant sectional
absence of the CP a Senior Captain on the managers. The management meetings are chaired by the DFO
ERJ 145 shall deputize for the CP in or his nominated deputy.
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coordination of flight operations. Flight Note: (C) – denotes the coordinator to preside over the other
Operations Manager shall hold brief when the meetings
first three positions are not available. The Note: All concerned personnel should make every effort to
delegation shall be via Email notification. attend the above meetings. All meetings are documented b
minutes. The minutes are distributed to the managers and other
applicable personnel present at the meeting. New procedures or
any changes to procedures by the management are
communicated by FCI’s or FCN’s. Relevant subjects should also
be communicated to all flight operations personnel through the
Flight Safety Officer liaising with the Quality & Safety Manager.

PART A 1 04-03-2021

1.3 RESPONSIBILITIES AND DUTIES OF and international regulations and with the
OPERATIONS MANAGEMENT provisions of the AOC,
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PERSONNEL
• to cooperate, with all other company
departments, in aiming for the highest
1.3.0 Accountable Manager possible degree of safety and for
The Accountable Manager is appointed and obtaining a satisfactory degree of
employed by the Company. He must be punctuality, passenger comfort and
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acceptable to the Authority. He has corporate economy,
authority for ensuring that all operations and • to publish, where necessary in co-
maintenance activities can be financed and operation with the aeroplane
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carried 'out to the standard required by the manufacturer, with Ground Operations
Authority and any additional Company (e.g., the OM Part B) and with others, the
requirements. Operations Manual (i.e. OM Part A, B, C
and D) in accordance with the provisions
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He is responsible for providing the necessary in Chapter 0.2.1 and 2.4,
resources and facilities to enable the AOC • To publish other necessary directives for
post holders to perform the tasks for which the flight crew personnel, as out-lined in
they are responsible to ensure safe Chapter 2.2, and the Onboard Library.
operations and airworthy aeroplanes. • to call and chair hearings in case of
He establishes and signs the company's accidents and incidents or, whenever he
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formal written Quality Policy Statement deems it necessary, in case of
defining the intent of the Quality System and irregularities or of violations of legal
his commitment to it. provisions or internal directives,
• to organise inspection flights, to check the
He will have overall responsibility for the
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professional standard of the company's

company's Quality System including the
flight crew, and to establish
frequency, format and structure of the internal
improvements in standards, procedures
management evaluation activities.
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and training,
He maintains direct reporting links to the • to cooperate with the maintenance
Quality and Safety Manager department ensuring that the technical
1.3.1 Flight Operations status of the company aeroplanes is kept
on a high level,
1.3.1.1 Director Flight Operation (DFO)
• to determine the usability of aerodromes
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The Director Flight Operations is or has been for company operations in accordance
an active line pilot with the status of with Chapter 8.1.2, to determine
commander for more than 3 years. He or his restrictions for their use and to lay down
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Deputy should hold a ATPL issued by the the appropriate aerodrome operating
Nigerian Civil Aviation Authority. The Director minima,
Flight Operations is accepted by the • to determine the usability of areas and
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Authority. He is appointed by and reports to airways to be utilised for the company's

the accountable manager. flight operations, and to establish
minimum flight altitudes (see Chapter
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To ensure the functioning of the Quality

8.1.1),
System within the Flight Operations
Department, his functions, duties and • to carry out flight risk analysis and ensure
that operations are only conducted along
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responsibilities are:
such routes and within such areas for
• to coordinate and supervise the Chief which
Pilots, the departments “Crew Training”, − ground facilities and services,
“Cabin Crews” and “Flight Operations in-cluding met. services, are
Control”, provided which are adequate for
• to determine all flight operational the planned operation,
standards and practices, and to ensure
their compliance with all relevant national

PART A 1 04-03-2021

− the performance of the aeroplane to be The Director Flight Operations also has the
used is adequate to comply with right
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minimum flight altitude requirements,
• to select the management members of
− the equipment of the aeroplane to the subordinate functions, respecting the
be used meets the requirements for vetoright of the superiors,
the planned operation,
− current maps/charts are available. • to suspend subordinates from their
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− (in case of single-engine duties, functions and rights where this
aeroplanes) surfaces are available seems necessary for a safe conduct of
which permit a safe forced landing, flight operations or for disciplinary
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(in the case of twin-engine sanctions
aeroplanes) the limitations of • to approve procedures valid for
Chapter 8.5 are met, subordinate functions,
• to represent. as far as flight operations • to approve the conduct of flights or series
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are concerned, the company's interests in of flights concerning safety or flight
national and international bodies and operational aspects,
institutions, • to prohibit flights or series of flights or to
• to keep himself up-to-date on equipment suspend flight operations for safety
developments and on flight operational reasons.
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procedures,
• to ensure that any contractor employed Note: The DFO may delegate the functions
meets the required standards since the for initiating, continuation, diversion
company - when contracting for the and termination of a flight to other
provision of certain services - retains employees, however he shall retain full
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responsibility for the maintenance of responsibility.

proper standards, and
• to maintain an Operations Control Or- The DFO may act in the capacity of CP
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ganisation which shall provided the fleet size is less than four (4) and
− be the centre of coordination and the pilots are less than sixteen (16) as
communication for actual flight provided in section 1.2.5 of this chapter.
operations, The DFO and the PIC are qualified to exercise
− plan, control and supervise, for each operational responsibilities, and shall be
available for consultation before, during and
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individual aeroplane, the operations

schedule, which implies close after the flight operations. He shall authorize
cooperation with maintenance (which specific flights, ensuring that only those
operations authorized by NUA Ops Specs are
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will ensure that all required checks are

conducted in time or earlier) and strict conducted and that only airworthy aircraft are
observance of the flight and duty time available. He specifies the conditions under
which a flight may be released, ensuring that
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limitations laid down in Chapter 7,

− react, in close cooperation with the crewmembers are in compliance with the
individual commander and, where flight and duty time requirements when
departing on a flight. For the PIC and Ops
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necessary, with the flight operations

department, to operational irregul- Control personnel he provides access to
arities, e.g. by having a flight depart necessary information for safe conduct of
flight and ensures proper flight planning and
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early or depart late, rerouting it or

having it diverted enroute, preparation are made. He ensures flight
− react, in close cooperation with the locating, flight following procedures are
commander, with the flight operations followed and each flight has complied with its
department, other company depar- specified release conditions before its
tments and with the appropriate allowed to depart. Ensures that when the
authorities, to irregularities and incid- conditions specified for a release are not met,
ents related to security. the flight is either cancelled, delayed, re-
routed, or diverted and for ALL flights, that the

PART A 1 04-03-2021

monitoring of the progress of the flight and • to carefully process occurrence reports
provision of information necessary to safety is (see Chapter 11). and other reports, to
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made. • investigate flight operational Irregularities
and to recommend remedial action,
1.3.1.2 Chief Pilot • to pass on to the Post holder Flight
Operations important information,
The Chief Pilot is responsible for all • to request the Postholder Flight
aeroplanes, shall be a pilot and shall hold a
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Operations to call a hearing, when such
license on that type. He shall be appointed to action seems appropriate (accident,
this position by the Director Flight Operations. irregularity, violation), and to cooperate in
His functions, duties and responsibilities are: the resulting investigation,
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• to participate in regular assessments of
• to supervise the flight operations of all the safety of the aeroplane's interior
fleets, installations (flight deck and cabin),
• to closely cooperate with the Director, • to conduct or to delegate test flights after
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Flight Operations, and all relevant an aeroplane has undergone defined
departments in standardizing and maintenance, overhaul work, repairs or
optimizing standards and procedures, adjustments as outlined in the
• to establish fleet-specific procedures and aeroplane's maintenance programme",
regulations; where necessary, in • to publish directives for all flight
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cooperation with the Ground Operations personnel, with aeroplane type specific
Department, contents, to implement the provisions of
• to cooperate with the Crew Training the OM Part A, and
Department in establishing the • to periodically control the flight
require-ments flight crews have to meet, documents.
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and in establishing check and training

syllabi and procedures, The Chief Pilot has the right:
• to conduct or delegate inspection flights, • to select the Fleet Captains of United
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to check the professional standard and Nigeria Airlines fleets of aeroplanes,

development of his personnel, to respecting the veto right of superior
prescribe additional training, postholders,
• to ensure in cooperation with the Crew • to suspend Fleet Captains from these
Training Department, that checks of all functions,
• to assign flight and other duties to crew
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personnel are being conducted in due

time, members, respecting the veto right of the
• to ensure the exchange of information Postholder Flight Operations, and
to enforce duty limitations.
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and experience within all fleets and with

interfacing departments,
• to discuss relevant maintenance subjects 1.3.1.3 Training Manager
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and problems with the Maintenance The Training Manager should have thorough
Department in order to knowledge of the Crew Training Concept for
ensure the airworthiness of his fleet's Flight Crew as well as for Cabin Crew
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aeroplanes. Training. He or his Deputy should be current

• to ensure and improve the coordination Type Rating Instructors on aeroplanes
and cooperation between pilots, operated under the Operator's AOC.
•
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to assist the Postholder Flight Operations Furthermore, he is accepted by the Authority.

In determining the usability of new
aerodromes and of new areas/routes He shall normally be an active line pilot
into/over which flight is being planned, (commander) appointed to this position by
• to assist the Postholder Flight Operations the Accountable Manager with the consent of
in determining minimum flight altitudes the Director Flight Operations. He is
and, for individual aerodromes, the responsible for Flight Crew and Cabin Crew
operating minima and the classification training.
for the commander's competency,
PART A 1 04-03-2021

To ensure the functioning of the Quality • to suspend team leaders and instructors
System within the Crew Training Depart- from these functions.
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ment, his functions, duties and responsibili-
ties are: Note: It should be pointed out, how
ever, that in the last instance,
• to coordinate all questions and matters each individual crew member is
relating to flight operational responsible for keeping his licence
current. This implies the obligation
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standards, regulations/provisions and to inform the Fleet, the
training, Crew Training Department and/or
• to establish training syllabi and check Crew Scheduling in good time if
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forms for all required training and there is doubt that, by mistake,
checks, in cooperation with the required training/ checks have not
Director Flight Operations, been scheduled.
• to establish the professional prerequi-
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sites concerning employment/training/ 1.3.1.4 Cabin Crew Department
upgrading of flight and cabin crew
members, In cooperation with the The manager of the Cabin Crew Department
Director Flight Operations and with the shall normally be an active Senior Cabin
Chief Pilot/Cabin Crew Manager (see Crew Member appointed to this position by
Chapter 5)
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the Director Flight Operations.
• to hold editorial responsibility for the
OM Part D,
• to coordinate with the other He reports to the Director Flight Operations.
postholders the contents of the OM To ensure the functioning of the Quality
System within the Cabin Crew Department,
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Part D and the training relevant

subjects of OM Part B (editorial his functions, duties and responsibilities are:
responsibility for the OM Part B rests
• to supervise all cabin service related
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with Flight Operations Support).

activities in the company in order to en-
• to appoint check and training personnel sure a maximum of professional and
including type rating examiners in close friendly passenger service,
cooperation with the relevant Section • to cooperate with the Crew Training
Chief Pilot and/or Manager Cabin Crew. Department in establishing the require-
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The Section Chief Pilot and the Cabin ments for employment that cabin per-
Crew Department shall nominate sonnel (cabin crew members) have to
persons having the required qualifica- meet, and in establishing check and
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tions whom they consider suitable, training syllabi and procedures,

• to examine the professional • to closely cooperate with the Director
qualifications of applicants, and to Flight Operations in the publication of
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recommend or discourage their cabin crew related directives in the OM

employment (the final decision resting Part A, B, D and other instructions (see
with the Director Flight Operations), Chapter 2.2) which shall aim to ensure
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• to ensure, in cooperation with the com- the safety of cabin, passengers and
pany's crew planning section (the flight cabin crew on the one hand, are
crew section or the cabin crew section), passenger service oriented on the other
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that all required checks and training are and contain the relevant abnormal and
conducted on time. emergency procedures,
• to conduct check flights; to check the
The Post holder Crew Training has the right professional standard and development
of his personnel; to prescribe additional
• to select the team leaders of the subor- training,
dinate functions, respecting the veto
right of the Postholder Flight Operations, • to ensure, in cooperation with the Crew
Training Department that checks of his
PART A 1 04-03-2021

• personnel are being conducted in due Personnel planning and support, contacts
time, with Authorities, editing of the FOM
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• to ensure the exchange of information and AOM for the Director Flight Operations,
and experience within his and with in- sighting and publishing legal require-
terfacing departments, ments/provisions, provision of charts, engi-
• to carefully process occurrence reports neering support (flight operations).
(see Chapter 11) and other reports, to
investigate cabin-related irregularities Flight Operations Support shall
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and to recommend remedial action to
• by analyzing present and future opera-
the Director Flight Operations,
tions, pre-plan the numbers of flight
• to request the Director Flight Operations
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and cabin staff required by the
to call a hearing, when company, and shall, in due time,
such action seems appropriate provide the data to the Director Flight
(accident, irregularity, violation) and to Operations and the Accountable
cooperate in the resulting investigation,
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Manager for further action,
• to participate in regular assessments of • by using the above and other appropri-
the safety of the aeroplane cabin's in- ate data, calculate flight crew/cabin
stallations, and to recommend, In coop- crew costs,
eration with the Chief Pilots, improve-
• use all available means, possibly elec-
ments,
tronic data processing, to minimise
•
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to keep up-to-date on cabin service cost without infringing safety,
related developments,
• be responsible for all flight operations
• to cooperate in Improving technical in- related electronic data processing and to
stallations in the cabin, in improving contract for such,
passenger safety and comfort, and in
•
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compile and maintain up-to-date lists of

Improving the on-board service.
all flight and cabin personnel so that
checks, simulator checks, training and
The manager of the Cabin Crew Depart-
first aid instruction, medical examinations
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ment has the rights

are administered in due time for licensing
and renewal of licences (see Chapter 2),
• to select the team leaders and the
• monitor, by appropriate means, the
flight attendants to be employed,
performance of crew members,
respecting the veto-right of the Post
• assist crew members in settling disputes
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Holder Flight Operations,

relating to flight hours flown, pay,
• to suspend team leaders and flight at-
allowances and perquisites,
tendants from these functions.
• assist crew members in times of per-
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sonal problems, where possible,

• provide, to crew members. opportunities
to enhance their professional knowledge,
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1.3.1.5 Flight Operations Control e.g., by conducting seminars,

• issue tickets for duty and deadhead
purposes,
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The Flight Operations Control department

serves aids and supports the Flight Crew and • control the presence/absence of all crew
Cabin Crew departments and, where members, and to schedule them for duty,
• respond to irregularities (e.g., sickness,
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necessary, closely cooperates with Mainte-

nance, with Ground Operations and with the delay of aeroplane, etc.) by rescheduling,
Crew Training Department. Its manager shall at short notice. flight crew members or
be appointed by, and is subject to the calling them to duty, out of stand-by,
direction of the Director Flight Operations. keeping in close contact with the
Operations Control Centre,
To ensure the functioning of the Quality
System within Flight Operations Support, the
duties, responsibilities and functions are:

REVISION 0
PART A 1 04-03-2021
22-12-2022
Page 11
• in scheduling, strictly observe the flight • maintain routine contacts with the Au-
and duty time limitations laid down in thority and authorities of other countries.
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Chapter 7, • collect data and material for updating the
• plan, monitor and file all deadhead ac- FOM, to advise the Director Flight Opera-
tivities, tions accordingly, and, under his
• maintain records of flight times, duty supervision and direction, publish the
times, rest times, leave, sickness, checks FOM and its amendments,
and training of all crew members, • provide on board of each aeroplane the
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• maintain an up-to-date area, route and required documentation (see Chapter
airport qualification records for each 8.1.12 and 8.2.2.16).
pilot, • provide or contract for dispatch services
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• ensure a pilot is not used as a PIC in in order to relieve the pilots in flight
special operations, where applicable, planning,
unless within the preceding 12 months, • calculate flight times. block times, burn-
that pilot has met the requirements of offs and payloads for planned routes for
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OMA 5.4.1.4, the purpose of planning the Company's
• accept requests by crew members for operations, and to coordinate this task
leave for certain tours of duty or special with the Director Flight
off days and, where possible, to plan the
crew schedule accordingly, • Operations (responsibility to check suit-
•
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distribute the OMA, OMB, OMC and OMD ability of areas, routes and airports!),
or parts thereof to flight and cabin crew • order the required fuel quantities for
and to all other personnel as necessitated each airport to be served by the com-
by their duties and responsibilities, pany's aeroplanes.
• ensure that aeroplanes are operated in • work on route studies and assess those
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accordance with applicable performance provided by aeroplane manufacturers

requirements, to make available to pilots and to advise the Director Flight Opera-
the AFM and to publish the AOM under tions and the Accountable Manager
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the direction of the Director, Flight accordingly.

Operations and in coordination with the • apply for traffic rights (airports and
Flight Crew, Cabin Crew and Crew countries to be overflown) and to par-
Training departments. ticipate in lATA conferences in which
• to ensure the flight crew can readily slots will be allocated,
•
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determine the specified performance control, analyze and store records,

data for every phase of flight for all aircraft flight documents and data, and - by di-
type(s) operated by UNA, as stipulated rection of the Director Flight Operations
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under OMA 8.1.2.4 and 8.1.2.5. BP 38 of - to give access to, and produce such
OMA 1.3.1.5 records, documents and data to any
• direct and plan a leave roster, person authorised by the Authority,
•
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reserve hotel accommodation and ar- within a reasonable time period after
range for ground transportation whenever being requested to do so,
a crew layover is being planned, • provide visual or audio visual means for
•
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assist the crew members in obtaining the pilots' route and airport familiarisation,
necessary visas and in advising them of • ensure that aeroplanes are operated in
special customs and health regulations, accordance with applicable perfor-
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• keep current on all legal national and mance requirements, to make available
international provisions, relating to flight to pilots the AFM and to publish the
operations, to advise all sections/ AOM under the direction of the Director
departments concerned of important Flight Operations and in coordination
changes, with the Flight Crew, Cabin Crew and
• file prescribed reports with the Authority Crew Training departments,
or foreign authorities and to apply to them • establish, in cooperation with the
for necessary approvals (e.g., Cat II/III, Director Flight Operations and the
ETOPS, reduced Take-Off Minima etc.), Flight Crew department, standard
OPERATIONS MANUAL CHAPTER REVISION
REVISION 0
02
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Page 12
noise abatement procedures and to experience and dealing with safety-

coordinate noise related questions for threats, and
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the company in national or international • spot checks of stored flight documents
conferences, of scheduled and charter flights.
• establish, in cooperation with the • cooperation with the Maintenance
Director Flight Operations and with the Department regarding disposition and
Flight Crew department, a Minimum security of safety and emergency
Equipment List (MEL) for each equipment on board.
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aeroplane, and have it approved by the • Under the delegation of the DFO the
Authority, Safety Officer will carry out the
• distribute the FOM, AOM, RM and TM responsibility of liaising with regulatory
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or parts thereof to flight and cabin crew Authority, Original Aircraft
and to all other personnel as necessi- manufacturers and all external entities
tated by their duties and relevant to flight operation.
responsibilities.
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1.3.1.8 Chief Security Officer
1.3.1.6 Technical Pilot - not applicable -
1.3.1.7 Safety Officer The Security Officer is responsible for all
security-related matters. He promotes and
The Safety Officer promotes and supervises supervises that all appropriate personnel are
familiar, and comply, with the relevant
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operational safety as a representative of the
Director Flight Operations for all safety requirements of the national security
related matters. programmes of the State of the Operator.
He shall regularly report about his function To ensure the functioning of the Quality
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to the Director Flight Operations and to the System within the area of responsibilities of
Authority to guarantee the maintenance of the Security Officer, his duties,
flight operational safety. responsibilities and functions are:
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To ensure the functioning of the Quality • to establish, maintain and conduct

System within his area of responsibility, his approved training programmes which
duties and responsibilities are: enable the Operator's personnel to take
appropriate action to prevent acts of
• unlawful interference such as sabotage
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Cooperation with all relevant sections of

the Flight Operations Department or unlawful seizure of aeroplanes,
regarding safety matters including the • to minimize the consequences of such
events, should they occur,
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safety-training of flight crews and cabin

crews, • to assist the commander or, in his
• supervision of aircraft handling absence, the Operator, following an act
regarding matters related to safety in of unlawful interference on board an
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cooperation with ground support aeroplane, in submitting, without delay,

services and ground crew training. a report of such an act to the designated
• local authority and the Authority in the
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to test the knowledge of all flight and

cabin crews regarding emergency State of the Operator.
procedures and supervision of safety • to ensure that all aeroplanes carry a
checklist of the procedure to be followed
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training
• to issue and check the validation of the for that type of aeroplane in searching
“Emergency Proficiency and First Aid for concealed weapons, explosives, or
Certificate" for crew members, other dangerous devices.
• the realization of all other duties of a
Safety officer, like promulgation of flight
safety bulletins to the flight crews and
the Authority, international exchange of

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Page 13
1.3.2 DIRECTOR OF MAINTENANCE • ensures that the company's aeroplanes

(DOM) are made available for maintenance in
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due time,
The Director of Maintenance is appointed by • makes the necessary strategic and
and reports to the Accountable Manager. He organizational decisions, defines and
has an Aircraft Maintenance Engineer (AME) redefines the quality goals/tools and
license with airframe and powerplant ratings. aids inequality assurance and quality
He has 10 years cognate experience, 3 of audits,
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which are in maintenance of aircraft of • defines, redefines and supervises the
category and class used by United Nigeria, duties and responsibilities of his
minimum of 1 in managerial/supervisory subordinates.
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position in capacity of returning aircraft to • decides on personnel use.
service. He has undergone managerial, • determines all training requirements,
technical, safety and human factor trainings. publishes training material and, in
He must be thoroughly familiar with the co-operation with the Authority, the
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Maintenance Control Manual (MCM) and required training and examination
acceptable to the Authority. directives and forms
• publishes the appropriate maintenance
His functions, duties and responsibilities are manuals, directives and, where
given below. necessary forms.
A more detailed description can be found in •
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keeps himself up-to-date on the latest
the Organization Maintenance Control developments in maintenance and
Manual (MCM) related fields by maintaining close
contact with the appropriate
The DOM is responsible for: manufacturer departments and
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• Ensuring the functioning of the Quality • monitors any maintenance contractors

system within the Maintenance employed by the Company and ensures
Department. that they meet the required standards
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• monitoring and ensuring that the entire because, when contracting for the
maintenance system conforms to and is provision of services, the Company
being conducted in accordance with Nig. retains responsibility for the
CAR procedures approved by the maintenance of proper standards,
Authority, and
•
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defining the whole system of maintaining The Director of Maintenance has the right;
or regaining the airworthiness of • to select the team members respecting
company aeroplanes, which includes, the veto-right of superior Postholders.
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• to suspend the team members.

− carrying out pre-flight checks,
• to prohibit flights for safety reasons.
− rectification to an approved standard
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of any defect or damage affecting

safety, 1.3.3 The Head of Ground Operations
− implementation of any operational or
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airworthiness directive and any other The Head of Ground Operations is appointed
airworthiness requirement made by the Director Flight Operations. He should,
mandatory by the Authority, and have thorough knowledge of United Nigeria
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− making modifications in accordance Airlines Ground Operations Concept. He /She

with approved standards. reports to the Director Flight Operations and
liaise with the Director of Maintenance on
The Company Maintenance Programme is flight operational and safety issues.
subject to approval by the Authority. The
Director of Engineering ensures that all To ensure the functioning of the Quality
maintenance is carried out on time and to this System within the Ground Operations, the
approved standard. He duties, responsibilities and functions of the
Ground Operations Manager are:

REVISION 0
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Page 14
the Company retains responsibility for the

• to ensure the safe, punctual and economic maintenance of proper standards.
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operations of all company flights by
establishing or contracting out for
professional ground handling of company 1.3.4 QUALITY AND SAFETY MANAGER,
aeroplanes of their load, of flight / Cabin (QSM).
crew and of passengers at all aerodromes
the company operates to, Quality/Safety Manager guarantees that the
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• to take all required measures for the standards/requirements laid down by NCAA,
security of the aeroplanes, the as well as any other requirement defined by
passengers, baggage and cargo, in
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UNA, are implemented in accordance with
cooperation with the Authority and the
approved procedures and manuals. He must
authorities responsible for the security at
foreign aerodromes, monitor activities and all Quality Assurance
• to establish, maintain and conduct training policies within UNA and Contracted
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programmes which enable the ground Maintenance Organisation. Quality/Safety
personnel to safely and professionally Manager has independence for the following
conduct the ground handling and to act in activities and areas in compliance with the
the most appropriate manner to prevent Nig.CARs Part 9.2.2.3:
acts of unlawful interference and, if such
an act has occurred, to minimize its
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consequences, a. Direct-line reporting to the Accountable
• to ensure, by regular checks, that ground Manager.
personnel are being kept up-to-date and b. The authority to delegate to auditors;
properly instructed and that they are aware c. Unrestricted and unhindered access to
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of their responsibilities and the relationship all parts of UNA Organization.

of such duties to the operation as a whole, d. Shall execute his duties on behalf of the
• to closely cooperate with the Director Accountable Manager/CEO. He shall
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Flight Operations in the publication of the

ground personnel and handling related co-ordinate and perform his duties
directives in the OM Part A, Band D and according to the Accountable Manager’s
other instructions (see Chapter 2.2) directives during his absence in co-
operation with other Managers of the
• to ensure that all legal requirements and
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company.
the provisions of the AOC relating to e. Shall co-ordinate among the Company’s
ground operations are strictly observed, Managers for the definition and
•
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to act as the Company's representative to

management of operational risk,
all authorities, as far as ground
operations are concerned, implementation, and follow-up of
• to act as the Company's representative in appropriate procedures in compliance
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connection with the planning, design and with applicable regulations and UNA
construction of new aerodromes and the Quality Policies.
restructuring and operation of existing
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ones, 1.3.4.1 Duties and responsibilities of

• apart from the overriding aspect of safety,
the Quality/Safety Manager
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to have due regard for economy when

concluding contracts with other
companies providing ground handling a. Verify, by monitoring activities in he fields
services, of Flight Operations, Maintenance, Crew
• to monitor any contractor employed by Training, Ground Operations Services,
the Company and ensure that they meet that the standards required by regulations
the required standards because, when and any additional requirements defined
contracting for the provision of services, by UNA, are being carried out under the

REVISION 002
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Page 15
supervision of the relevant nominated k. Monitoring and review of publications used

Post Holder, in the airline operations for completeness,
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incorporation of amendments or revisions,
accessibility and inform all Post-Holders &
b. Overall responsibility to establish a
the Accountable Manager/CEO of new
Quality System that complies with all
amendment to the publications
relevant aviation regulations and
directives as approved by NCAA and set
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forth in Nig. CARs. This should l. Informing the Accountable Manager/CEO
correspond to the needs and and all Post-Holders of new amendment of
requirements of UNA Nig. CARs and NCAA publications
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c. Ensuring that the Quality Assurance m. Monitoring the expiry date of the AOC and
Program is properly established, ensure it will be renewed on time
implemented and maintained,
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n. Training all new occasional quality auditors
d. Ensuring that remedial actions are taken
by the responsible Managers and Post o. Supervising the assessment of the new
Holders when non-compliance with the quality auditors
requirements are observed
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p. Writes and manages the Quality Manual
e. Presenting all audit reports quality
procedures / instructions for approval,
q. Monitors the activities of Technical
Training Manager and oversights the
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f. Informing the Accountable Manager/CEO function of the librarian.

(once a month by establishing the Quality
Monthly Report) on the progress and
r. Develops the audit plan for
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findings of the audit programme as well as

on the status of any pending remedial implementation.
actions
s. Monitors the performance of the Quality
g. Responsible to the Accountable Inspectors and auditors
Manager/CEO for the organization of the
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"Management Review" of UNA Quality

Assurance Programme.
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h. Approves and monitors all internal

exemption related to Maintenance
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Programs & MEL
i. Co-ordinates continuous liaison with the

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NCAA, IOSA and other regulatory bodies

in respect to organizational, administrative
or technical matters, changes affecting the
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organization, procedures, and the

Authority's approval.
j. Evaluating and monitoring quality and

performance of subcontractors involved in
supporting the operation of UNA.

01
PART A 1 04-03-2021
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Page 16
16
1.4 AUTHORITY, DUTIES AND RES-

PONSIBILITIES OF THE The Commander must ensure that all
operational procedures and checklists given
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COMMANDER
in and required by the Operations Manual are
The Commander exercises the final authority complied with. In an emergency situation
in relation to the operation of the aeroplane. He requiring immediate and decisive action, he
is responsible for its safety as well as that of may take any measures he considers
the passengers, crew and cargo as long as he necessary under the circumstances. In such
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retains responsibility. Therefore, he must take cases, and only in order to ensure the safety
all measures required for safety, whether on of the aeroplane and its occupants and cargo,
the ground, in flight, during take-off, landing or he may deviate from rules, operational
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taxiing. procedures and methods, report to ATC and
the appropriate local/ state authority and file
The responsibility of the Commander for the the appropriate report within 10 days.
safety of all crew members, passengers and The Commander sets priorities. His decisions
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cargo on board starts as soon as he arrives must give absolute priority of safety, and have
on board, and it stops as soon as he leaves due regard for economy, passenger comfort
the aeroplane at the end of the flight. and adherence to schedule.
The responsibility of the Commander for the Notwithstanding his overall responsibility, he
operation and safety of the aeroplane begins is authorized to delegate tasks to his crew and
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at the moment the aeroplane is first ready to to other suitable personnel. It is his duty to
move for the purpose of taxiing to take-off coordinate, supervise and check the tasks of
until the moment it finally comes to rest at the his crew. He encourages team· work and
end of the flight and the engines are shut ensures that his crew members receive all
down. information essential for the performance of
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their tasks.
All persons on board the aeroplane must He shall not allow any crew member to per-
obey all lawful directions given by the form any activity during take-off, initial climb,
Commander to ensure its and their safety.
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final approach and landing except those

The Commander has the authority to impose duties required for the safe operation of the
any measures he deems appropriate, aeroplane.
including restraint, upon persons who, in his The Commander shall ensure that, during a
opinion, have committed or are about to particular flight, the entire crew adheres to
commit an offence against penal law. This duty and rest time limitations as outlined in
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authority extends also to acts committed by Chapter 7.

any person which the Commander feels will The Commander shall ensure that
jeopardize the safety of the aeroplane, its 1) In the interest of safety, admission of
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occupants or cargo. Furthermore, any such any person other than the flight crew to
action may be undertaken in order to enable the flight deck does not cause distrac-
the Commander to deliver such a person to tion and/or interfere with the flight's op-
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the Authority. eration, and

The Commander has the authority to dis- 2) All persons carried on the flight deck
are made familiar with the relevant
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embark any person or any part of the cargo

which, in his opinion, may represent a po- safety procedures.
tential hazard to the safety of the aeroplane The final decision regarding admission to
the flight deck shall be the responsibility of
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or its occupants. He must not allow any

person who appears to be under the influence the Commander. He shall not allow an
of alcohol or drugs to be carried on the unqualified person, unless qualified and
aeroplane (see Chapter 8.2.3). Inadmissible released by NUA (United Nigeria ICAO
passengers, deportees or persons in custody Code) to manipulate the controls of the
whose carriage may pose a risk to the safety aircraft during commercial air transport
of the aeroplane or its occupants may be operation. He has authority to restrict or
refused transportation by the Commander suspend operation of a service, if the
(see Chapter 8.2.2.4).

REVISION 0
PART A 1 04-03-2021
22-12-2022

Page 17
aerodrome or runway conditions are unit a flight plan or sufficient information

adjudged to be hazardous to safe operation. for the initiation of SAR action should the
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flight become overdue.
He coordinates the performance of flight deck
• The Commander must ensure that the
related tasks and duties and decides on who
acts as pilot flying. In order to promote the information contained in the ATS Flight
aeronautical experience and knowledge of his Plan/navigation system data is consistent
copilot, the Commander shall give him the with what is contained in the OFP.
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opportunity to plan and conduct the flight, or He conducts a crew briefing, relating infor-
portions thereof, under his supervision. The mation and particulars pertinent to the indi-
Commander shall, however, perform take- vidual flight.
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offs, approaches, landings and other phases
of flight he considers critical himself. He ensures that the prescribed preflight
checks and inspections have been carried
1.4.1 Prior to Flight out and after reviewing the Aircraft Technical
Log (ATL), Cabin Discrepancy Log (CDL)
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The Commander shall strictly observe and
meet the requirements of Chapter 5.2 in and the MEL, he decides whether to accept
general and the provisions of Chapter 5.4.1.4 the aeroplane as airworthy, with
concerning route and aerodrome unserviceable items allowed by the MEL or
competence qualification in particular. CDL.
He shall obtain and check all available He ensures that one member of the flight
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aeronautical and meteorological information crew performs an exterior inspection of the
pertinent to his next flight including NOTAMs. aeroplane prior to each flight. The inspection
SNOWTAMs, runway and conditions, shall include:
temperature/pressure reports, and upper • pitot static ports,
wind and aerodrome meteorological •
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locked or disabled flight controls,

forecasts and records all flight details such • presence of frost, snow or ice on
Aircraft registration, date, Flight Number critical surfaces, and
Names of crew, Departure and arrival •
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aircraft structural integrity (i.e. dam·

airports and, flight times; this responsibility age).
he can assign to the copilot to record. When preparing the flight, he shall, by ex-
This information will enable the Commander amining the available documents and
• to judge if the weather and the visibility/ maintenance releases of authorized per-
RVR at the aerodrome and the condition sonnel, determine and certify by signing the
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of the runway Intended to be used will appropriate documents that

allow for a safe take-off and departure
(with due regard to all relevant per- 1) The aeroplane is airworthy; discontinue
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formance aspects of the OM Part B), flight as appropriate if an unairworthy

• to ensure that the aircraft performance mechanical, electrical or structural
requirements outlined in OMA 8.1.2.4 condition occurs;
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and OMA 8.1.2.5 can be met. 2) The aeroplane configuration is In ac-

• to select destination alternate and takeoff cordance with the CDL;
alternate aerodromes prior to flight, with 3) The instruments and equipment re-
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due regard to the prescribed planning quired for the flight to be conducted, are
minima, available, including the CVR which must
• to calculate the operational flight plan, be operational before engine start and
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the planned amount of fuel and oil being FDR after start thru until engine
based on the expected operating shutdown;
conditions and sufficing for a safe com- 4) The instruments and equipment are in
pletion of flight (whenever the flightplan operable condition except as provided in
Is being calculated by third parties, it is the MEL;
his responsibility to ensure that these 5) Those parts of the operations manual
requirements are met), and which are required for the conduct of the
• if not already performed by ground per- flight are available;
sonnel, to submit to the appropriate ATS
REVISION 001
PART A 1 04-03-2021
19-06-2022
UNITED NIGERIA AIRLINES ISSUE 2 18
Page 18
6) The documents, additional information properly secured (Chapter 8.3.11.2),

and forms required to be available are and
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on board; • passengers have been appropriately
7) Current maps, essential information on briefed (Chapter 8.3.16.2.2).
SAR services charts and associated
documents or equivalent data are Prior to take-off, he must ensure that the
available to cover the intended opera- FDR is serviceable and all crew members
tion of the aeroplane including any di- occupy their stations as prescribed
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version which may reasonably be ex- (Chapter 8.3.10) and the report CABIN
pected. This shall include any conver- SECURE (Chapter 8.3.15.5) is received.
sion tables necessary to support
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operations where metric heights, alti-
tudes and flight levels must be used; 1.4.2 In Flight
(8) Ground facilities and services required Inflight, the Commander continues to coor-
for the planned flight are available and dinate the tasks/work of his cockpit team so
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adequate; as to obtain a maximum of good airmanship
(9) The provisions specified in the for the conduct of the flight. He ensures:
operations manual in respect of
fuel, oil and oxygen requirements, • observation of all noise abatement reg-
minimum safe altitudes, aerodrome ulations as long as they are not detri-
operating minima and availability of mental to safety,
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alternate aerodromes, where • precise navigation, observation of mini
required, are complied with for the mum altitudes,
planned flight; • use of all available Air Traffic Services,
(10) The load is properly distributed and • observation of limitations, proper use and
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safely secured; proper handling of the aeroplane's

(11) The mass of the aeroplane, at the systems, including strict use of checklists,
commencement of taxiing and take-off • that abnormal or emergency situations,
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roll, will be such that the flight can be requiring the application of part or all of
conducted in compliance with the OM abnormal or emergency procedures, are
Part B; and not simulated during commercial air
(12) Any operational limitation in addition transportation flights (this also applies to
to those covered by (9) and (11) simulation of IMC by artificial means),
above can be complied with. • observation and evaluation of the de-
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Prior to taxiing, he must ensure that velopment of the meteorological situation,

• the ramp is clear, specifically forecasts for the route to be
• the aeroplane's external surfaces are flown, for enroute alternates and for the
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clear of any deposit which might ad destination aerodrome and its alternate(s),
versely affect its performance and/or • that the flight is not continued to the
controllability (see Chapter 8.2.4), destination, unless the latest information
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• the passenger cabin and galley(s) are available indicates that, at the expected
secured, all equipment and baggage is time of arrival, the weather conditions at
properly stowed, that all exit and es- the destination, or at least one destination
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cape paths are unobstructed (see aerodrome, are at or above the applicable
Chapter 8.2.2.6.3 and 4, Chapter aerodrome operating minima,
8.3.15.4), and that relevant emergency • that in an emergency situation immediate
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equipment remains easily accessible action is taken to keep the passengers and
for immediate use (Chapter 8.3.15.4), the aeroplane from personal damage or
danger. In such cases it is permissible to
• each assisting means for emergency
deviate from rules and procedures in the
evacuation that deploys automatically
interest of safety,
is armed (Chapter 8.3.15.4),
• that procedures and equipment limitations
• each passenger occupies a seat or
regarding flight in icing conditions are
berth with his safety belt/harness
strictly adhered to, as ice buildup,

PART A 1 04-03-2021

especially in a suddenly deteriorating that the landing distance requirements

situation, may have rapid adverse effect can be met, taking into account runway
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on aeroplane performance and condition and aeroplane configuration,
controllability. and the MSA has been identified, and
• That following Part B requirements, land at • that prior to landing, all crew members
the nearest suitable aerodrome at which a occupy their stations (Chapter 8.3.10),
safe landing can be made whenever an and that the cabin crew reports ·CABIN
engine of his aircraft fails or is shut down SECURE" (Chapter 8.3.15.7).
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to prevent possible damage.
1.4.3 After Flight
• that, when the limit values for cosmic
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radiation according to chapter 8.3.17 After flight, the Commander ensures that the
are exceeded, descent is initiated as Flight and Aeroplane Technical Reports and
soon as practicable, the Journey Log are completed. He prohibits
• that the amount of usable fuel remain- erasure of data recorded on a flight data
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ing suffices to proceed to an aerodrome recorder and a cockpit voice recorder in the
where a safe landing can be made, with event of an accident or incident having
final reserve fuel remaining (Chapter occurred which may be subject to mandatory
8.3.7), reporting, and that the FDR is not reactivated
• that, whenever the cabin altitude ex- before the Accident Investigation Bureau
determines its disposition.
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ceeds 10.000 ft for a period in excess of
30 minutes and whenever the cabin He hands over the aeroplane to the next crew
altitude exceeds 13.000 ft,all flight crew or to the maintenance personnel, or parks,
members use supplemental oxygen, locks or seals and secures the aeroplane
• that the applicable provisions for re- properly.
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planning the flight are met,

• timely corrective action(s), whenever At aerodromes without handling personnel
system malfunctions or other variables under contract to the company (e.g., after a
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impair the aeroplane's operation, diversionary landing) it is the Commander's

• that, in case of such impairment, his responsibility to ensure that all passengers,
crew and relevant ground personnel are the aeroplane's load (e.g., live animals) and
kept informed about the situation and the aeroplane are well taken care of. He must
his decisions, also ensure the security of the aeroplane.
•
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that a flight data recorder is not dis-

abled, switched off or erased, in the He files written occurrence reports as pre-
event of an accident or an incident, scribed in Chapter 11, communicating also by
• telephone or facsimile if necessitated by the
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that a cockpit voice recorder is not dis-

abled or switched off unless he believes urgency of the matter.
that the recorded data (which otherwise
would be erased) should be preserved He records in the ATL, at the end of each
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for investigative purposes, flight, a description of known or suspected

• that data on a cockpit voice recorder is defects that affect operations of the aircraft
and draws attention of appropriate personnel
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not manually erased in the event of an

accident or incident, to technical and operational particulars and
problems encountered.
• that, by keeping close contact with his
The essence of the foregoing in 1.4, 1.4.1,
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cabin crew, a polite and efficient pas-

1.4.2 and 1.4.3 is to ensure:
senger service is being provided,
i. The overall safety of the aircraft;
• that all requirements concerning cabin
ii. That no person operates the
safely are being observed and, in par-
aircraft in a negligent or reckless
ticular, that all provisions (outlined un-·
manner as to endanger life or
der Chapter 1.4.1)to be met "prior to
property of others.
taxiing" are also fulfilled prior to landing,
• that, when leaving cruising level for de- Note: At the end of this Chapter 1, see
scent, a check is carried out to ensure samples of;
PART A 1 04-03-2021

• Captain’s Voyage Report (Journey participates in the commander's crew

Log), briefing, and avails himself of all relevant
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• Load and Trim Sheet, aeronautical (NOTAMs etc.) and
• Navigation Log, meteorological information (including
• Flight Plan forecasts and runway condition reports) as
• Aeroplane Technical Log well as of relevant papers documenting the
aeroplane's technical status and its
anticipated load. By delegation of the
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1.5 DUTIES AND RESPONSIBILITIES OF
commander, the copilot will usually
THE COPILOT
• calculate the take-off data and the
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The copilot is the commander's deputy. He operational flight plan and file the
shall carry out the duties of pilot-in-command corresponding ATS flight plan
when so directed by the commander (see (whenever those tasks have been
Chapter 4.1). If the commander becomes delegated to others, he shall cross-
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incapacitated the copilot will by succession check these documents before handing
them over to the commander for
assume the commander’s authority and the
signature),
responsibility for the aeroplane and its crew,
• check that the prescribed manuals,
its passenger and load (See Chapter 4.3). maps, charts, documents and forms are
Therefore, it is his duty to responsibly on board and cover the aeroplane's
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participate in the preparation of the flight and intended operation including. possible
to atten-tively monitor its progress in order to crew changes until return to a home
be able to assume this base,
authority/responsibility at any given moment. • check the radio and navigation
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equipmentfor proper functioning,

• ascertain that fuel on board and fuel
He cooperates, in a responsible manner, as assumed for take-off data calculation
a member of the aeroplane's crew, and
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are identical, and equal to or higher than

meticulously performs the work routinely the minimum fuel specified by the OFP,
assigned to him or delegated to him by the • at Stations without qualified personnel
commander check use of the correct fuel type, and
It is his duty to: supervise the fuelling of the aeroplane,
− Report to the commander any fault, and ensure proper distribution of fuel.
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failure, malfunction or defect, which he

believes may affect the airworthiness or 1.5.2 In Flight
safe operation of the aeroplane or
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aeroplane systems. In flight, the copilot - as directed by the

− Report to the commander any incident commander - executes the tasks and
that has endangered, or may have functions of either the pilot flying or the pilot
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en-dangered, safety. not flying. He shall not perform any activities

− Make use of the company's incident during critical phases of the flight other than
reporting scheme in accordance with those required for the safe operation of the
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Chapter 11. In such cases, a copy of the aeroplane. He assists the commander in the
report shall be communicated to the management of the flight deck work by:
commander concerned. • observing a well-balanced task
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distribution,
1.5.1 Prior to Flight • systematic cooperation and exchange
ofinformation,
The copilot shall meet the qualification • monitoring the flight progressand the
requirements of Chapter 5.2. If the conduct of aeroplane's systems.
the flight or part thereof is to be delegated to • maintaining visual lookout, and
him by the commander, he must meet the • monitoring the performance of other
requirements of Chapter 5.4 1.4 Route and Cockpit crew members.
Aerodrome Competency Qualification. He

REVISION 01
PART A 1 04-03-2021
19-06-2022
Page 21
Notwithstanding, the overriding authority of the measurable specifications that can be

the commander it is of the utmost importance monitored by UNA are being fulfilled by the
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that the copilot draw the attending of the service provider.
commander to facts, circumstances or c) UNA shall use any standard approved
unfavorable variables which may impair the procedure for testing, checking and follow up
safety of the flight and the distribution or insertion, to ensure:
i. All data products purchased or otherwise
which may not yet have been noticed by the
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acquired from an external vendor or supplier
commander. meet the product technical requirements
specified by UNA prior to being used in the
Such facts and circumstances may be:
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conduct of operations
exceedance of limitations, abnormal
ii. Electronic navigation data products acquired
indications, changes in meteorological
from suppliers, prior to being used as a means
conditions enroute or
atalternates/destination, ambiguous ATS for navigation in operations, are assessed for a
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clearances, deficiencies in navigation or the level of data integrity commensurate with the
aeroplane's handling, abnormal response of intended application, and are compatible with
the aeroplane to controls input etc. the intended function of equipment in which it
The copilot deals with all documents which is installed, and are distributed in a manner to
have to be completed (e.g., operational flight allow insertion of current and unaltered
plan, occurrence reports, Flight and electronic navigation data into all aircraft that
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Aeroplane Technical Report). require it.
iii. Terrain and, if applicable, obstacle data
1.5.3 After Flight acquired from an external vendor or supplier
is distributed in a manner to allow the timely
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After flight, the copilot assists the

commander in/by insertion of current and unaltered data into all
aircraft for which it is required
• closing the aeroplane's documentation, d) UNA shall use any standard approved
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• putting into good order, for the use of

procedure for testing, checking and follow up
the aeroplane's next flight crew, all
manuals, maps and charts which form the distribution or insertion, to ensure:
part of the flight deck library,
• handing over the aeroplane to its next i. All data products purchased or otherwise
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crew or to appropriate maintenance acquired from an external vendor or supplier

personnel or, where this is impossible, meet the product technical requirements
having the aeroplane secured, and specified by UNA prior to being used in the
•
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handing over the completed conduct of operations

documentation to authorised personnel ii. Electronic navigation data products acquired
or forwarding such documents by other from suppliers, prior to being used as a means
means.
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for navigation in operations, are assessed for a

level of data integrity commensurate with the
1.5.4 SERVICE PROVIDER AND ROLE OF UNA
intended application, and are compatible with
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the intended function of equipment in which it

a) All requirements that affect the safety or is installed, and are distributed in a manner to
security of flight operations shall be identified allow insertion of current and unaltered
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in the contracts or agreements with service electronic navigation data into all aircraft that
providers conducting outsourced flight require it.
operations functions before such contract or iii. Terrain and, if applicable, obstacle data
agreement becomes effective. acquired from an external vendor or supplier
is distributed in a manner to allow the timely
b) Auditing and Monitoring the execution of such insertion of current and unaltered data into all
contract and or agreement will persist aircraft for which it is required.
throughout the duration and ensure that all

PART A 1 04-03-2021

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1.6 UNITED NIGERIA AIRLINES PILOT
SENIORITY PATTERN
The flow diagram below indicates company

pilot seniority pattern:
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.
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Management Pilot > 4500HRS
ATPL + Basic Mgt. Course + 3yrs

Training Capt: Capt + 500 hrs on
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NUA type
ATPL + R/Seat + TRI/E + 6

mthsNUA
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Captain > 3500 hrs + 500 type or equivalent
aircraft
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ATPL
Senior First Officer > 3000 hrs
ATPL + 3 yrsNUA
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First Officer > 500 hrs (200 type)

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CPL/IR or ATPL Second Officer > 250 hrs
CPL/IR; MCC
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Note: All upgrades are subject to

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crew proficiency, reliability and

vacancy existent in the airline
at any point in time.
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PART A 1 04-03-2021

1.7 DUTIES AND RESPONSIBILITIES OF • be responsible to the commander for

CABIN CREW MEMBERS the conduct and coordination of cabin
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safety and emergency procedures
A cabin crew member is a person who is
specified in the Operations Manual, and
assigned to undertake tasks in the cabin and
for their observance by the cabin crew
shall be identifiable by virtue of an operator's
and by all passengers, and
cabin crew uniform to passengers as a cabin
• inform the flight crew of all irregularities
crew member.
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and malfunctions and, at the prescribed
times, report "cabin secure" .
Other persons undertaking tasks in the cabin
shall not wear a uniform which might identify Cabin Crew Members and Senior Cabin
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them to passengers as a cabin crew member Crew Members must meet the qualification
unless they comply with the qualification and recency requirements of Chapter 5.3.
requirements laid down for cabin crew Prior to flight, all Cabin Crew Members must
members (see chapter 5). participate in the commander's cabin crew
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briefing (Chapter 8.3.15.2), receiving
Cabin Crew Members on aeroplanes fulfill
information and particulars pertinent to the
four important functions: They
individual flight.
• ensure, under the overall authority and Whenever due to unforeseen circumstances
responsibility of the commander, cabin the Company-designated Senior Cabin Crew
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safety (Chapter 8.3.15 in connection, with Member is not available for duty and cannot
8.3.16), i.e., the safety of the passengers be replaced by the crew scheduling
and the security of cabin load and department (e.g., ex standby). the
galleys, and report to the commander commander will nominate the cabin crew
−
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any fault, failure, malfunction of member holding the highest seniority to the
defect, which he/she believes may duties and responsibilities of Senior Crew
affect the airworthiness or safe Member. In such a case, a full review of all
operation of the aeroplane or
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relevant safety/emergency provisions shall

aeroplane systems, be held during the crew briefing.
− any incident that has endangered
or may have endangered safety. After boarding their aeroplane, Cabin Crew
• shall make use of the company's incident Members shall check the emergency
reporting scheme in accordance with equipment (Chapter 8.3.15.3), other
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Chapter 11. In such cases, a copy of the equipment and the catering equipment and
report shall be communicated to the immediately report deficiencies to the Senior
commander concerned. Cabin Crew Member for further action.
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• form the link between the passengers For boarding of passengers, they shall take
and the flight crew, up their prescribed positions.
• provide an optimum of comfort and
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service for the company's customers, In flight, they conduct the prescribed
namely the passengers, and by their passenger services apart from fulfilling the
courtesy, efficiency, thoughtfulness and safety relevant tasks of Chapter 8.3.15 and
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ready assistance directly shape the 8.3.16. In the event of an emergency

company's image. situation, they proceed to their emergency
stations (see OM Part B); the Senior Cabin
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Whenever more than one cabin crew member Crew Member immediately contacts the flight
is required, the crew scheduling unit of the crew for instructions.
company will nominate a Senior Cabin Crew
Member to At transit stations, the Cabin Crew Members
• direct, coordinate and organize the ensure proper cleaning of the aeroplane's
functions and tasks of the cabin crew, cabin and ensure re-catering for the next
flight.
PART A 1 04-03-2021

After flight, cabin related documentation shall
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be closed. Occurrence reports, before being
handed over to ground personnel, must be
counter-signed by the commander.
Boxes/carts containing duty free items must
have been sealed, as prescribed. Cabin Crew
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Members shall ensure the orderly handover
of the cabin to the next cabin crew or where
applicable, to the catering or cleaning
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personnel or to maintenance (shift
supervisor).
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PART A 1 04-03-2021

Each crew member is responsible for the

1.8 CREW REGULATIONS validity of his documents and their timely
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issue, renewal and extension.
1.8.1 Behaviour in Public
1.8.2.1 Crew Member certificate
Every crew member must be aware that he is
a representative of the Company and that Each crew member will be provided with a
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people will identify his appearance with it. The Crew Member Certificate. The certificate
image of an airline depends largely on the must be handed over to Flight Operations
behaviour of every employee. Support for renewal of validity in good time
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Crew members are always at the centre of before expiry.
interest, also when travelling dead head.
Therefore, loud welcome ceremonies are 1.8.2.2 Company Identity Card
prohibited as well as confidential talks about
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Company subjects in public or with other At the beginning of employment an Identity
crews or other crew members on duty. Card will be issued to the crew member.
Never make negative statements about the
Company or discuss Company matters when This Identity Card shows the holder to be an
people other than those of the Company are employee of the Company. The date of
present. employment on the ID-card is the basis for
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requests for reduced tickets for flights with the
Politeness and kindness should be the company and/or other airlines. Special rules
outstanding characteristics of every crew about reduced tickets are laid down in the
member. relevant Company Manual.
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Locations shall not be visited if the possibility The loss of any personal document must be
exists of creating a wrong impression which reported immediately to the company Human
may be detrimental to the reputation and Resources department and Flight Operations
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image of the Company. This rule even applies Support. When leaving the company all
to crew members not in uniform, and Human Resources documents which have
especially during night stops. All crew been provided by the company must be
members should ensure that they themselves returned.
and their colleagues always comply with the
above regulations.
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1.8.3 Uniform
1.8.2 Personal Documents The uniform portrays the image of the
Company and identifies the wearer as
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The Captain shall ensure that for flight duty, representative of the Company.
crew members carry the following
documents: The standard uniform and replacement
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periods for individual items are laid down in

the Company manuals.
• valid licence (flight crew),
• valid passport (for international flights). Unauthorized alterations of the uniform are
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• visa - if required, not permitted. Non-uniform items of clothing

• crew member certificate, must not be visible when worn with the
• company identity card. uniform.
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• emergency training and first aid record

Each crew member is responsible for his own
(unless retained by training
laundry and dry-cleaning.
department),
• vaccination card - if required, 1.8.3.1 Regulations for Wearing the
• medical certificate - if required. Uniform

PART A 1 04-03-2021

Wearing the uniform - or parts of it - is only another and which do not fall under the
allowed during flight duty, on the way from postal law. It is not allowed to transport
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and to the duty and on dead-head flights. private letters of employees as
Wearing the uniform in bars nightclubs, or company mail.
dance halls is not allowed. 2. Accompanying Postal Documents for
general postal matters which fall under
The uniform must be clean and in good the postal law (if applicable).
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condition. For unforeseen night stops the 3. Load plan
crew member should have spare clothes in This is information in advance for the
the hand luggage. flight crew, e.g., number of the crew,
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fuel figures, etc.
1.8.4 Crew Baggage 4. Mass and Balance Sheet
The Mass and Balance Sheet contains
Only personal luggage will be considered as all important data concerning the load
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Crew Baggage. It must have a special label of the aircraft and the distribution of the
identifying it as such. Crew Baggage will be masses in relation to the centre of
transported in the cargo compartment. gravity.
Stickers on the baggage are not allowed.
The following data given are relevant
1.8.5 Mail Box for Cabin Attendants:
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Crew Version, Number of passengers,
Every crew member has a Mail Box in the Last Minute Changes, Pantry Code.
crew lounge. All written information will reach The Mass and Balance Sheet is the
the crew member via this Mail Box. basis for the positioning of passengers
Revisions and amendments of the company and load (see Chapter 8).
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manuals may also be distributed via the, Mail 5. General Declaration - if required
Box. Some countries require a General Dec-
laration which contains the number and
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It must always be emptied: the names of the crew and the number
• when checking-in, for information of passengers (disembarking,
concerning the flight; embarking and transit passengers), and
• if possible between flights; for some stations a Health Declaration
• when checking-out. is required.
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6. Passenger Manifest
1.8.6 Aeroplane Document Briefcase The Passenger Manifest Is a list with
(Document Bag) the names of all passengers on board.
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It may be requested by the immigration

A Document Briefcase, marked with the authorities of some countries.
aeroplane registration, is prepared by the 7. Air Waybill - if applicable
An Air Waybill must be carried along
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station of the departing flight and contains

documents for the flight. It is handed to the with every piece of airfreight.
Senior Cabin Attendant who ensures that the 8. Cargo Manifest - if applicable
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briefcase and contents are delivered at The Cargo Manifest lists the air
destination. way-bills for all freight on board.
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Contents of the Aeroplane Document 1.8.7 Tips

Briefcase: Any donations (tips or presents) offered by
passengers should be politely refused.
1. Company Mail (comail) - if applicable
It must be clearly marked as company 1.8.8 Customs and Currency
mail. Regulations
These are letters and documents which
will be sent from one Company office to
PART A 1 04-03-2021

All crew members have to pass through local time of departure and a duty free
customs, immigration, currency control, etc. shopping would not allow this, and
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as prescribed. Every person must comply • on ambulance flights because of hangar
with the local customs and other special boarding.
immigration regulations, which may often be
more restrictive for crew members than for 1.8.10 Handling of Company Material
passengers. Crew members must declare all
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goods liable for duty and are responsible for All crew members are obliged to handle all
duty charges. The same policy applies to company material with great care. The
restrictions on import or export of currencies. company may claim compensation from a
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crew member for damage caused by him.
Note: For passport/visa and health Crew members shall maintain the manuals,
requirements see Navitech Route handbooks and other documents handed
Manual, section “ENTRY over to them in good condition.
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REQUIREMENTS”
When the employment contract terminates
1.8.8.1 Violation of Customs or everything belonging to the company must be
Currency Regulations returned.
It must be clearly understood that non- Crew members are strictly not allowed to take
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compliance with the customs regulations and any articles, such as small gifts (e.g. toys),
other official controls is a very serious offence catering items, parts of cabin or galley
against the Company regulations and the equipment, from the aircraft.
laws and regulations of a foreign country
1.8.11 Accident / Illness
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Anybody caught smuggling or willfully

breaking currency or other regulations can Accidents or illness must be reported
expect immediate dismissal from the immediately to:
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Company as well as heavy fines or even • the Commander (when away from home
imprisonment. base) and
• the crew planning department when on
1.8.9 Duty Free Shopping duty.
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Customs regulations must be taken into The crew member must inform the Company
account when shopping in a duty-free shop. about the expected duration of illness, and
A departure must never be delayed because any change in duration.
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the crew is duty free shopping, nor should

passengers get such an impression. A crew member shall not perform any duties
on an aeroplane if he knows or suspects that
Duty free shopping by crews is not allowed:
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he is suffering from fatigue or feels unfit to the

• more than once a day, extent that the flight may be endangered.
• when ground time is only 60 minutes or
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less, 1.8.12 Crew Hotels

• at intermediate stops when passengers
stay on board, Hotels for the crew will be provided by the
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• when scheduled ground time at outside Company. That means the Company will pay
stations is more than 60 minutes but for the room and provide allowance for meals.
due to late arrival the ground time is 60 A list of crew hotels with important
minutes or less until scheduled time of information will be distributed by the Com-,
departure, pany.
• in case the handling agent requests a
In case of unforeseen night stops or when
departure earlier than the scheduled
there is no reservation made by the Company
PART A 1 04-03-2021

the commander will decide which hotel is to Usually, all crew members will use crew
be taken by the crew. Whenever possible the transport and accommodation provided by
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whole crew shall stay in the same hotel. the Company. Should a crew member not
require accommodation he must inform the
All crew members shall: commander and ask for permission prior to
• behave in uniform as well as in civilian departing. He shall leave his contact details
dress in such a way that the image of with the commander.
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the Company will not be adversely
affected; At check-in for flight duty the crew members
• follow local procedures for shall present themselves to the commander.
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accommodation and crew meals;
• refrain from any action or behaviour that
could lead to complaints from the hotel
management; 1.8.13.1 Crew Transport to/from the
•
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refrain from direct complaints to hotel Airport
personnel, but forward same to the If necessary, crew transport will be arranged
Company by the proper channels; and by the Company or the handling agent.
• settle all personal bills before checking Normally the commander is responsible for
out. timely crew transport. Complaints about the
transportation will be made by the
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1.8.13 Night Stops/Stop Over away from commander to the Company.
Home Base
All crew members shall comply with all 1.8.13.2 Contact of Crew Abroad
instructions required for the specific country
On crew stations (hotels) abroad, crew
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before leaving the aircraft.

members must be back at the hotel from trips
outside town at least 2 hours before the
After the flight they will meet the commander
scheduled time of departure, but in no case
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for the debriefing and in order to receive later than at midnight the evening before
Information for accommodation, transport to departure. Each crew member shall always
the hotel and departure from the hotel to the observe the requirements of Chapters 6.8
airport.
and 7.
Pick up time for crew transportation to the
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Crew members shall keep the commander

airport will be advised by the commander. It
informed about their absence.
should be arranged so that the crew will arrive
at the airport for check-in one hour/one hour
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The commander shall leave his phone

fifteen before scheduled time of departure. number, or deposit his contact address at the
hotel desk whenever he leaves the hotel for
Details for the crew transport can be found in
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more than two hours.

the list of the crew hotels.
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PART A
2 04-03-2021
UNITED NIGERIA AIRLINES Operational and Control ISSUE 2 Page 1

COMPANY LTD Supervision
2. OPERATIONAL CONTROL AND

The rapidly evolving nature of flight
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SUPERVISION
operations in general, changes in
procedures and in electronic data proce-
2.1 SUPERVISION OF THE OPERATION
ssing, changes in medical assessments and
BY THE OPERATOR
changes of legal provisions may conseq-
In accordance with Nig.CARs the company
uently change such demands. Therefore, the
must establish and maintain a method of
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department managers shall, in the course of
exercising operational control, and have
routine meetings regularly held with
such method approved by the Authority.
supervisory staff, from time to time address
Nig.CARs prescribes that the company must
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these qualification requirements, discuss
ensure that all operations personnel are
them respectively, have them re-evaluated
properly instructed, have demonstrated their
and, where found necessary have them
abilities in their particular duties and are
changed.
aware of their responsibilities and of the
ED
relationship of such duties to the operation
as a whole. In other words, the company Note: For qualification requirements of
shall ensure that operations personnel are operations personnel refer to
and remain competent, proficient and Chapter 5.
qualified. And in pursuit of excellence and
enhancement of optimum performance, the
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2.1.2 Training/Examination/Licences
airline shall ensure that our physical
infrastructure and work environment satisfies In a manner similar to the one outlined in
flight operations management system and Chapter 2.1.1 the department managers
operational requirements. shall lay down the content and the extent of
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company training to be conducted for each

position.
These Nig.CARs requirements are based
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upon the overriding aspect of safety. They

address extremely important components of Whenever legal provisions or the special
quality control (see Chapter 3). To supervise responsibilities of a position necessitate an
and control, to monitor and reevaluate, to examination (prior to which a holder may
rectify and improve operations, procedures exercise his authority and execute respon-
and personnel qualification, is, eventually, in sibilities only under supervision of a fully
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the direct interest of the company's overall qualified person), the department manager
safety, its image and, therefore, its success. defines the contents and extent of the ex-
amination and the minimum requirements for
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Note: The company's supervision of the passing. For particulars refer to Chapter 5.
safety of flight operation will be discussed in
Chapter 2.4. Legal provisions may prescribe a licence
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(with a set expiry date and the requirement

to renew it by undergoing defined checks/
2.1.1 Qualification for Employment examinations) whenever the responsibilities
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of a position (e.g., that of a flight crew

The Maintenance System Manager, the member) necessitate the regular reassess-
Postholder Ground Handling and the ment of the capabilities and the proficiency
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Postholder Flight Operations (where nec- of a holder. Additionally, department man-

essary, in cooperation with the Chief Pilots, agers may establish, for defined positions,
the Crew Training Department, the Cabin the need for a company specific licence.
Crews Department and Flight Operations
Support), have defined (as specified in Chpt.
5), for each type of position in their For particulars, again, refer to Chapter 5.
respective departments, a set of qualifica-
Similar to the provisions outlined in 2.1.1
tions which must be met by the respective
above, the departments’ managers shall, in
applicants for employment.
PART A
2 04-03-2021

the course of specific meetings held with checks, training and first aid instruction as
appropriate staff, regularly address all as- well as medical examinations are conducted
pects of training, examination and licences. in due time for renewal of licences (see
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Not only legal requirements and their Chapter 1.3.1.5).
changes must be observed, but that the
state of the art also shall be constantly As far as qualification (not reflected by a li-
monitored. The Flight Operations Manager cence) is concerned (refer to the recency
shall closely cooperate with the Crew requirements of Chapter 5.2.6, the compe-
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Training Department on the one hand, and tency requirements of 8.1.2.3), the Crew
with the Flight Crew Department/Cabin Crew Planning section shall check appropriate
Department on the other, in all these files before scheduling a crew member for
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matters. Type specific aeroplane character- an Individual tour of duty. It is the responsi-
istics, experience gained by check, training bility of the crew member to re-check and to
and line personnel, occurrence reports, notify the company if he does not hold
statistics, trends, results of incident and ac- appropriate qualification.
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cident investigation will all contribute in es-
tablishing and re-evaluating the require- This principle is also valid for all other li-
ments in training, examining and licensing. cence holding personnel, other than crew
members, who are required to hold defined
2.1.3 Licence and Qualification Validity qualification(s) in addition to their licences.
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Each licence entitles its holder to exercise 2.1.4 Competence of Operations
his authority and execute his responsibilities Personnel
based upon such licence only as long as it
remains valid. It is, therefore, of the utmost As already pointed out in 2.1, 2.1.2 and 2.1.3
importance that the licence holder, for re- above, it is of utmost importance, in the
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validation, is in due time re-trained and re- interest of safety and in the company's own
examined by the company, or, when re- interest, to maintain a high level of
quired, by the Authority, or by approved third competence, of personnel proficiency and
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parties, as prescribed. skills.
Therefore, department managers shall des- Tools for monitoring competence are:
ignate a section of their department as re-
sponsible for scheduling, in due time, li- • (crews:) check and training flights, line
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censed personnel for appropriate re-training, checks, simulator sessions,

for appropriate checks and for ascertaining • (crews:) ad hoc inspection flight by the
that revalidation of each licence occurs Flight Operations Manager, the Crew
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before expiry. It must be stressed, however, Training Manager, the Chief Pilot(s)
that the final responsibility for retaining a and/or the Cabin Crew Department
licence's validity rests with its holder. Manager,
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• (ground personnel:) ad hoc assessment

Whenever he has the Impression that, by by supervisory staff participating in a
mistake or error, the responsible section has particular tour of duty and/or
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overlooked the Imminence of licence expiry, participating in the performance of

he shall at once notify the appropriate particular' tasks,
personnel and ensure that all necessary • collecting and assessing occurrence
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steps for revalidation are taken at once. For reports (in cases of high safety rele-
crew members, a section of the Crew vance, personnel who would otherwise
Training Department shall ensure, in become subject to disciplinary, legal or
cooperation with the Crew Planning section penal action shall be encouraged to
of Flight Operations Support, that all write anonymous reports) and passen-
required checks and training are conducted ger complaints.
in due time (see Chapter 1.3.1.3). Flight
Operations Support compiles all data that Note: Whenever prescribed checks/ex-
will aid In observing that checks, simulator
PART A
2 04-03-2021

aminations have been failed passengers, deportees and persons in
twice, the individual case shall custody,
be referred to the Flight •
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notification of special loads including
Operations Manager, who will dangerous goods and written informa-
decide on further action. tion as prescribed in Chapter 9,
• current maps and charts and associ-
Tools for maintaining and improving profi- ated documents,
ciency are • any other documentation which may
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• the system of promulgating operational be required by the states concerned
instructions and information (see Chap- with this flight, such as cargo manifest,
ter 2.2 below), passenger manifest, etc., and
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• the safety programmes outlined in • forms to comply with the reporting re-
Chapter 2.3 below, quirements of the Authority and the
• in individual cases, re-training as deter- operator (see Chapter 11).
mined by supervisory staff.
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These documents are essential for the safe
2.1.5 Supervisory Staff conduct of the flight. By examining and then
The number of supervisors to be appointed signing the papers the commander certifies
is dependent upon the number of staff (see Chapter 1.4.1) that he is satisfied that
employed. The duties and responsibilities the preparation of his flight is adequate.
of each supervisor are clearly defined. As
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'far as crew members are concerned, any Legal provisions prescribe that the Com-
flying commitments shall be arranged so pany (or the Company's agent or, where no
that they can discharge their supervisory agent is named, the aerodrome authority or
responsibilities. a suitable other party) retain on the ground,
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at the aerodrome of departure and for at

The supervision of all crew members must least the duration of the flight, a copy of each
be exercised by individuals possessing ex- document relevant to the flight and
perience and personal qualities sufficient to
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appropriate for the type of operation, spe-

ensure the attainment of the standard cifically a copy of
specified in the Operations Manual. • the operational flight plan,
• copies of the relevant parts of the
2.1.6 Control. Analysis and Storage aeroplane technical log (Flight and
ofRecords, Flight Documents Maintenance Report),
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and Data • the Company-edited route specific

NOTAM documentation - if any-,
2.1.6.1 Documents Used for the • mass and balance documentation,
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Preparation and Execution of • notification(s) of special loads includ-

the Flight ing dangerous goods and/or special
categories of passengers.
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Legal provisions prescribe the carriage, on

each flight, of the following documents: If retention on the ground is not practicable,
the information shall be carried in a fireproof
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• operational flight plan, container in the aeroplane.

• aeroplane technical log,
• the filed ATS flight plan, 2.1.6.2 Journey Log
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• appropriate NOT AM/AIS briefing

documentation, The Company retains the following informa-
• appropriate meteorological tion for each flight in form of a Journey Log:
information, • Aeroplane registration;
• mass and balance documentation, • Date;
• notification of social categories of pas- • Name and duty assignment of crew
senger(s) such as security personnel, members;
if not considered as crew, • Place and time (off-block
handicapped persons, inadmissible time) of departure;
PART A
2 04-03-2021

• Place and time (on-block time) of evaluated and acted upon as outlined in
arrival; Chapter 2.3.
•
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Hours and nature of flight;
• Incidents, observations (if any); and All other documents are a valuable tool for
• Commander's signature. quality control: the designated section of
Flight Operations Support shall regularly
The entries in the Journey Log are made check their accuracy and correct completion
concurrently and they are permanent in and that the flight has been planned and
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nature. conducted in accordance with all legal and
Company provisions regarding MEL, fuel
2.1.6.3 Reports policy, aeroplane performance and lim-
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itations, aerodrome and en-route operating
The Commander shall ensure completion minima and with proper regard to the
(and the Company, after flight, shall ensure forecast meteorological situation and the
currency, completeness and permanency) of published (NOTAMS) environment of aero-
the Flight and Maintenance Report which is
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nautical aids and services.
to contain the aeroplane's registration, the
date, the name(s) and duty assignment of Whenever documents are missing or dis-
crew member(s), places and times of crepancies/irregularities are found, an ap-
departure and of arrival, hours and nature of propriate report shall be forwarded to the
flight and the Commander's acceptance. Postholder Flight Operations and to the pilot
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who has been acting as commander of that
Reports other than the Flight and Mainte- flight. In order to enable the Postholder Flight
nance Report are occurrence reports: Operations to identify and to prevent the re-
• Flight Deck Flight Report, Cabin Flight occurrence of such irregularities, statistics
shall be maintained and updated.
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Report,
• Flight and Maintenance Report/Techni-
As a matter of quality control, the Postholder
cal Log (for technical defects and the
Flight Operations has designated Flight
exceeding of technical limitations
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Operations Support as responsible for

occurring while the Commander is
manually recalculating, once every two
responsible for the flight),
months, a randomly-picked EDP generated
• Air Traffic Incident Report, flight plan.
• Bird Strike Report,
• Dangerous Goods In addition, the Postholder Ground Handling
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Occurrences Report, shall designate a section or an individual of

• Report the exceedance of Duty or his department as responsible for manually
Reduction of Rest Period, recalculating, once every two months, a
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• Accident Report, random picked EDP generated mass and

• Cabin Discrepancy Log. balance document.
Whenever more than one source, e.g., dis-
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2.1.6.4 Analysis and Retention of patch offices or handling agents, provide

Documents and Records, EDP generated flight plans or mass and
Quality Control of EDP
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balance documents, these checks shall be

conducted at least once every two months
As prescribed in Chapter 1.5.2 and 1.5.3, for each source used.
the copilot attends to the completion of the
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prescribed documentation (e.g., by filling in Documents Storage Periods – Information

the operational flight plan, in the course of used for the preparation and Execution of
monitoring the fuel situation in flight), closes the Flight
it after flight and forwards it to the appropri-
ate section of Flight Operations Support. Operational flight 3 months after flight
plan (to be retained completion
Accident and occurrence reports are given by FOS)
high priority and shall be distributed and Aeroplane Technical 24 months after date
handled as per Chapter 11. They shall be Log journey records, of last entry
PART A
2 04-03-2021

Maintenance records qualification training
Route specific 3 months after flight Training and Until 12 months after
NOTAM/AIS briefing completion qualification for crew member has left
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documentation. specific operations NUA employment
Passenger manifest 3 months after flight when required by
completion NCAA (e.g. ETOPS,
Mass and balance 3 months after flight CAT II/III
documentation (to be completion operations)
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retained by FOS) Security training Until 12 months after
Flight release 3 months after crew member has left
completion of flight NUA employment
Completed Load 3 months after Dangerous goods Until 12 months after
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manifest completion of flight training as crew member has left
appropriate NUA employment
FOS = FLIGHT OPERATIONS SUPPORT To be retained by FOS
GO (SM) = GROUND OPEARTIONS (STN.
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MGR.) 2.1.6.6 Documents storage Periods –
CabinCrew Records
Documents storage Periods – Reports Flight, duty and Rest 24 months
Journey Log (to be 3 months after flight time
retained by FOS) completion Initial Ground training ,
Until 12 months after
Flight Reports (to be 3 months conversion and cabin crew member
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retained by CP) differences training has left NUA
Weather Report 3 months after flight (including checking) employment
completion Copy of the Security Until 12 months after
Air Traffic incident 24 months Training attestation cabin crew member
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Report, Bird Strike has left NUA

Report, Dangerous employment
Goods Occurrence Licence & Records of Until 12 months after
Report (to be Medical Examinations cabin crew member
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retained by CP + has left NUA

DOE + FOS) employment
Accident Report (to Indefinitely Recurrent training and Until 12 months after
be retained by DFO) refresher (including cabin crew member
checking) has left NUA
Documents Storage Periods – employment
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2.1.6.5
Flight Crew Records Competency check Until 12 months after
cabin crew member
Flight, duty and rest 24 months has left NUA
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time employment
License & Medical Until 12 months after Dangerous goods Until 12 months after
Certificate crew member has left training as appropriate cabin crew member
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NUA employment has left NUA

Conversion training Until 12 months after employment
and checking crew member has left To be retained by DFO, AMCS
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NUA employment
Command course Until 12 months after
(including checking) crew member has left 2.1.6.7 Flight, Duty and Rest Time
NUA employment
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Records (Flight Crew and Cabin

Recurrent training Until 12 months after Crew)
and checking crew member has left
NUA employment They shall be retained for 24 months. Where
Training and Until 12 months after a crew member in respect of whom the
checking to operate crew member has left company has kept such record, becomes a
in either pilots seat NUA employment crew member for another operator that
Recent experience, Until 12 months after record shall be made available to the new
Route and crew member has left operator.
Aerodrome NUA employment
REVISION 0
PART A
2 04-03-2021
22-12-2022
UNITED NIGERIA AIRLINES Operational and Control ISSUE 2 Page6 6

Page
For the purpose of fatigue risk management, 2.1.6.9.3 Maintenance Records of aircraft
ferry flights, training periods, administrative
Total time in service 3 months after the unit
/office duties, deadhead time shall be
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(hours, calendar time & to which they refer has
considered part of duty time. To this end, cycles) of aircraft and been permanently
Flight Operations Support department will all life limited withdrawn from service.
use the Dispatch Scheduling Software components
(Kirachi) and sign-in sheets to keep track of Current status of 3 months after the unit
flight duty periods for all pilots as well as compliance with all to which they refer has
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office duty periods for management pilots. mandatory continuing been permanently
airworthiness withdrawn from service.
information.
As a policy no flight crew member shall be Appropriate details of 3 months after the unit
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scheduled for flight duties at least 48 hours alterations and repairs to which they refer has
before the scheduled date of departure for all to aircraft and its been permanently
official travels including but not limited to components. withdrawn from service.
simulator training and ferry flights, and not Total time in service 3 months after the unit
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earlier than 72 hours after arrival from such since last overhaul of to which they refer has
travel. aircraft or its been permanently
component subject to a withdrawn from service.
mandatory overhaul life
2.1.6.8 Documents Storage Periods - Detailed maintenance 1 year after signing of
Records for other Operations Personnel record to show all the maintenance
requirements for release.
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Training/qualification Until 12 months after maintenance release
records of other personnel employee has left have been met.
for whom an approved NUA employment
training programme is 2.1.6.10 Other Records
required by NCAA Records on cosmic and Until 12 months after
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Regulations solar radiation dosage the crew member has

Licence& medical Until 12 months after left the employ of NUA.
certificate employee has left Quality system Records 5 years
NUA employment
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Dangerous Goods 6 months after

Proficiency and Until 12 months after transport document completion of the flight
competency checks employee has left
To be retained by DFO
NUA employment
To be retained by Training Mgr., DFO
2.1.6.9 Flight Recorder Records

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2.1.6.9.1 Following an accident or following

an incident that is subject to mandatory
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reporting or whenever the Authority so

directs, the company shall preserve the rel-
evant original recordings of a flight recorder
(Cockpit voice recordings or flight data
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recordings) for a period of 60 days or for an-

other period as directed by the Authority.
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Note: The company shall, within a

reasonabletime of being requested
to do so by the Authority, produce
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any recording made by a flight

recorder which is available or has
been preserved.
2.1.6.9.2 Cockpit voice recorder recordings
may not be used for purposes other than for
the investigation of an accident or incident
subject to mandatory reporting except with
the consent of all crew members concerned.

PART A
2 04-03-2021

2.2 SYSTEM OF PROMULGATION OF • (Leaflet, Circular, Booklet) and

ADDITIONAL OPERATIONAL
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distribution by mail and company mail
INSUTRUCTION AND INFORMATION • Distribution into personnel or crew mail
boxes
Information of an operational nature which • Mailing to a staff member's home ad-
is supplementary to that contained in the dress
Operations Manual is either of a semi-per- • EDP Electronic Data Processing:
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manent nature (it will normally be printed enabling all company departments to
and distributed as a leaflet or as a booklet) receive or distribute information at sta-
or of an adhoc nature with a more or less tions where flights and/or operations
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high degree of urgency necessitating expe- personnel have access to a terminal
ditious means of distribution. providing and/or accepting information in
or for central storage
Due to its operational relevance such infor- • EMAILS, MEMO, WHATSAPP and
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mation shall contain the date/time of its issue . SHORT MESSAGE SYSTEMS (SMS)
and state the beginning (date/time), and the
• TELEPHONE
end (where appropriate, otherwise the
• AFIS (to aeroplane in flight)
statement "valid until further notice” should
be included) of its applicability. • Company frequency or phone patch (to
aeroplane in flight)
•
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The following modes of publication/commu- Relay by ATS (to aeroplane in flight)
nication for promulgation are practicable:
SYSTEM OF PROMULGATION
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INSTRUCTION/ RESPONSIBLE FOR BY MEANS

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INFORMATION PROMULGATION (NAME OF OF

COMPANY UNIT)
• Industrial agreements (including LEGAL, DFO PRINT
those concerning max. duty EMAIL
times) MEMO
• Dress regulations HUMAN RESOURCES
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• Country and aerodrome

regulations concerning PRINT
immigration, health, visa, FLT. OPS SUP. EMAIL/memo
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customs, Gen Dec, passenger

manifest etc.
• List of authorized aero-dromes FLT. OPS SUP.
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(including commander's PRINT/EMAIL

competency classification)
• List of ground handling agents,
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PRINT,/memo
GRD OPS/FLT. OPS SUP
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PRINT AFTN
MEMO

PART A
2 04-03-2021

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INSTRUCTION/ RESPONSIBLE FOR BY MEANS
INFORMATION PROMULGATION (NAME OF OF
COMPANY UNIT)
• List of maintenance agents DOM MEMO &
• List of company’s and it’s agents’ radio DFO BRIEFING
frequencies
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• List of fuel suppliers, OPS SUP + ENGR.
• List of routes with recommended FLT. OPS SUP.
tankering
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• List of traffic rights for individual routes COMMERCIAL
(where necessary)
• Monthly (bimonthly, or other crew and FSO PRINT/
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ground personnel schedules OPS SUP. + CP
• Adhoc revocation of aerodrome DFO PRINT

authorization or change of
commander’s competency
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classification
• change in information pertaining to DOM, OPS SUP PRINT
ground handling FOS PRINT,
• changes in fuel availability and/or
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supplier, adhoc suggestions for

tinkering
• technical, aeroplane type related DOE PRINT
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information,
• technical information pertaining to an PRINT
individual aeroplane DOE PRINT
• changes in information pertaining to DOM PRINT
maintenance, FLT. OPS SUP. + SALES
• short term information on traffic rights,
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immigration/visa/health requirements PRINT

G.S. ENGR.
• rescheduling of ground or
PRINT
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maintenance staff,
FLT. OPS SUP.
• rescheduling of an aeroplane’s crew,
• change of an aeroplane’s routing or OCC BRIEFING
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schedule,
• operationally significant meteorological OCC
information and NOTAMS,
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• changes of approach procedures, OCC PRINT

aerodrome operating minima,
departure or missed approach
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procedures,
• runway length reductions, short term OCC BRIEFING
installation of obstacles,
• other significant aeronautical OCC BRIEFING
information (changes of NAVAID
frequency, adhoc airway closure of
realignment etc.)

PART A
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2.2.1 Process for dissemination of Safety Critical Operational Information to

Appropriate Personnel
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− Manufacturer Source
− NTSB
− NAIB
− Report from line
− Other operator NCAA DFO, QSM
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− AIS
− NIMET
− etc.
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RELEVANT SAFETY LIBRARY
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FLEET COMMITEE
LINE OPS.
READ &
LL
SIGN FILE
2.2.2 FLIGHT SAFETY DOCUMENT

SYSTEM (d) Reference information, e.g., information
that is required for the operation but does not
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The following outline addresses the major fall under (b) or (c) above; and
elements of United Nigeria’s flight safety (e)Information that can be grouped based on
documents system development process, the phase of operation in which it is used.
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with the aim of ensuring compliance with

Nig. CARs 9.2.2.10 2.2.2.1.3 —Time critical information shall be
2.2.2.1 Organisation placed early and prominently in the flight
2.2.2.1.1 — Our flight safety documents safety documents system.
system shall be organised according to 2.2.2.1.4 —Time critical information, time
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criteria, which ensure easy access to sensitive information, and frequently used
information, required for flight and ground information shall be placed in cards and
operations contained in the various quick-reference guides.
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operational documents comprising the

system and which facilitate management of 2.2.2.2 Validation—The flight safety
the distribution and revision of operational documents system shall be validated before
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documents. deployment, under realistic conditions.

Validation shall involve the critical aspects of
2.2.2.1.2 —Information contained in a flight the information use, in order to verify its
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safety documents system shall be grouped effectiveness. Interactions among all groups
according to the importance and use of the that can occur during operations shall also
information, as follows: be included in the validation process.
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(a) Time critical information, e.g., information 2.2.2.3. Design

that can jeopardize the safety of the 2.2.2.3.1. — Our flight safety documents
operation if not immediately available; system shall maintain consistency in
(b) Time sensitive information, e.g., terminology and in the use of standard terms
information that can affect the level of safety for common items and actions.
or delay the operation if not available in a
short time period; 2.2.2.3.2.—Operational documents shall
(c) Frequently used information include a glossary of terms, acronyms and
PART A
2 04-03-2021

their standard definition, updated on a regular 2.2.2.5.2. — The Airline shall develop an
basis to ensure access to the most recent information gathering, review and distribution
terminology. All significant terms, acronyms and system to process information resulting from
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abbreviations included in the flight documents changes that originate within the company,
system shall be defined. including:
2.2.2.3.3.—The flight safety documents system (a) Changes resulting from the installation of
shall ensure standardisation across document new equipment;
types, including writing style, terminology, use (b) Changes in response to operating
of graphics and symbols, and formatting across experience;
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documents. This includes a consistent location (c) Changes in an operator’s policies and
of specific types of information, consistent use procedures;
of units of measurement and consistent use of (d) Changes in an operator certificate; and
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codes. (e) Changes for purposes of maintaining cross
2.2.2.3.4.—The flight safety documents system fleet standardisation.
shall include a master index to locate, in a Note: Operators shall ensure that crew
timely manner, information included in more coordination philosophy, policies and
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than one operational document. procedures are specific to their operation.
Note—The master index must be placed in 2.2.2.5.3.—A flight safety documents system
the front of each document and consist of shall be reviewed:
no more than three levels of indexing. Pages (a) On a regular basis (at least once a year);
containing abnormal and emergency (b) After major events (mergers, acquisitions,
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information must be tabbed for direct rapid growth, downsizing, etc.);
access. (c) After technology changes (introduction of
new equipment); and
2.2.2.3.5.—Our flight safety documents system (d) After changes in safety regulations.
shall comply with the requirements of the 2.2.2.5.4.—United Nigeria shall communicate
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operator’s quality system, if applicable. new information to its personnel via any or a
combination of the following: electronic mails,
2.2.2.4. Deployment memos, bulletins, briefings, newsletters etc.
The Airline shall monitor deployment of the flight The specific methods shall be responsive to the
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safety documents system, to ensure appropriate degree of communication urgency.

and realistic use of the documents, based on Note: As frequent changes diminish the
the characteristics of the operational importance of new or modified procedures, it is
environment and in a way which is both desirable to minimise changes to the flight
operationally relevant and beneficial to safety documents system.
operational personnel. This monitoring shall
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include a formal feedback system for obtaining 2.2.2.5.5. —New information shall be reviewed
input from operational personnel. and validated considering its effects on the
entire flight safety documents system.
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2.2.2.5. Amendment. 2.2.2.5.6. —The method of communicating new

2.2.2.5.1.— The Airline shall develop an information shall be complemented by
information gathering, review, distribution and a tracking system to ensure currency by
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revision control system to process information operational personnel. The read and sign file,
and data obtained from all sources relevant to acknowledgement slips and electronic receipt
the type of operation conducted, including, but mails are procedures to verify that
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not limited to, the State of the Operator, State of operational personnel have the most recent
design, State of Registry, manufacturers and updates. These must be documented in hard
equipment vendors. copies.
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Note: Manufacturers provide information for

the operation of specific aircraft that
emphasizes the aircraft systems and
procedures under conditions that may not
fully match the requirements of operators.
Operators shall ensure that such
information meets their specific needs and
those of the local authority.

PART A
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2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME

Factors which may influence the well-being
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2.3.1 Accident Prevention
of crew members are fatigue, body
Although the level of safety in aviation is
very high today the company must make rhythm disturbance, and sleep deprivation
every effort to prevent accidents. or disturbance.
Accident prevention programmes often only Also temperature, humidity, noise, light, vi-
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cover the flight operations sector. But bration, workstation design and seat comfort
effective accident prevention can only be may influence the physiological or psy-
reached if all departments and sectors of the chological well-being.
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company such as management, flight crews,
cabin crews, ground crews and engineers. In connection with accident prevention it is
are involved. important for crew members to know these
factors and their possible influence upon
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The objective of accident prevention is the their well-being.
discovery, elimination and avoidance of
This will help to control human errors
hazards. Accident prevention and flight
caused by fatigue, body rhythm disturbance,
safety programme, as well as Occurrence
sleep deprivation, health performance and
Reporting Scheme are to be integrated in
stress.
the Quality System.
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Prevention of aircraft accidents must be the 2.3.1.1.1 For controlling human errors it is
priority through all sectors of airline opera- necessary to minimise the occurrence of
tions. errors. That can be done by providing
proper checklists, procedures, maps, charts
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Safety is everybody's business although re- and manuals and by reducing temperature
sponsibility for safety and thus accident extremes, noise, and other stressful
prevention in any company rests with the conditions.
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management. The airline management is

responsible for the quality of the product of As the aim to eliminate all human errors is
the company. That means the management unrealistic. It must be the goal to reduce
has to support any activity for preventing them to a minimum.
mistakes which may lead to an accident. The consequences of the remaining human
The quality of the accident prevention errors will be reduced by cross-monitoring
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programmes depends not least upon and by realisation of a good crew coordina-
allocation of resources by the management. tion concept.
Beyond this the management is responsible
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2.3.1.1.2 "The fundamental objective of the

for the morale in the company because investigation of an accident shall be the
morale affects safety in a way which should prevention of accidents and Incidents. It is
not be underestimated. Low morale often not the purpose of this activity to apportion
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leads to loss of pride in one's work, an ero- in blame or liability" (ICAO, Annex 13, Air-
sion of self-discipline which may create craft Accident Investigation).
hazardous conditions. .
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2.3.1.1 Human Factors Every crew member must be aware of this

statement. For identifying the hazards
For accident prevention, great emphasis which may have caused an accident the in-
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must be placed on Human Factors. volved crew members should not be reluc-
tant to disclose information they have about
The well-being of crew members is very im-
the accident. The results of the investigation
portant in accident prevention. A crew
can be instrumental in preventing accidents.
member must be fit and alert to be able to
respond in the correct way to any situation.

PART A
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2.3.1.2 Communication Aspects − The ICAO Accident/incident reporting
Communication within the company is im (ADREP) system is a data bank of
portant. Manuals, Instructions, directives,
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world-wide accident/incident informa-
etc. should be clearly written and easily un- tion for aeroplanes with a maximum
derstood. certificated take-off mass of over 2.250
kg. The ICAO Accident/incident
[
Communication within the cockpit can be
affected by the “Trans-cockpit Authority Reporting Manual (Doc 9156) contains
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Gradient” (TAG) which means the relative detailed information on this system.
strength and forcefulness between the flight − The Aircraft Accident Digest contains
crew members. The gradient between the accident final reports available on re-
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commander and his crew should be neither quest from the publishing States.
too steep nor too shallow. This will lead to − List of Final Reports from States con-
free and unreserved communication which tains a listing of accident reports avail-
is necessary for safe aeroplane operation. able on request from the reporting
States.
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To handle an emergency situation correctly
and so possibly prevent an accident, the 2.3.2Flight Safety Programme
commander must show good leadership
2.3.2.1Main Aspects of the Flight Safety
qualities. The commander is responsible for
Programme
good crew resource management within the
The objective of any flight safety programme
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whole crew and he shall promote good
shall be prevention of accidents.
communication.
Flight safety should be the major objective
A Confidential Reporting Program (CRP) of Operational Supervision and Control. The
that encourages personnel to report trends
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best way to reach a high standard of flight

they feel could jeopardise flight safety to the safety is the strict adherence by all
Flight Safety Department without delay is in operations personnel to standard flight op-
place (Unsafe Acts Form). erations regulations and procedures (SOP's)
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with particular emphasis on the need to

2.3.1.3Accident Prevention guard against complacency during routine
Organisation operations.
2.3.1.3.1 The Company accident prevention
organisation is administered by the Quality 2.3.2.2 The basis of an effective flight safety
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and Safety Manager who has direct access programme is the promotion of safety
to the Accountable Manager. The Flight awareness In all personnel so that any
Safety Officer acts as chairman of the Flight hazard, which could lead to an accident or
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Safety Committee which monitors incident, is identified and eliminated.

developing trends and makes recommen-
dations to improve safety. To ensure that operational safety issues are
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coordinated among expert personnel within

He maintains a record of observed safety
and outside flight operations, the following
deficiencies which indicates subjects for a
sections must be involved:
safety programme placed on Human Fac-
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tors. The record also shows the programme (i) flight risk analysis;
effectiveness and areas where further (ii) cabin operations;
emphasis may be required. (iii) engineering and maintenance;
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(iv) operations engineering;

2.3.1.3.2 Analysis of accidents and incidents (v) operational control/flight dispatch;
and promulgation of related Information are (vi) human resources;
elements of the accident prevention (vii) ground handling, cargo operations and
program. Information provided by ICAO is dangerous goods;
important for the identification of potential (viii) manufactures, (review of AFM/AOM,
hazards. operational and safety communication);
(ix) the NCAA.

PART A
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Most accidents do not result from lack of Flight Data Monitoring uses the data
information but from deficiencies in attitude acquired by the Flight Data Recorder or
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and behaviour. download features of the aircraft. The start of
the data recording may be preset to certain
2.3.2.3 The company safety programme values or events or when a limit is reached
concerns all personnel. Flight safety or exceeded. The source for these limits and
awareness is promoted by the Flight Safety exceedances may be reports by crews via
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Officer through the circulation of the latest the company's occurrence reporting system.
accident reports, incident bulletins and flight It is also possible to undertake routine data
safety magazines, highlighting incidents and measurements, as with modern tools data
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accidents involving aeroplane's or equipment from all flights are retained and not only
similar to those operated by the Company. significant ones producing events. With a
Each briefing room is equipped with a "Flight routine data measurement, trends and
Safety notice board specifically for displaying tendencies can be monitored before a limit is
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this information and other operational safety reached. It is also possible to check fixed
reminders (e.g. cold weather procedures at features regularly to check for improvements
the onset of winter). or changes.
Recurrent safety training includes film and
video recordings of accidents and incidents The first step in this respect is to identify
and the importance of reporting any potential areas where an operational risk is present
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hazard, however minor, is impressed upon and to measure current safety margins. This
all personnel. may be done on a case to case basis or it
may be applied for critical points of the
2.3.3 Flight Data Monitoring operation. These outcomes will be
categorized according to their potential risk,
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Flight Data Monitoring is part of the Accident

Prevention and Flight Safety Programme and in case the risk is unacceptable,
and therefore it is managed by the Safety remedial action will be taken. The effects of
these actions will be monitored.
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Department, The person responsible for the

Flight Data Monitoring Programme has a An occurrence may not be a safety issue If it
background in aviation. happened once, but a more frequent
occurrence of the same event might be an
Flight Data Monitoring is a means of unacceptable risk. Every occurrence has to
identifying operational risks and quantifying be evaluated regarding the severity and the
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current safety margins. It is a tool to frequency.

compare the Standard Operating
Procedures, the limits as prescribed in OM The effect of the Flight Data Monitoring
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Part B and good airmanship with the habits Programme will not at least be cost saving
actually taking place in the everyday line aspects, as the monitoring of trends might
operation. It is used to identify and quantify prolong engine life and reduce maintenance
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operational risks by highlighting when non- costs, or, in the best case an avoided
standard or unusual, or when unsafe accident.
circumstances occur. The data retrieved by
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the programme will be de-identified, and

same as the occurrence reporting system it
is proactive and non-punitive.
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PART A
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2.3.4 Occurrence Reporting Nevertheless, it can also be utilized to iden-

tify those occasions where routine proce-
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The objective of an Occurrence Reporting dures have failed, thus contributing to im-
Scheme is to identify adverse trends or to provement of e.g. training procedures, se-
address deficiencies within the company. quence and effectiveness of organizational
This shall be achieved through a defined procedures.
reporting system, to improve the level of
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flight safety and not to attribute blame to the The reports shall therefore be collected as
respective author of such a report. their significance may only become obvious
at a later date or occasion.
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The scheme shall protect the identity of the
reporter and include the possibility that the 2.3.5 Guidance on Development of
reports may be submitted anonymously. It Checklists
shall be used for evaluation and promulga- Source of change:
tion of information related to incidents and/ • Manufacturer
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or accidents for prevention of similar future • Civil aviation authority
occurrences. • Accident investigation findings
As it is a part of the overall monitoring • Airline experience from others or on line
system, the scheme supports procedures • Operations and training
already in place. • Fleet uniformity and ergonomic require-
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ment.
Process of Amendment
Sources
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DFO CP FC SAFETY TRAINING

COMMITTEE DEPT.
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SMS
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SAFETY REVIEW
COMMITEE
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NCAA APPROVAL
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QSM
FLEET CAPT.
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INSTRUCTIONS
CREW TRAINING
FACILITIES

PART A
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2.4 OPERATIONAL CONTROL

This procedure provides the neces-sary
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“Supervision” addresses the direction and element of "control", a standard of
management of flight operational safety, comparison, and the channeling of
“control” encompasses a standard of know-how.
comparison, of ensuring that prescribed Editorial responsibility for the FOM rests
procedures are being followed. Supervision with FSO (FL T. SAFETY OFFICER).
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of the safety of flight operations and Editorial responsibility for the AOM rests
operational control with respect to flight with CP.
safety are important aspects of quality
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control (see Chapter 3). Editorial responsibility for the RM rests
with FOS.
As far as "Flight Operations" are concerned Editorial responsibility for the TM rest
(in contrast to "Ground Operations" and with Training Mgr.
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"Maintenance" which both play their Indis-
pensable roles in respect to overall safety) The editorial responsibility of the
the Flight Operations Manager bears the respective unit encompasses its duty to
overall responsibility, as outlined in Chapter point out, to the Flight Operations
1.3.1, and has the overall directive authority. Manager, noted discrepancies with other
(For an actual flight, this responsibility and company procedures or incompatibilities
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this authority devolves on the commander). with legal requirements.
The Flight Operations Manager exercises his • drawing, in cooperation with the chief
supervisory directive power in executives of the company's
• departments, appropriate conclusions
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coordinating and supervising the flight

operational departments and in from:
appointing their chief executives (with
the exception of the head of "Crew − reports provided by routine
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Training" - see Chapter 1.3.1.3 - for operational meetings,

whose appointment, however, the − relevant occurrence and accident
Flight Operations Manager's approval reports (Chapter 11)
is required), − hearings (Chapter 11) .
• establishing the legally required flight − check flights conducted by himself
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operational procedures and (Chapter 1.3.1.1) and by other

instructions, e.g., the Operations supervisory pilots,
Manual (FOM, AOM, RM, TM) and and by addressing the noted deficiencies,
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"additional operational instructions"

(refer to Chapter 2.2) • cooperating in the audits of the Quality
Manager (see Chapter 3), and by
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Note: Changes to the Operations Manual addressing all faults and deficiencies
and related additional operational found, particularly with respect to the
provisions and regulations will be standards of operations personnel; i.e.
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suggested to the Flight Operations their qualification/ requalification,

Manager by the designated company competence in the performance of
unit and will· be published, by that unit prescribed duties, and their adherence
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under the direction of the Flight to company procedures.

Operations Manager, after prior
coordination with the Authority.

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In a manner similar to the one described in
connection with the Operations Manual, the
Flight Operations Manager exercises
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operational control in
• that a commander has been
• determining the usability of aerodromes designated, and that a complete crew
(to be proposed, and after approval by has been scheduled, and that they
the Flight Operations Manager, to be meet all relevant competency and
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published by CP) recency requirements,
• the establishment of the aerodrome • that, for each crew member of the
operating and planning minima (to be planned flight, the legal requirements
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proposed, and after approval by the concerning flight time/rest time
Flight Operations Manager to be limitations have been and are being
published by CP) observed (Chapter 7),
• the approval of routes to be served and • that the aeroplane has undergone all
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of areas to be overflown, the maintenance that renders the
establishment of minimum flight aeroplane able, from a technical and
altitudes and of enroute operating legal point of view, to finish Its tour of
minima (to be proposed, and after duty and return to home base before a
approval by the Flight Operations major check becomes due.
Manager. to be published by FIt. Ops
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Support. (FOS) The Operations Control Centre reacts in an
appropriate manner to operational irregu-
Note: Again, the editorial responsibility of larities by
the above named units enco- • crew member changes (standby or by
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mpasses the duty to point out, after other means),

re-checking the decisions of the • aeroplane changes,
Flight Operations Manager, noted • Changing the aeroplane's planned
discrepancies with other company
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schedule (early departure, delay,

procedures or incompatibilities with rerouting, cancellation of flight,
legal requirements. diversion of flight en-route).
Where necessary, approval by the
Authority (or other authorities) for Once a commander has commenced flight
relevant procedures shall be applied duty, he shall be Informed of and consulted
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for and obtained by the responsible on all questions relating to his flight, his crew
unit. and his aeroplane.
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The responsibility for an individual flight In flight, the final authority as to the
devolves on the Operations Control Centre disposition of his aeroplane rests with the
(see Chapter 1.3.3) 3 hours before commander who shall responsibly cooperate
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departure. It shall ensure, for the planned with the Operations Control Centre and with
flight: Maintenance, and base his decisions on all
aspects of the aeroplane's, its pas-senger's,
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and his crew's safety.

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PART A
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2.5 POWER OF AUTHORITY
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The competent aviation authorities, whilst
performing their duties to supervise and
inspect flight operations or maintenance
activities, have the power to inspect flight or
maintenance activities' in our company.
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a) Inspections of flight operations visits
to the flight deck
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Those members of the aviation authority who
can identify themselves as flight inspectors
shall be granted access to the flight deck
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and may remain on the flight deck unless, in
the opinion of the commander, the safety of
the aeroplane would thereby be endangered.
b) Inspection of documentation and

records
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Those members of the aviation authority who
can identify themselves as competent and
are tasked with inspections of the flight
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operational or maintenance activities must

be granted access to all documents which
are relevant to flight safety and maintenance.
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Whenever such an inspection, including

visits to the offices, should be requested by a
member of the authority, he shall be
accompanied by a competent member of the
flight operations or the maintenance
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department.
Unless justified by accident/incident

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investigations or in the event of judicial

inquiries the authorities may, however, not
enter the company offices without prior
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arrangements.
Note: The appropriate authority is

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empowered to direct the

preservation, for a 60 day period, of
data recorded by flight recorder.
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PART A
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PART A 3 04-03-2021

COMPANY LTD Quality System
3.1 GUIDANCE TO THE OPERATOR’S QUALITY

SYSTEM
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3.1.1 INTRODUCTION TO QUALITY SYSTEM The change, introduces by Nig. CAR (Part 6
AND QUALITY ASSURANCE 9) is that the operator is called upon to set in
place structured internal quality assurance
procedures acceptable to the Authority. It is the
3.1.1 General
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“assurance” of regulatory compliance which is the
This chapter describes the general principles of primary goal of the quality programme and
quality systems and quality assurance and is primary function of the operator’s quality system.
applicable to both large and small operators.
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3.1.1.1 Objective The emphasis in regulation is therefore likely to
The development and implementation of a change from regular inspections by the regulatory
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Quality System and Quality Assurance Authority to a system whereby operators self-
Programme that will benefit safety. The flying audit their own operation against a clearly
public, the operator and the Authority. defined Quality System. The Authority’s role will,
with time, shift to the verification of operator’s
3.1.1.2 Background compliance with their Quality System and with
The increasing complexity of both aircraft and the the requirements. The development of internal
LL
companies engaged in aviation, has been audit and evaluation programmes relies heavily
accompanied by corresponding changes in the upon AOC holders to continuously monitor and
number of the requirements and the demands put audit their operations to ensure that they are safe
upon the regulators. The result is that the and conform to the requirement and the
operator’s standards.
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Authorities can no longer obtain an adequate

picture of a whole operation without considerable,
and progressive, enlargement of their resources.
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The scale of the increases which would be

required are not affordable by the industry as a Note: it should always be borne in mind that
whole, nor would such an increase be the best the concept of a Quality System in any
response to the problem. organization embraces all aspects of
that organization to which the Quality
An alternative is to formalize the complementary System applies. The Quality System
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nature of the duties of the Authority on the one shown on page 3.1-2 which is defined
hand, and the operator on the other. The in AMC OPS which is defined in Nig.
Authority continues to be responsible for drawing CARs 9.2.2.3 and IS: 9.2.2.3 includes
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up the regulations which form the base on which the organization structure,
a safe operation is built, and also for overall responsibilities, procedures and
surveillance. The operator remains responsible resources for implementing quality
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for the safety of the operation and for compliance management

with the requirements. The concept of Quality
Assurance is not new to the aviation industry.
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PART A 3 04-03-2021

3.1.1.3 Basic Structure of the Quality System
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PART A 3 04-03-2021

3.1.1.4 Terminology/Glossary
QUALITY INSPECTION: An inspection is
The following terms and definitions are derived the act of observing a particular event or
from the ISO (international Standards action to ensure that correct procedures and
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Organization) vocabulary definitions. requirements are followed during the
accomplishment of the event.
QUALITY: The totality of features and
characteristics of a product or service that bear QUALITY MANAGEMENT: The
on its ability to satisfy stated or implied needs. management responsible for the overall
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function that determines and implements the
QUALITY ASSURANCE: All those planned and quality policy.
systematic actions necessary to provide
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adequate confidence that a product or service will QUALITY MANAGER: The manager
satisfy given requirements for quality. responsible for the monitoring function and
Quality Assurance includes all those systematic for requesting remedial actions.
measures needed in order to ensure that a
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QUALITY MANUAL: The document
company is well planned, organized, operated, containing the relevant information pertaining
maintained, developed and supported in to the operator’s quality system and quality
accordance with Authority regulations and the assurance programme.
operator’s own additional requirements.
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QUALITY PLAN: A document setting out the
Flight safety and its development is an interaction
specific quality practices, resources and
between the Authority and operator. The
sequence of activities relevant to a particular
Authority has the responsibility for regulation,
product, service, contract or project.
surveillance and analysis; whereas the operator
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has the operational responsibility ensuring that

QUALITY POLICY: The overall quality
flight safety and operational standards are
intentions and direction of a company in
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adhered to.
regard to quality, as formally expressed by
QUALITY AUDIT: A systematic and independent the Accountable Manager.
examination to determine whether quality
activities and related QUALITY SURVEILLANCE: The continuing
monitoring and verification of the status of
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results comply with planned arrangements and

whether these arrangements are implemented procedures, methods, conditions, processes,
effectively and are suitable to achieve objectives. products and services, and analysis of
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records in relations to stated references to

QUALITY CONTROL: The operational ensure that specified requirements for quality
techniques and activities that are used to fulfill are met.
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requirements for quality.

QUALITY SYSTEM: The (documented)
organizational structure, responsibilities,
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QUALITY EVALUATION: An evaluation is an

independent review of company policies, procedures and resources for implementing
procedures, and systems. The evaluation and maintaining quality management.
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process builds on the concept of audit and

inspection.

PART A 3 04-03-2021

ACCOUNATABLE MANAGER: The person
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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.
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CONCERN: Is a condition supported by
objective evidence, recognized as a
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potential problem that may become a
“FINDING”.
EVIDENCE: Is a documented statement of
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fact, this may be quantitative or qualitative,
based on observations, measurements or
tests that can be verified.
• Document or manual review

• Equipment examination
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• Activity observation- interview data
FINGING: A finding is a condition,

supported by objective evidence that
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demonstrated a non compliance with a

specific standards.
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PART A 3 04-03-2021

3.2 QUALITY SYSTEM
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3.2.1 General • Direct-line reporting
• The Authority given to the auditor;
The operator’s Quality System should provide a and
means of ensuring that operational and • Access to all parts of the operator’s
maintenance activities conform to standards organization.
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specified by the operator as laid out in the 3.2.1.3 The Quality System should monitor the
Operations Manual. When established a Quality procedures specified in the Operator’s
System, consideration should be given to, at Maintenance Control Manual (MCM) to ensure
least, the following:
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compliance with the legal requirements and the
operator’s additional standards.
• The establishment of Quality Policy:
• The establishment of Quality Plans 3.2.1.4 An operator should establish a plan
and a Quality Manual;
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acceptable to the Authority which shows how and
• The identification and establishment of when the activities required by the regulations will
standards, procedures, be monitored. In addition, reports should be
responsibilities, processes, resources, produced at the completion of each quality audit
skills, and inspection methods, and a and should include details of non-compliance
Quality Assurance Programme; with requirements, standards and procedures.
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• The verification of the continuing
acceptability of set standards; 3.2.1.5 The Quality System should include a
• The compliance of operational and feedback system to the Accountable Manager to
maintenance activities and procedures ensure that corrective actions are both identified
with the applicable documentation;
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and promptly addressed. The feedback system
• Procedures for handling non- should also specify who is required to rectify
conformity; discrepancies and non-compliance in each
• The updating of procedures, quality particular case, and the procedure to be followed
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control, quality inspection and testing when remedial action is not completed within an
methods; and appropriate timescale.
• The identification and preparation of
quality records. 3.2.1.6 Quality System –
Relevant Documentation
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3.2.1.1 The Quality System should be structured

and adapted to the type of operation and the The relevant documentation comprises the
Quality Manager should have direct access to operator’s Quality Manual which may be
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the Accountable Manager. separated from, but remains part of, the
Operations Manual and the Operator’s
3.2.1.2 The Quality System should be an integral Maintenance Control Manual.
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part of the operational and maintenance

organization. In order to ensure objective
monitoring, the Quality Manager and the auditing
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functions should be independent of the

operations and maintenance structure. This
independence relates to:
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PART A 3 04-03-2021

3.2.1.7 The Quality Manual should include, at 3.2.3 Independent Monitoring

least, descriptions of the following: To be effective in providing management with
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confidence in the reliability of an operation, the
• Quality Policy: monitoring organization should be free to act
• Procedures to ensure regulatory independently of routine management. The
compliance; essential aspects of this independence are:
• Terminology; • Direct line reporting. The freedom of
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• A description of the organization; direct access and direct reporting to
• Specified operational standards; the Accountable Manger;
• • Independent authority. The freedom
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The allocation of duties and
responsibilities; of inspectors or auditors to choose
their own areas and lines of enquiry;
• A schedule of the monitoring process;
and
• The audit procedures;
•
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Independent access. The freedom of
• The follow-up and remedial action
inspectors or auditors to visit or
procedures;
enquire into any part of the
• The recording system;
organization.
• The training syllabus; and
• Document control.
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3.2.4 Quality Inspection
Note: The term “inspection” as used in this
3.2.2 Quality Assurance Programmes Quality chapter is restricted to inspections
Assurance includes all those systematic made by the operator and does not
measures needed to ensure that a company is
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apply to any inspections made by the
well planned, organized, operated, maintained, Authority.
developed and supported in accordance with
The primary purpose of an inspection is to verify
Authority regulations and the operator’s own
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that established procedures are followed during

additional; standards.
an observed event and that the required
It is fundamental to flight safety, and a primary standard is achieved.
concern of the Quality Assurance Programme, Typical subject areas for quality inspections are:
that each company employee is motivated to do
• The actual flight operation;
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his work in a professional manner and in

• Flight Support Services;
accordance with the standards which have been
• Load Control;
set.
•
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Maintenance;
• Technical Standards; and
• Training Standards.
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PART A 3 04-03-2021

3.3 QUALITY AUDIT
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3.3.1 General 3.3.1.3 An audit should be planned with care and
methodically carried out. The procedures and
When circumstances change, company processes employed during an audit are well
employees cannot be expected to comply with, or documented in the literature but, in essence, they
respect, arrangements which have become should include:
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outdated. New aeroplanes, for example, or new
routes may be introduced or the company may • A definition of the scope of the audit;
grow. If standards are to be maintained, it is • Planning and preparation;
•
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necessary to include Quality Audit as an Gathering and recording evidence;
accepted part of the functioning and the and
organization of all departments. A Quality Audit is • Analysis of the evidence.
used to confirm that policies, structures, facilities,
resources and procedures remain relevant to the
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3.3.1.4 The aspects of the operation, which are to
company’s operation and effective in maintain be subject to routine audit, should be defined in
standards. The primary purpose of a Quality the Quality Manual, and the Quality Plan should
Audit is to identify, in an objective fashion, show the frequency with which audits are to be
potentially unsatisfactory practices or procedures conducted. Operators should oversee all
before they cause an accident or an incident. technical and safety-related functions of the
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operation and they will be expected to audit all
3.3.1.1 An audit is a comparison of the way in aspects of their operation, maintenance and
which an operation is being conducted against training. Significant changes to the management,
the way in which the published procedures say it the organization or the policy, practices,
should have been conducted. The various procedures and technologies of the company
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techniques that make up an effective audit are: should also lead, in due course, to an audit of the
• Interviews or discussions new arrangements.
with personnel;
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• A review of published documents; 3.3.2 Quality Auditors

• The examination of an adequate Operators should decide, depending on the
sample of records; complexity of the operation, whether to make use
• The witnessing of the activities which of a dedicated audit team or a single auditor. In
make up the operation; and any event, all auditors should have relevant
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• The preservation of documents and operational and/or maintenance experience.

the recording of observations. Auditors should not have any day-to-day
involvement in the area of the operation and/or
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3.3.1.2 An audit can be seen, therefore, as maintenance activity which is to be audited. In

building on the inspection process. Auditors, who some circumstances, and especially within small
have relevant operational and/or maintenance organizations, it may be necessary for an
operator to make use of external specialists for a
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qualifications, should use the records of

inspections to guide them towards problem areas particular audit. In such circumstances, it is
or to problems which are caused by a weakness essential that any external specialist is familiar
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in the system itself. An audit can vary greatly in with the type of operation and/or maintenance
scope and the range of its enquiry, but these conducted by that particular operator.
things should be defined so that the compositions
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of the time needed for the audit are appropriately The responsibilities of the auditors should be
set. clearly defined in the Quality Manual.

PART A 3 04-03-2021

3.3.3 Quality Audit Reporting

The audit process is followed by the production Specific audits can monitor the quality of selected
of an audit report. The report should develop, areas within the operation at a particular time.
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with supporting evidence, the observation made The Evaluation process rolling audits can,
and it should list its findings. Recommendations however, review the quality of the operation
for remedial actions, of further audits of specific overtime and can be used to determine whether
topics, should conclude the report. The report systems are evolving with growth, and whether or
should then be presented to the relevant not they are likely to satisfy future strategies.
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managers.
It is for the company’s managers to take action 3.3.6 Quality Training
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on the findings of the audit report. It is essential It is important that staff involved in audit process
that precise follow-up procedures (including the receive adequate and appropriate training. A
accurate tracking of “open” issues) are specified. “recognized” and comprehensive training course
The period during which corrective action has to should be provided for auditors. Auditors should,
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be implemented by management. in any case, attend an in-house training
programme prior to undertaking audit tasks
unsupervised.
3.3.4 Consistency
It is essential that audits are consistent and, to All training should be matched to the company’s
the end, management should ensure that requirements, but should include an initial
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procedures are in force which will review audit or introduction to Quality Audit Systems and be
the single auditor. They may wish to address the followed by more detailed courses on quality
area by establishing standardization workshops, audit techniques for auditors. Commercial
or other suitable procedures, designed to ensure courses can be supplemented by home-study, in-
an acceptable degree of consistency. house training and industry seminars and
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workshops. Standardizations and refresher

training should be given at specified intervals.
3.3.5 Quality Evaluation and
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Evaluation Programmes
An evaluation is an independent review of 3.3.7 Audit Planning Process

company policies, procedures and systems. The For audit planning and processing please refer
evaluation process builds on the concept of audit to Quality Manual. Chapter1 and 1a
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and inspection.
Some operators may wish to go beyond audit
programmes that address specific functional
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areas and may wish to develop their audit plans

into periodic internal Evaluations which are
designed to evaluate an organization as a whole.
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PART A 4 04-03-2021

COMPANY LTD Crew Composition
4.1 CREW COMPOSITION

clearly be designated commander of the
4.1.1 Minimum Flight Crew flight. He shall occupy the left pilot seat.
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For any flight, the number and composition Commanders without the righthand seat
of the flight crew must never be less than the qualification occupying the right pilot seat
number required by the Aeroplane should not act as pilot flying during take-off
Operational Manual (OM – Part B) or and landing. No pilot may exercise the duties
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Airplane Flight Manual (AFM), as applicable. or responsibilities of the commander from
This minimum number may be increased by the right hand seat unless he has
the terms of Chapter 7 (Flight and Duty Time successfully undergone the necessary
Limitations). Any such increase then additional training and checking.
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becomes the essential minimum for When by order of flight operations or in
Company operations. accordance with the provisions of chapter 7
extra flight crew members are scheduled for
All flight crew must hold applicable and valid
in-flight relief, the following rules must be
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licenses acceptable to the Authority and be
observed:
suitably qualified and competent to conduct
The commander may be relieved
the duties assigned to them.
- By another qualified commander,
No flight Crew is allowed to operate a flight - Or for operation only above FL 200 by
unless a medical assessment has been a pilot who fulfils at least the following
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done and included in his/her license to make qualifications:
it current in accordance with the NCARs - Valid ATPL,
2.11.1.2, Nig. CARs 2.11.1.8 (c). - Conversion training and checking
For normal commercial flight operations, the (including type-rating training) as
minimum numbers of flight crew for prescribed and included in the OM
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Company Aeroplanes must be as given in Part D,

Chapter 4.4. - All recurrent training and checking
A flight crew member who has attained the as prescribed in this Chapter and
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age of 60 years shall not act as a pilot of an in the OM Part D,

aircraft engaged in commercial air transport - Recent experience according to
operations except: 5.2.6,
- As a member of a multi-pilot crew - Route and aerodrome competence
provided that, qualification according to Chapter
- Such holder is the only pilot in the flight 5.4.1.4.
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crew who has attained age 60.

A pilot relieving the commander shall have
A flight crew member who has attained the demonstrated, concurrent with the operator
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age of 65 years shall not act as a pilot of an proficiency checks, practice of drills and
aircraft engaged in commercial air transport procedures which would not, normally, be
operation. the relieving pilot’s responsibility.
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4.1.2 Flight Crew Stations and Relief of • The co-pilot may be relieved by
Flight Crew in Flight another person who holds qualification
equivalent or superior to his own.
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Under normal circumstances the • The co-pilot may be relieved by a

commander, co-pilot and third crew member cruise relief co-pilot provided that the
(if required or directed by flight operations)
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left seat is occupied by the commander

will occupy only the seats to which they are or an appropriately qualified and
qualified and assigned. For the commander nominated pilot-in-command. He must
this is the left hand seat and for the copilot be the holder of essential license
the right hand seat. Whenever two flight qualifications but may not be fully
crew members with the qualification to act as checked as a co-pilot in accordance
a commander are crewed together, one shall with the OM Part D. he may not occupy
either seat below FL 200.
PART A 4 04-03-2021

• The left hand seat may be occupied by

a cruise relief co-pilot provided that the For low experienced crew members,
pilot in the right hand seat is qualified
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the Nig. CARs IS8.10.1.22 designates
as pilot-in-command and nominated as as critical, the following situations:
such by the commander. 1)The prevailing visibility value in the
Note 1: The aeroplane commander must be latest weather report for the aerodrome
at the controls for take-off and is at or below 1200m.
landing. 2)The runway visual range of the
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Note 2: The responsibility for the safety of runway to be used is at or below 800m
the flight may not be transferred 3) the runway to be used has water,
except in the event of the snow, slush and similar conditions that
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commander’s incapacitation. may adversely affect the aeroplane
performance.
4.1.3 Crewing of Inexperienced Flight 4)The braking action on the runway to
Crew Members be used is reported to be less than
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A flight crew member is inexperienced, “good”.
following completion of a type rating or 5) Crosswind component on the runway
command course, and the associated line to be used is in excess of 15kts
flying under supervision, until either: 6)Wind shear is reported in the vicinity
7)Any other condition in which the PIC
- He has achieved 100 flying hours and
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determines it to be prudent to exercise
flown 10 sectors within a consolidation
of 120 days, or the PIC’s prerogative.
- He has achieved 150 flying hours and Of course there are certain
flown 20 sectors (no time limit) on the circumstances which would routinely be
considered for deviation from the
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type.
A lesser number of flying hours or sectors minimum line operating flight time. They
may be possible after acceptance by the include:
Authority (a) NUA being a newly certified
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- If a flight crew member has previously AOC holder and does not
completed a type conversion course have pilots who meet the
with the operator; minimum flight time
- When a new operator is commencing requirement.
operations; (b) If NUA with existing AOC,
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- When an operator introduces a new adds to our fleet a type

aeroplane type. aeroplane not before proven
in our operations; or
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Flight Operation has established proce- (c)NUA establishes a new domicile to

dures to prevent crewing together inexperi- which it assigns pilots who will be
enced flight crew members. required to become qualified on the
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aeroplanes operated from that domicile.

Crew scheduling is responsible for the
supervision of the required flying hours
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and/or sectors. After achievement of the

above requirements the restriction for the
flight crew member will be removed by the
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Manager Flight Operations.

PART A 4 04-03-2021

4.1.4 Minimum Cabin Crew operate as one of the minimum number of

On all passengers carrying flights at least cabin crew members required until either:
one cabin crew member must be carried on
aeroplanes which have a maximum • The refresher training specified in OM
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approved passenger seating configuration of Part D, or
more than 19. The cabin crew member’s • Two familiarization sectors under
primary function is to perform duties in the supervision have been satisfactorily
interest of safety as specified in the OM Part completed.
A and CCM.
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For normal commercial flight operations, the The Company will maintain a record of the
minimum number of cabin crew to be training undertaken, the initial and recurrent
scheduled for duty on Company aeroplanes checks completed and the current
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must be as given in Chapter 4.4 qualification status for each cabin crew
member as specified in Chapter 2.
Each cabin crew member must have
successfully passed initial and conversion or In unforeseen situations the required
minimum number of cabin crew may be
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differences training and familiarization flights
and must have a valid emergency reduced provided that the number of
training/proficiency certificate on the passengers has been reduced in
respective aircraft type. No person may accordance with procedures specified in the
accept an assignment to duty knowing that Operations Manual. After completion of the
he is not fit for duty. flight a report must be submitted to the
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Authority.
The minimum number of cabin crew
members is the greater of 4.1.4.1 Minimum Number of Cabin
(1) One cabin crew member for every 50, Crew to be on Board an
or fraction of 50, passenger seats Aeroplane during Ground
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installed on the same deck of the Operations

aeroplane; or Whenever passengers are on board of an
(2) Unless otherwise prescribed in the OM aeroplane on the ground, at least the
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Part B, the number or main passenger minimum number of cabin crew as per
doors. chapter 4.4.3 has to be present in the cabin.
The actual number of cabin crew members
required for duty in Company aeroplanes, 4.1.5 Single Cabin Crew Operation
taking into account the aircraft type, route
For the operation of an aeroplane requiring
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and schedules, is kept current by flight

operations and the Manager of the Cabin only one cabin crew member it is policy that
Crew Department. the cabin crew (in addition to the training as
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laid down in Chapter 5.4.2.1.1) has either

Where more than one cabin crew member is • Previous experience as a single cabin
required to be carried the Company will crew member, or
nominate one of them to be the senior cabin • Has been undertaken at least 20 hours
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crew member (SCCM). The senior cabin or 15 sectors as a supernumerary

crew member is in charge of all cabin crew cabin crew member on the aeroplane
members. type to be used.
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In case more than one cabin crew member

is assigned to a flight where only one cabin 4.1.6 Supernumerary Cabin Crew
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crew member is required, the more Member

experienced cabin crew member will be A trainee cabin crew member having
responsible to the Commander. completed his first conversion training flies
as a supernumerary cabin crew member. He
If a cabin crew member has not, during the
performs the crew duties of a cabin crew
preceding six months, undertaken flying
member during normal flight operations
duties on an aeroplane type, he may not
under supervision of a senior or check cabin
crew member.
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4.1.7 Senior Cabin Crew Member 4.1.9 Additional Cabin Crew Members
The senior cabin crew member is Assigned to Specialist Duties
responsible to the commander for the
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conduct and coordination of cabin safety and For operational reasons it might be
emergency procedures. He is in charge of all necessary to supplement the minimum
cabin crew members. The senior cabin crew required number of cabin crew members by
member is further responsible for passenger additional cabin crew members assigned to
service according to the Company service specialist duties. Crew members to whom
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procedures and the cabin crew member the qualification and recency requirements
manual. for cabin crew members are not applicable
may not wear the cabin crew member
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4.1.8 Incapacitation of the Senior Cabin uniform.
Crew Member These cabin crew members include the
When, during flight, the senior cabin crew following:
member becomes incapacitated or unfit for
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continued duty, the commander must be - Child minders;
informed immediately. The commander - Escorts;
always retains responsibility for the safety of - Entertainers;
the flight. - Ground engineers;
- Interpreters;
Subject to the commander’s decision, the - Medical staff;
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usual succession of command will be as - Security staff.
follows:
4.1.10 Crewing of Inexperienced Cabin
1) Senior cabin crew member, Crew Members
2) Training or check cabin crew member,
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Flight operations have established the

if applicable,
following procedures to prevent the crewing
3) The cabin crew member next in rank or
together of inexperienced cabin crew
Company superiority, and
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members.
4) The cabin crew member next in line
who has the most experience.
A cabin crew member is inexperienced until
he has at least 3 months operating
After completion of the flight, an entry must
experience as a cabin crew member.
be made in the Flight and Maintenance
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Reports and flight operations shall be

When scheduling cabin crew for a flight the
informed as soon as possible.
required cabin crew shall include some
experienced cabin crew members. The
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number of inexperienced cabin crew

members scheduled for a flight depends on
the type of operation and the total number of
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cabin crew members assigned for the flight.

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PART A 4 04-03-2021

4.2 DESIGNATION OF THE COMMANDER
For each flight, the Company will designate During training flights, supervision flights and
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one pilot only to be the commander. The check flights with the instructor occupying
handling of an aeroplane or conduct of the right pilot seat, the instructor is the
flight may be delegated by the commander commander of the aeroplane. On flights
to another suitably qualified pilot whom he during which the instructor is observing the
deems competent and fit for duty. conduct of the flight from the observer’s seat
he may not be the designated commander.
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The commander is the flight crew member He may assume command of the flight from
holding overall responsibility for the safety a pilot only if, in his judgment, the safety of
of the aeroplane, its crew, its passengers the flight necessitates it.
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and its load. He is the pilot-in-command
unless he has been relieved in flight of his Any change in command during flight shall
duties at the controls by another pilot. be reported as soon as possible to the
Company’s operations control center and to
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The company will nominate a pilot as the ATC, where legally required, and shall be
commander only if he meets the minimum entered in the Flight and Maintenance
qualification and recency requirements as Reports.
laid down in Chapter 5 which must include
• Having carried out, during the

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preceding 90 days, at least 3 take-offs
and 3 landing as pilot flying in an
aeroplane of the type to be flown or in
an equivalent approved flight
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simulator, and
• Having obtained adequate and recent
knowledge of the route to be flown
and aerodromes to be visited (Route
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aerodrome competence). This

includes all planned and enroute
alternates and familiarity with facilities
and procedures.
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Note: No pilot may accept anomination as

commander unless, in addition to his
license qualifications and his training,
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he has the recent experience and

knowledge required and considers
himself to be in all respects
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competent and fit for the task.
If on a flight more than one pilot holds the

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qualification of commander (being so

appointed by the Company) one will be
nominated commander, the other(s)
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copilot(s).

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4.3 FLIGHT CREW INCAPACITATION
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The symptoms and effects of incapacitation 4.3.5 Consideration as an Emergency
are described in Chapter 8.3.14. The
following procedures shall be followed to Any situation in which the commander or any
determine the succession of command in the member of the minimum flight crew is
event of the incapacitation of the incapacitated and incapable of further duty is
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commander. to be regarded as an emergency. In this
case, nothing shall prevent the remaining
4.3.1 Aeroplanes with a Flight Crew of crew from asking for the assistance of any
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Two person on board the aeroplane who they
1) Commander deem to be competent, including dead-
2) Co-pilot heading crew members, to perform any
The co-pilot should take over command necessary duties on the flight deck.
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unless there is available, and in all respects
qualified and competent for duty, a Company Any case of incapacitation of any member of
appointed commander. the minimum flight crew must be reported
immediately to ATC. This is necessary in
4.3.2 Aeroplanes with 3 Crew Stations order that suitable priority treatment of the
1) Commander flight can be claimed and the proper
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2) Co-pilot precautions taken by the controller.
3) System Panel Operator (Flight Engineer) Furthermore, a full report of the
The co-pilot should take over command circumstances must be made to the
unless there is available, and in all respects Company as soon as practicable.
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qualified and competent for duty, a Company

appointed commander.
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4.3.3 Aeroplanes with an Augmented

Flight Crew
On those occasions when there is an
additional pilot among the crew who holds a
current license with type rating and the
qualification to act as pilot-in-command, he
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will take command.
4.3.4 Flights with Commander under

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Supervision
On flights conducted with a commander
under supervision of a check or training pilot
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the supervising commander will take over

command.
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4.4 OPERATION ON MORE THAN ONE TYPE
A flight crew member is not allowed to 4.4.1 Flight Crew Scheduling
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operate on more than one type or variant, Crew Scheduling will ensure that in any one
unless the flight crew member is competent duty period, only aeroplanes within one type
to do so. rating or aeroplanes from one approved
grouping shall be flown by a flight crew
A flight crew member operating more than member qualified to operate more than one
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one type or variant must comply with all of type.
the requirements prescribed in chapter 5.
4.4.2 Cabin Crew Scheduling
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For cabin crew operation variants of an Each cabin crew member is not allowed to
aeroplanetype are considered to be different operate on more than three aeroplane types
types if they are not similar in all the except that, with the approval of the
following aspects. Authority, the cabin crew member may
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- Emergency exit operation, operate four aeroplane types, provided that
- Location and type of safety equipment, the safety equipment and emergency
and procedures for at least two of the types are
- Emergency procedures. similar.
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4.4.3 Summary – Crew Composition
For normal commercial flight operations the minimum crew complement shall never be less than
the values in the following table:
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Aeroplane Min. Min Cabin Area of Type of Phase of

Type Flight Crew Operation Operation Flight
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Crew
ERJ 145 2 2 AFRICA Charter T/O & LDG
&Schedule
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A current list of aircraft operated by the airline will be found in the Operations Specification and
amended on application to NCAA.
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PART A 4 04-03-2021

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PART A 5 04-03-2021

COMPANY LTD Qualification Requirements
5. QUALIFICATION REQUIREMENTS
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5.1 GENERAL
This chapter contains a description of the
required licenses, ratings, qualifications
(e.g., for route and aerodromes), experience,
course, training, checking and recency for
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operations personnel to conduct their duties.
Note: The minimum qualification,

experience and recency
C
requirements for flight and cabin
crew training, checking and
supervision personnel are
detailed in the Training Manual.
ED
To operate company aeroplanes, flight crew
must have at least the following:
LL
O
TR
N
O
C
N
U

REVISION 0
PART A 5 04-03-2021
19-06-2022
Page 22
5.2 FLIGHT CREW
PY
• Valid pilot license with Type rating (e.g.
ATPL), • Emergency / first aid training,
• Logbook with record of training and • CRM training
recency, • Security training,
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• Current class 1 medical certificate, • Dangerous goods training (if
• Instrument rating, applicable),
• CAT II/III and LVTO qualification (if • Route and aerodrome competence,
C
applicable, and
• English language proficiency (Minimum • Long range / ETOPS qualification, as
Level 4) required, ETOPS/RVSM
INTERNAL ADVERT
VACANCY ESTABLISHED
ED
LL
ADMINVERIFICATION
EXTERNAL ADVERT
•
O
PROFICIENCY
• SENIORITY SHORTLIST
• EXPERIENCE
•
TR
TOTAL TIME, TYPE RATING

&HOURS ON TYPE
INTERVIEW
• AGE
(General Aptitude test, Logical
• RECENCY
reasoning, Technical knowledge
• ROUTE EXPOSURE
on A/C type & A/C Gen, Pass
N
• EMPLOYMENT HISTORY
Mark 70℅, Form Content)
• NATIONALITY & ABODE
O
SUCCESSFUL MGMT.INTERVIEW
BACKGROUND CHECK
C
PSYCHOACTIVE TEST
N
SIMULATOR ASSESSMENT
SIMULATOR TRAINING ON TYPE
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LICENCE ENDORSEMENT / VALIDATION
HIRED
(United Nigeria Indoctrn. Trng)

PART A 5 04-03-2021

5.2.1 Commander
PY
5.2.1.1 Nomination as Commander • an Airline Transport Pilots License with
appropriate type rating,
Before a flight crew member may be • completion of operator's Crew Re
appointed as Commander he must meet the source Management Training,
requirements under 5.2.1.2. • Line Training in command under
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supervision,
5.2.1.2 Minimum Qualification Requir- • an operator proficiency check operat-
ments. ing as Commander,
•
C
The minimum qualification requirements for security training according to 5.2.5,
a flight crew member to act as commander • recency of experience according to
of a commercial air transport flight are: 5.2.6,
• successful completion of the command • route and aerodrome competence
ED
course as specified In the OM Part D according to 5.4.1.4, and
(TM), if conducting multi-crew • 3500 hours with 1000 on type or 4000
operations, with 500 on type/1500 on similar
category.
5.2.1.3 Commander Selection Process
LL
O
TR
N
O
C
N
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PART A 5 04-03-2021

5.2.3 Co-pilot
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A co-pilot is a flight crew member acting in
5.2.1.4 Commander's Qualification
accordance with Chapter 1.5 or any other
to Operate in Either Pilot's Seat
piloting capacity other than as pilot-in-
command or commander. If he meets the
Commanders whose duties require them to
requirements under 5.2.2 he may become
operate also in the right-hand seat and carry
pilot-in-command for part of the flight. The
O
out the duties of a co-pilot, or commanders
co-pilot normally occupies the right-hand
required to conduct training or examining
pilot seal.
duties from the right-hand seat, must
complete additional training and checking as
C
5.2.4 Line Flying under Supervision
specified in the OM Part D. The checking
Following completion of flying training and
must be concurrent with the operator
checking as part of a conversion course,
proficiency checks and will include at least
or as part of the command course when
ED
upgrading to commander, a pilot must fly
• an engine failure during take-off, a minimum number of sectors and/or
• a one engine inoperative approach flying hours under the supervision of an
and go-around, and instructor or a commander specifically
• a one engine inoperative landing. trained for the task.
For transitioning PIC, the check airman
LL
Nevertheless, the checks required for oper- may occupy the observer’s seat if the
ating in the left hand-pilot seat must, in transitioning PIC has made at least 2
addition, be valid and current. takeoffs and landings in the type
aeroplane used and has satisfactorily
5.2.2 Relief of the Commander
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demonstrated to the check airman that he

is qualified to perform the duties of a PIC
The commander may be relieved for that type aircraft.
The requirements established by the
TR
• by another qualified commander, Company take due note of the experience

• or for operation only above FL 200 by of the pilot and the complexity of the
a pilot who fulfills at least the following aeroplane.
qualifications:
For Company operations the minimum fly-
− valid ATPL,
ing hours/sectors to be flown under super-
N
− conversion training and checking

vision are:
(including type-rating training) as
• a minimum of 20 sectors for
prescribed and included in the OM
O
commanders after a conversion

Part D
course,
− all recurrent training and checking as
• a total of 100 hours or a minimum of
prescribed in this Chapter and in the
40 sectors for co-pilots undertaking
C
OM Part D,
a first conversion course,
− recent experience according to 5.2.6,
• a minimum of 20 sectors for co-pilots
− route and aerodrome competence
N
upgrading to commander and also

qualification according to Chapter
converting to a new type, or a
5.4.1.4.
minimum of 10 sectors when already
U
qualified on the aeroplane type.

Note: The aeroplane commander must
be at the controls for take-off and
5.2.4.1 Manipulation of Flight Control
landing
During commercial air transport operation,
no person may manipulate the controls of
an aircraft unless he or she is qualified to
perform the `applicable crew member
function and is authorized by the airlines.
PART A 5 04-03-2021

To maintain a category II and/or category III

5.2.5 Security Training qualification pilots must have conducted a
PY
Security training and awareness programme minimum of 3 approaches and landings
incorporates the following: using approved category II/III procedures
• security systems and access control; during the
• ground and in-flight security;
• pre-boarding screening;
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previous six months, at least one of which
• baggage and cargo security; must have been conducted in normal
• aircraft security and searches; operations.
• weapons and prohibited articles;
C
• overview of terrorism; and Recency for Low Visibility Take-off (LVTO) is
• other areas and measures relating to maintained by retaining the category II or III
security that are considered appropriate qualification prescribed.
to enhance security awareness.
ED
5.2.7 Operation on More Than One Variant
Initial security training consists of a one day or Type
course. The requalification of the security
training is assured by a training taking place No pilot will operate more than two different
once in a 3 years cycle. aeroplane types or variants.
These two aeroplane types or variant have
5.2.6 Recency of Experience the same flight crew complement and only
LL
A pilot must not operate an aeroplane as one aeroplane type will be flown in anyone
part of the minimum crew, either as pilot fly- duty period.
ing or pilot non-flying, unless he has carried
out three take-offs and three landings in the The Flight Crew Member must have com-
pleted 2 consecutive operator proficiency
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previous 90 days as pilot flying in an

aeroplane, or in a flight simulator, of the checks and he must have 500 hours in the
same type/class. relevant crew position with the same opera-
tor before he starts the training for the sec-
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A pilot is not assigned to operate an ond type or variant. In addition, the Flight
aeroplane at night as Commander unless he Crew Member must have completed 3
has carried out at least 3 landings in the months and 150 hours flight time on the first
preceding 90 days as pilot flying in an type before commencing training on the
aeroplane, or in a flight simulator, of the second type or variant. .
same type.
N
After completion of the initial line check on

The 90 day period prescribed in the two last the new type, 50 hours flying or 20 sectors
paragraphs above may be extended up to a must be achieved solely on aeroplanes of
O
maximum of 120 days by line flying under the new type rating.
supervision of a type-rating instructor or
examiner. For a period exceeding the 120- Each of the aeroplane types or variant will be
C
days limit, a training flight or a flight simulator flown at least once in every 90 days period.
detail of the aeroplane type to be used is
acceptable. 5.2.8 Combination of Aeroplane and
N
To maintain instrument rating, a pilot: Helicopter

(a) Within the past 6 months must have A pilot may fly one aeroplane type or variant
logged at least 6 hours of instrument flight
U
within an approved grouping and one

time including at least 3 hours in category of helicopter type or variant within an approved
aircraft or simulator and completed at least 6 grouping irrespective of their maximum
instrument approaches. certificated take-off mass or the maximum
(b) A pilot who has completed an instrument certificated number of passengers that may
competency check with an authorized be carried.
representative of the Authority retains
currency for IFR operations for 6 calendar
months following that check.
REVISION020
PART A 5 04-03-2021
22-12-2022
UNITED NIGERIA AIRLINES ISSUE 2 Page66
Page
equivalent to a zero-flight time training

5.2.9 System Panel Operator (ZFTT) programme and does not require
PY
(Open) airplane training after completion of the
syllabus. The syllabus is referenced in
5.2.10 Pilot in Command under Appendix 16 of OMD.
Supervision (PICUS) For the NCAA approved type rating course,
the following requirements must be satisfied:
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Pilot in command under supervision is a
co–pilot performing under the supervision • The training shall be conducted in a
of the pilot in command, the duties and Category D synthetic training device,
C
functions of the pilot in command. representative of the actual aircraft
To comply with the experience of the pilot flown for endorsement of the type on
in command requirement, a co-pilot must
the holder’s licence;
• Complete 250 hours made up by at
ED
least 70 hours as pilot in command
• The Synthetic training MEL shall be
and the necessary additional flight
times as PICUS used in conjunction with that of the
• Complete 500 hours as PICUS actual airplane;
•
LL
Before being assigned as a PICUS, Any defect that affects the full motion
the co-pilot shall have complied with the capability of the simulator, will render
following: the training device unusable. Training
shall be discontinued until the full
•
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Completed company indoctrination motion capability of the simulator is

courses and restored;
• Met the Requirement in OMA 5.2.3
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• The training shall include a minimum

The TRI/LTC operating as pilot in of 8 practiced landings during the type
command must occupy the left/right seat rating course;
in all phase of the flight. He will carry out
the duties of the second in command
either as a PF or PNF retaining the • Each training course shall be
N
authority to intervene when he customized as necessary to address

appreciates that the action of the Pilot In pilot experience and flight crew
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Command (PIC) / Under Supervision position;

endangers or could endanger the safety
of the flight. • Evaluation of competency shall be
C
carried out during the simulator skill

The TRI/ LTC shall take full responsibility test;
for the safety of the aircraft, crew and
N
passengers. • Final demonstration of competency is

completed in an aircraft during actual
5.2.11 FLYING UNDER SUPERVISION
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line operations under the supervision

AFTER ZFTT CONVERSION COURSE.
of an NCAA approved designated
Zero Flight Time Training (ZFTT) refers to check airman.
the training given on an aircraft type rating
course that is carried out entirely in a • All other requirements applicable in
simulator. UNA uses an NCAA approved Nig. CARs IS 9.3.1.3.
type rating training syllabus that is

REVISION 02
PART A 5 04-03-2021
22-12-2022
COMPANY LTD Qualification Requirements Page 7
• A multi-pilot turbo-jet aeroplane, or
PY
Following the completion of a zero-flight time • A multi-pilot turbo-prop aeroplane
conversion course, the pilot shall having a maximum certificated take-off
mass of not less than 10 tonnes or a
• Commence line flying under supervision certificated passenger seating
within 45 days and
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configuration of more than 19
• Conduct his or her initial four takeoff and
landing in the actual airplane with a TRI/ passengers.
LTC occupying the left seat.
C
5.2.12 Requirements for enrolling onto a
ZFTT Course.
ED
An applicant for the type rating course for a
multi-pilot areophane (MPA) shall comply
with the following requirements:
• Hold at least a CPL(A) issued in

LL
accordance with Nig. CARs 2.3.5.
• Hold a First-Class medical certificate

issued in accordance with Nig. CARs
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2.3.5.1.
•
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Have at least 70 hours of flight

experience as PIC on aeroplanes;
• Hold or have held a multi-engine IR(A)

in accordance with Nig. CARs 2.3.8.3.
N
• Have completed the Upset Prevention

and Recovery Training (UPRT) course
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as part of an MPA course specified in

Nig. CARs 2.3.6.2.
C
• Hold a certificate of satisfactory

completion of an MPA course in
N
aeroplanes as specified by Nig. CARs

2.3.6.2.
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Additionally, an additional MPA course (high

experience) applicant wishing to undertake a
ZFTT course shall have completed at least
500 hours flight time or 100 route sectors on
either:

PART A 5 04-03-2021

5.3 CABIN CREW 5.3.3 Additional Cabin Crew Members
PY
Assigned to Specialist Duties
5.3.1 Minimum Requirement.
For operational reasons it may be necessary
A cabin Crew member must to supplement the cabin crew by additional
• be at least 18 years old, crew members solely assigned to specialist
• have passed a medical examination or duties, as described in Chapter 4.1.9
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assessment and be medically fit to The requirements of 5.3.1 are not applicable
carry out cabin crew duties, to these crew members, as long as they do
• remain medically fit to discharge the not wear the company uniform.
C
duties specified in the OM Part A and/
or CCM if available, 5.3.4 Cabin Crew Members during
• have successfully completed initial Familiarization Flight.
training, including emergency and first After completion of conversion training and
ED
aid training, and the appropriate prior to operating as one of the minimum
conversion course before operating as required cabin crew, a cabin crew member
cabin crew member, must undertake familiarization flights under
• have undergone recurrent training, and the supervision of a senior cabin crew
• be competent to perform duties as member or training/check cabin crew mem-
specified in the OM Part A, and/or
LL
ber.
FSM/ CCM if available.
5.3.5 Operation on more than one
The following medical requirements are Type or Variant
applicable to each cabin crew member:
O
The operator ensures that each cabin crew

• good health. member does not operate on more than
three aeroplane types. In exceptional cases,
• freedom from any physical or mental
with the approval of the Authority, the cabin
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illness which might lead to

crew member may operate on four
incapacitation or inability to perform
aeroplane types, provided that safety
cabin crew member duties,
equipment and emergency procedures for at
• normal cardiorespiratory function.
least two of the types:
• normal central nervous system,
• − non-type specific normal and
N
adequate visual acuity 6/9 with or

without glasses, and emergency procedures are identical,
• normal function of ear, nose and throat. and
−
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safety equipment and type specific

In addition to the above, cabin crew normal and emergency procedures are
members that will operate as single cabin similar.
crew must undergo additional training as
C
Variants of an aeroplane type (e.g. ERJ 145,

described in chapter 5.4.2.1.1. 145LR, 145XR) are considered to be
different types if they are not similar in each
N
5.3.2 Lead Cabin Crew Member the following aspects:

Whenever more than one cabin crew − emergency exits.
member is required for a flight one must be − location and type of safety equipment,
U
nominated as lead cabin crew member. and

− type specific emergency procedures.
The designated lead cabin crew member
must have at least one year's experience as Before commencing assigned duties each
an operating cabin crew member and must cabin crew member must have completed
have completed a lead cabin crew training the appropriate conversion or differences
course. training for each aeroplane type concerned.

PART A 5 04-03-2021

5.3.6 Recency of Experience
PY
A cabin crew member who has been absent
from all flying duties for more than six
months and still remains within the period of
validity of the previous check required by
5.4.2.7 must complete a refresher training as
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specified under 5.4.2.6.
When a cabin crew member has not been
C
absent from all flying duties, but has not,
during the preceding 6 months, under-taken
duties on a type of aeroplane as a cabin
crew member required, he must, before
ED
undertaking such duties on that type, either
− complete a refresher training on the

type, or
− operate two re-familiarisation flights as
specified under 5.4.2.3.
LL
O
TR
N
O
C
N
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PART A 5 04-03-2021

PY
5.4.1.1.1 Composition of the Conversion
5.4 TRAINING, CHECKING AND SUPERVISION Training Course
PERSONNEL The conversion course shall contain and be
conducted in the order set below:
5.4.1 Flight Crew
•
O
5.4.1.1 Conversion Training and Checking Ground training and checking
includingaeroplane systems, normal,
abnormal and emergency procedures;
The minimum standards of qualification and
C
experience required before undertaking • Emergency and safety equipment
operator conversion training are specified in training and checking which must be
the OM Part D. completed before aeroplane training
commences;
ED
The training course/operator conversion
course enables a flight crew member to • Flying training and checking (Flight
acquire the minimum qualification for the simulator and/or aeroplane);
operation of Company aeroplanes. i. de-icing and anti-icing policies;
If combined with training for a type rating the ii. contaminated runway operations;
requirements necessary for issue of Flight thunderstorm avoidance;
LL
Crew License must also be satisfied. iii. cold weather operations.
• Line flying under supervision and line
Before commencing unsupervised line flying check.
in the Company a flight crew member must Elements of Crew Resource Management
complete a conversion course:
O
Training shall be integrated into the

Conversion Course.
− when joining the company and
− when changing aeroplane for which a When a flight crew member has not
TR
− new type or class rating is required. previously completed an operator's

conversion course, the operator shall ensure
A flight crew member will not be assigned that in addition to the points above the flight
flying duties on another type or class until crew member undergoes general first aid
the operator conversion course is completed train-ing and, if applicable, ditching
N
or terminated. procedures training using the equipment in

water.
Conversion training will be conducted by Following completion of a Zero Flight Time
O
suitably qualified person in accordance with Conversion Course a pilot shall:

detailed course syllabus included in the OM
Part D and which has been approved by the • Commence line flying under
supervision within 45 days; and
C
authority. United Nigeria Airlines is

specifying a minimum requirement of 500 • Conduct his initial four take-offs and
hours on type for in-house Flight landing in the aeroplane under the
N
Instructors/Training Captains. The amount of supervision of a Type Rating Instructor

training required is determined after due note occupying a pilot's seat.
has been taken of a flight crew member's 5.4.1.1.2 Ground Training
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previous training and experience recorded in Ground training comprises a properly

his training and flight records. organized programme of ground instruction
by training staff supplemented by
Note: An overview of CRM-elements for mechanical and visual aids. Basis for the
various types of training can be training is the applicable OM Part A, B or D.
found under chapter 5.4.3.

PART A 5 04-03-2021

The course incorporates formal tests on execution of associated procedures or

such matters as aeroplane systems, actions with reference to:
PY
performance and flight planning.
i. prohibited goods and exceptions;
The subjects of the ground course are: ii. labels and identification;
• aeroplane systems (description, iii. emergency procedures.
limitations, normal and abnormal 5.4.1.1.5 Flying Training
procedures),
O
The flying training course is sufficiently
• performance. comprehensive and structured so as to
• mass and balance, thoroughly familiarize a flight crew member
• company regulations, policy and with all aspects of limitations and normal
C
procedures, especially operating operation of the aeroplane, including the use
procedures as outlined In the OM Part of all flight deck equipment, and with all
A, abnormal and emergency procedures. Flying
training will be carried out by suitably
ED
• aeroplane familiarization, and qualified Instructors nominated by the
• flight planning. Company. For specialized operations such
as steep approaches or ETOPS, additional
The subjects of the ground course are; training will be provided.
a) aeroplane systems (description.
LL
limitations, normal and non-normal The same training and practice in flying of
procedures); the aeroplane will be given to copilots as well
b) takeoff climb, cruise, approach and as captains. The flight handling section of
landing performance; the syllabus, for commanders and copilots
c) mass and balance, obstacle clearance, alike, include all the requirements of the
O
diversion planning and appropriate proficiency check.

engine-outdriftdown; During flight training on aeroplane with flight
d) fuel planning and effect of inoperative crew of 2 or more, particular emphasis will
TR
or missing components (MEL/CDL); be placed on the practice of Line Oriented

e) company regulations, policy and Flight Training (LOFT) with Crew Resource
procedures, especially operating Management (CRM) and the use of correct
procedures as outlined in OM Part A; crew coordination procedures, including
f) aeroplane familiarization, and coping with flight crewmember
N
g) flight planning. incapacitation.

5.4.1.1.3 Emergency and Safety The flying training course will include
proficiency training with at least 3 takeoffs
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Equipment Training
and landing. A checkairman who observes
Emergency and safety equipment training these shall certify him proficient and qualified
will be performed according to the to perform flight duties and may require
C
programmes laid down in the Flight safety additional maneuvers determined necessary
Manual and will be conducted in an to make this certifying statement.
aeroplane or a suitable alternative training
N
device. Note:
Whenever it is desirable to conduct training in less
The initial training will include all training time than stipulated, NUA shall seek approval in
writing from the Authority stating the basis. The
U
items listed in Chapter 5.4.1.7.3, Emergency

Authority’s correspondence and authorization shall
and Safety Equipment Training.
be kept in the individual crewmember’s file; the
training thereafter shall be conducted in accordance
5.4.1.1.4 Dangerous Goods Training
with such approval. When satisfactory completion
Although United Nigeria does not carry is achieved, the extra hours need not be flown in
dangerous goods, crew must complete training.
training as per OM Part 9.1.9, in the Caution: If 20% of flight checks given at a training
recognition of dangerous goods and the base in 6 months are unsuccessful, the method

PART A 5 04-03-2021

shall be withdrawn until Authority finds the
effectiveness of flight training has improved. 5.4.1.2.2 Commander New to Type
PY
Where a commander or a pilot to whom the
5.4.1.1.6 Line Flying under Supervision
conduct of the flight may be delegated is
Line flying under supervision during
new to the aeroplane type the following
conversion training or a command course,
qualifications must be met:
provides the opportunity for a flight crew
(a) 50 hours or 20 sectors, including line
member to practice the procedures and
O
flying under supervision, as pilot-in-
techniques in an operational environment.
command before performing any category II
On completion of line flying under
and III operation, and
supervision a commander must undergo a
(b) the applicable RVR minima must be
C
line check.
increased by 100 meters until he has
5.4.1.2 Low Visibility Operations achieved 100 hours or 40 sectors, including
Low Visibility Operations (LVO) Include take- line flying under supervision, as pilot-
offs in RVR of less than 400 metres down to in-command, unless he has been previously
ED
200 or 150 m (as applicable) and Category II qualified for Category II or III operations with
and III approaches. NCAA operator.
LVO training for night crew will be as
prescribed in the Training Manual. Such Note: The Authority may authorize a
training may be structured, according to the reduction of the above requirements
for previous Category II or III
LL
in-dividual's previous experience as an
abbreviated course Which Is acceptable to com-mand experience.
the Authority. 5.4.1.3 Low Visibility Take-offs in
Less than 150/200 Metres RVR
5.4.1.2.1 Category II and III Approaches Authority Approval is required for take-offs in
O
Flight crew members with no Category II or RVRs lower than 150 metres (Category A,
III experience must complete the full training Band C aeroplanes) or 200 metres
(Category D aeroplanes).
TR
programme. This is normally achieved

during initial conversion. Crew training is normally carried out in an
approved Flight simulator during initial
Flight crew members with Category II or III conversion and must include the use of any
experience with another NCAA operator may special procedures and equipment.
undertake an abbreviated ground training
N
course
Flight crew members who are already The following are the training requirements:
Company qualified for Category Il/III may
O
undertake an abbreviated ground simulator a) normal take-off in minimum authorized

and/or flight training course which must conditions,
include at least the following: b) take-off In minimum authorized
C
i. ground training appropriate to previous condi-tions with an engine failure

experience, between V1 and V2 or as soon as
ii. a minimum of 8 approaches and/or safety considerations permit, and
N
landings in an approved Flight simulator c) take-off in minimum authorized

or where no type-specific Flight conditions with an engine failure before
simulator is available, a minimum of 3 V1 resulting in a rejected take-off.
U
approaches will at least 1 go-around on

the aeroplane and Where no approved flight simulator exists
iii. completion of a satisfactory LVO check the Authority may approve training in an
before conducting actual Category II or aeroplane without the requirement for
III operations. The check may be minimum RVR conditions. In such
replaced by satisfactory completion of (ii) circum-stances engine failures must be
above. simulated and RTO demonstrated by touch
drills only.
REVISION 0
PART A 5 04-03-2021
22-12-2022
Page 13
instrument approach procedures; and

A flight crew member must satisfactorily applicable operating minima.
PY
complete a check (which may only be • Notice to Airman;
replaced by successful completion of training • Search and rescue procedures;
during initial conversion) before conducting • navigational facilities associated with
take-offs in RVRs lower than, 150/200 the route along which the flight is to
metres. take place;
O
Depending on the complexity of the route,
5.4.1.4 Route and Aerodrome
the following methods of familiarization will
Competence Qualification
be used:
C
United Nigeria Airlines shall ensure a pilot is • for less complex routes, familiarize-
tion by self-briefing with route
not used as a PIC in operations that require documentation, or by means of
the application of special skills or knowledge programmed instruction;
ED
within areas, on routes over difficult terrain • for more complex routes, in addition
and/or into special airports, as designated by to the items above,
the NCAA or by the Airline, as well as all − in-flight familiarization as co-pilot,
airports on the Airline’s route structure observer or commander under
unless, within the preceding 12 months, that supervision, or
− Familiarization in an approved
LL
pilot has either:
flight simulator using an
appropriate route data base.
i. Made at least one trip as a pilot flight
crew member, line check airman or Aerodrome competence qualification
includes knowledge of obstructions, physical
O
observer on the flight deck on a route

layout, lighting, approach aids and arrival,
in close proximity and over similar
departure, holding and instrument approach
terrain within the specified area(s), on procedures and applicable operating minima.
TR
the specified route and/or into the

special airport, as applicable, or Aerodromes are specified in three
ii. Fulfilled special line qualification categories. The least demanding
requirements in accordance with the aerodromes are Category A. CategoryB and
elements stipulated in 5.4.1.4.1. C are applied to progressively more
demanding aerodromes.
N
5.4.1.4.1 Route and Aerodrome

Competence Qualification Prior to operating to a Category B
O
Knowledge Requirements aerodrome, the commander should be

briefed, or self-briefed, by means of
Each PIC, in order to conform to the programmed instructions, on the Category B
C
aerodrome concerned and should certify that

specifications of 5.4.1.4 shall have adequate he has carried out these instructions.
knowledge of the following elements related
Prior to operating to a Category C
N
to areas, routes or route segments, and

aerodrome-me, the commander should be
airports to be used in operations: briefed and visit the aerodrome as an
observer and/or undertake instruction in a
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Route competence training will include flight simulator approved by the Authority for
knowledge of: that purpose. This instruction should be
• terrain and minimum safe altitudes; certified by the operator.
• seasonal meteorological conditions;
Route and aerodrome competence
• flight path over heavily populated areas Qualifications are valid tor a period of twelve
or high traffic density, obstruction, calendar months in addition to the remainder
physical layout, light, approach aids, of:
arrival, departure, holding , and
REVISION 02
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Page 14
14
• the month of qualification, or currently operated requires the

• the month of the latest operation on the acquisition of additional knowledge.
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route or to the aerodrome. The OM Part D includes specific details of
Route and aerodrome competence may be familiarization training.
revalidated by operating on the route within
the previous period of validity. 5.4.1.7 Recurrent Training and
Checking
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If revalidated within the final three calendar
months of validity of previous route and Each flight crew member must undergo
aerodrome competence qualification, the recurrent training and checking for
period of validity will extend from the date
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revalidation of the type rating. For pilots, this
of revalidation until twelve calendar months will be combined with the revalidation of the
from the expiry date of that previous route instrument rating. The training and checking
and aerodrome competence qualification. must be relevant to the type or class of
ED
aeroplane on which the crew member is
Note: Crew required taking a proficiency certificated to operate.
check, test or competency check, or
recurrent training to maintain qualification for Recurrent training and checking program-
commercial air transport operation may mes for flight crew members are established
complete those requirements at any time in the OM Part D and approved by the
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during the eligibility period. Eligibility period Authority.
is the 3 calendar month period including the
month prior, the month due and the month Recurrent training will comprise:
after any due date specified by this
subsection. • ground and refresher training, including
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− aeroplane systems,
5.4.1.5 Differences Training − operational procedures and
requirements including ground
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Differences training must be completed by de-/ anti-icing and pilot

every flight crew member incapacitation, and
− Accident/incident and occurrence
• before operating another variant of an review.
aeroplane of the same type or another
N
type of the same class currently

The knowledge of the ground and refresher
operated, or
training shall be verified by a questionnaire
• when a change of procedures and/or
or other suitable methods.
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equipment on types or variants

currently operated requires additional • aeroplane/flight simulator training,
knowledge and training on an • emergency and safety equipment train-
appropriate training device or on the ing, and
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aeroplane. • CRM training.

If the ground and refresher
The OM Part D includes specific details of
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training/aeroplane flight simulator training is

differences training. conducted within 3 calendar months prior to
the expiry of the 12 calendar months period,
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5.4.1.6 Familiarization the next ground and refresher training!

Familiarization training is required aeroplane flight simulator training must be
completed within 12 calendar months of the
• when operating another aeroplane of
original expiry date of the previous ground
the same type or variant, or
and refresher training/aeroplane flight
• when a change of procedures and/or
simulator training.
equipment on that type or variant
The month-due is used in calculating the
next due date if a training, test or check is
REVISION 0
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Page 15
15
completed within the eligibility period of three Pilots with the qualification for CAT III oper-
calendar month including the month-prior, ation on an aeroplane with fail passive flight
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the month-due and the month-after the due control system must at least once over the
date. period of three consecutive operator
Recurrent training for pilots is conducted by proficiency checks, complete a missed
the following personnel: approach following an autopilot failure at or
below decision height when the last reported
• aeroplane/flight simulator training by a
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RVR was 300m or less.
Type Rating Instructor/Examiner or by
a Type Rating Instructor (synthetic For pilots who are qualified to operate in ei-
flight instruction), ther pilot's seat additional training conducted
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• emergency and safety equipment from the right hand seat must include at
training and checking by suitably least:
qualified persons, and • an engine failure during take-off, at or
• crew resource management (CRM) after V1
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training by suitably qualified persons. • one engine inoperative approach and
go-around and
Recurrent checking will comprise:
• one engine inoperative landing.
• an operator proficiency check,
• an emergency and safety equipment When practicing engine out procedures in an
check, and aeroplane the engine failure will be sim-
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• a line check. ulated.
Recurrent checking is conducted by the When operating in the right-hand seat, the
following personnel: checks required according to, the OM Part D
• the operator proficiency checks by a for operating in the left-hand seat must, in
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Type Rating Examiner; addition, be valid and current.

• line checks by commanders nominated
by the company and acceptable to the A pilot who is to relieve the commander must
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Authority. demonstrate knowledge of drills and

procedures, during the prescribed operator
In accordance with the periods of validity, proficiency checks, which would otherwise
flight crew members will undergo the have been the commander's responsibility.
following recurrent checking within twelve
months: A pilot other than the commander who Is to
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• 2 proficiency checks, occupy the left seat must demonstrate

• 1 line check, and knowledge of drills and procedures, during
• 1 emergency and safety equipment the prescribed operator proficiency checks,
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refresher with check. which would otherwise have been the

commander's responsibility acting as pilot
A pilot's knowledge and ability to perform non-flying. Where the differences between
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the tasks associated with CAT II/III ap- the procedures and drills of left and right
proaches (for which he needs specific au- seats are not significant (e.g., because of
thorization), including LVTO are checked in use of autopilot) then practice may be
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conjunction with the normal recurrent conducted in either seat.

training and operator proficiency checks. At
least two CAT II/III approaches, of which
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one will be a missed approach and at least 5.4.1.7.1 Evaluation of Training Records
one low visibility take-off to the lowest ap-
plicable minima are required. The period of All recurrent training results will be recorded
validity for this check is six months including by the Training Section and the Crew
the remainder of the month of issue. Training Manager will check and evaluate
the record of results.
For CAT III operations an approved flight
simulator will be used.
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Page 16
Unsuccessful flight crew will be retrained • instruction on the location and use of
while successful candidates will be debriefed all emergency safety equipment carried
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for improvement of Standard Operating in the aeroplane,
Practices. • instruction on the location and use of
all types of exits, and
5.4.1.7.2 Ground and Refresher Training • security procedures.
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The training includes Every three years the training programme
• aeroplane system, will additionally include
• operational procedures and • actual operation of all types of exits.
•
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require-ments, including ground demonstration of the method used to
de/anti-Icing and pilot incapacitation, operate a slide, where fitted,
and • actual fire-fighting using equipment
• accident/Incident and occurrence re- representative of that carried in the
ED
view. aeroplane on an actual or simulated
fire, except that, instead of Halon
Knowledge of ground and refresher training extinguishers, an alternative method
will be verified by a questionnaire or other acceptable to the Authority may be
suitable method. used,
• the effects of smoke in an enclosed
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5.4.1.7.3 Aeroplane/Flight Simulator area and actual use of all relevant
Training equipment In a simulated smoke
environment,
The aeroplane/flight simulator training • actual handling of pyrotechnics, real or
programme is established such that all major
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simulated, where fitted, and

failures of aeroplane systems and • demonstration in the use of Iife-raft(s),
associated procedures will be covered in a 3 where fitted.
year cycle.
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When engine-out manoeuvres are carried 5.4: 1.8 Re-qualification Training

out in an aeroplane, the engine failure will be A pilot who has not flown for more than 90
simulated. days must undergo re-qualification training.
Aeroplane/flight simulator training may be This training programme ensures that only
those pilots who are current on all proced-
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combined with the operator proficiency

check. ures which are necessary for a safe operat-
ion will be assigned to flight duty.
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5.4.1.7.4 Emergency and Safety

Equipment Training The training includes
• a one day theoretical review of the
Emergency and Safety Equipment training is manuals with emphasis on aeroplane
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part of conversion and recurrent training limitations and flight operations regula-
Involving the practical use of all emergency tions, instructed by an instructor pilot,
and safety equipment onboard the aircraft • flight training· one detail approximately
N
type and includes evacuation and coordin- two hours - (aeroplane or Flight simula-
ation among crew members. tor) with at least three instrument ap-
proaches and four landings and wher-
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The Annual recurrent training programme ever possible, an approach and landing
Includes: with one engine failed/simulated failed,
• mental review of all emergency proce-
• actual donning of a life jacket, where dures during a briefing, and
fitted,
• written test with questions on the man-
• actual donning of protective breathing uals and abnormal and emergency pro-
equipment, cedures (the pass mark is 85%).
• actual handling of fire extinguishers,
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Page 17
17
line check will be conducted in an

5.4.1.9 Pilot Incapacitation Training aeroplane.
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The flight crews shall be trained to recognise
and handle pilot incapacitation. This training When flight crew members are assigned
should be conducted every year and can duties as pilot flying and pilot non-flying they
form part of the recurrent training. It should will be checked in both functions.
take the form of classroom instruction,
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discussion, video or other similar means. Line checks for pilots will be conducted by
check captains, flight instructors or com-
Practical training should be carried out every manders nominated by the company and
acceptable to the Authority. They are occu-
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3 years, if a Flight simulator is available.
pying the observer's seat and shall be
5.4.1.10 Operator Proficiency Check trained in CRM concepts.
Each flight crew member undergoes opera-
The period of validity of a line check is
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tor proficiency checks as part of a normal
twelve calendar months in addition to the
flight crew complement. During the profi-
remainder of the month of issue.
ciency check at the end of training or for the
revalidation of a rating a flight crew member
If issued within the final three calendar
must demonstrate his competence in
months of validity of a previous line check,
carrying out normal, abnormal and emer-
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the period of validity wilt extend from the
gency procedures according to a pro-
date of issue until twelve calendar months
gramme laid down in the OM Part D. Where
from the expiry date of that previous line
a flight crew member is required to operate
check.
under IFR the check will be conducted
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without external visual references.

5.4.1.12 Command Course
A proficiency check may be conducted
The command course includes at least
either on a certified flight simulator or an
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• training in a flight simulator (including

aeroplane and shall duplicate the
LOFT) and/or flying training Including
manoeuvres of the type rating skill test
familiarlza1ion with left pilot seat
operation and a proficiency check
The period of validity of a proficiency check
operating as commander,
is six calendar months in addition to the re-
•
N
mainder of the month of issue. If issued instruction in operator command

within the final three calendar months of responsibilities.
validly of a previous operator proficiency • line training in command under
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check, the period of validity will extend from supervision with a minimum of 10
the date of issue until six calendar months sectors required for pilots already
from the expiry date of the previous operator qualified on the aeroplane type,
(additional sectors will be required for
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proficiency check.
a pilot converting onto a new type of
5.4.1.11 Line Check aeroplane),
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Every twelve months a flight crew member • completion of a commander’s line

must undergo a line check before being check and route competency
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scheduled for line operations. It will estab- qualification, and

lish the ability to perform satisfactorily a • crew resource management training
complete line operation from start to finish, (for initial upgrading to commander).
including pre-flight and post-flight proce- 5.4.1.13 Combined Upgrading and
dures and use of the equipment provided. Conversion Course
Furthermore, the flight crew shall be as-
sessed on performing according to the If a pilot is converting from one aeroplane
CRM-concept during normal operation. The type of variant to another whilst upgrading to

REVISION 02
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Page 18
commander the command course will also • Medical aspects and first aid;
include a conversion course as specified • Passenger handling:
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5.4.1.14 Recurrent Training and • Communication;
Checking - • Discipline and responsibilities; and
System Panel Operator • Crew resource management.
(Open)
The purpose of initial safety training for a
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5.4.1.15 Records cabin crew member is:
A training summary for each flight crew • to familiarize him with dealing with
member and all records of training, checking emergencies, especially, those
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and qualification undertaken by him will be involving fire and smoke,
maintained by the Company as described in • to ensure that he obtains the
Chapter 2.1.6. Records will be made necessary skills and knowledge to deal
available to crew members upon request. with different types of emergencies and
survival situations as well as to
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A pilot may complete the required curricula familiarize him with the emergency
concurrently or intermixed with other equipment and its location
required curricula, but completion of each of • to show the importance of effective
these curricula shall be recorded separately. communication between cabin crew
In addition, these records shall be made and flight crew including technique,
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available to NCAA prior to renewal, type common language and terminology.
inclusion on licence, or any other time the • to instruct him in cabin safety in
Authority demands it. general in relation to his flying duties.
and the importance to perform In
5.4.2 Cabin Crews accordance to the OM Part A,
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Before undertaking assigned duties each • to familiarize him with passenger man-
cabin crew member must have completed agement in general and to make him
the training specified below. He must also aware of situations possibly arising on
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have passed the prescribed checks cover- board.

ing the training received in order to verify
proficiency in carrying out safety and During the course periodic written and aural
emergency procedures. tests monitor the trainee's ground training
progress. The final test requires a pass mark
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For qualification to operate as one of the of 80%. An attestation will be handed to the
minimum required cabin crew each cabin cabin crew member after successfully
crew member must have completed passing the test.
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• Initial Safety Training, Following completion of initial safety training

• Conversion or Differences Training. each cabin crew member will undergo a
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Familiarization Flights, and check covering the training received in order

• CRM Training to verify his proficiency in carrying out safety
and emergency duties.
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All training will be recorded in the Training

Summary. 5.4.2.1.1 Single Cabin Crew Operation
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5.4.2.1 Initial Safety Training In addition to the chapter 5.4.2.1, initial

Initial safety training for cabin crew members safety training for single cabin crew
is to be successfully completed before operation requires special emphasis on the
starting conversion training. It consists of: following subjects:
• Fire and smoke training; • responsibility to the Commander for the

• Water survival training; conduct of cabin safety and emergency
• Survival training; procedures,
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Page19
19
• the importance of co-ordination and 5.4.2.2.3 Subjects of Conversion and

communication with the flight crew in Differences Training
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the management of unruly or disruptive • fire and smoke training,
passengers, • operation of doors and exits,
• review of the operator's and legal • evacuation slide training,
requirements, • evacuation procedures and other
• documentation emergency situations,
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• accident and incident reporting, and • crowd control,
• flight and duty time limitations. • pilot incapacitation,
• safety equipment and
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5.4.2.2 Conversion and Differences • passenger briefing/safety demonstra-
Training tion.
Before undertaking assigned duties each
cabin crew member must have completed 5.4.2.3 Familiarization Flights
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the appropriate conversion or differences
training as specified in the OM Part D. Following completion of conversion training
and prior to operating as one of the minimum
5.4.2.2.1 Conversion Training number of cabin crew required, each cabin
Conversion training follows initial safety crew member must undertake familiarization
training with emphasis on type specific flights under the supervision of a Senior or
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emergency equipment and procedures. It Check Cabin Crew Member / Cabin Crew
consists of theoretical and practical training. Member Instructor. During familiarization
Conversion training must be completed flights the cabin crew member should
before participate as part of the operating crew but
• being assigned for familiarization in addition to the minimum' number of cabin
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flights, crew required.

• first being assigned to operate as cabin
crew member in the Company, or The number of familiarization flights will be
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• being assigned to operate another prescribed by the Manager Cabin Crews/

aeroplane type. Crew Training Department and will be ap-
propriate to the type of aeroplane. It will take
A review of previous initial safety training into account the cabin crew member's
should be carried out in order to confirm that previous training and experience. After
successful completion of the familiarization
N
no item has been omitted.

flights a new cabin crew member may be
Following completion of training each cabin released by the Manager Cabin Crews as a
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crew member will undergo a check covering qualified cabin crew member.
the training received in order to verify his
proficiency in carrying out safety and emerg- For single cabin crew operation
familiarization flying of at least 20 hours or
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ency duties on the aeroplane type.

15 sectors is required.
5.4.2.2.2 Differences Training
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Differences Training must be completed

before being assigned to operate 5.4.2.4 Senior Cabin Crew Member
Training
• on a variant of an aeroplane type cur-
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rently operated or The minimum requirements for nomination

• with different equipment, equipment lo- as Senior Cabin Crew Member are at least
cation, or safety procedures on cur- two years’ experience as an operating cabin
rently operated aeroplane types or vari- crew member and the completion of
ants. appropriate training, which will emphasize
• crew coordination,
• pre-flight briefing,
REVISION 0
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Page2020
• review of company regulations and • emergency procedures including pilot

legal requirements, incapacitation,
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• responsibilities, • evacuation procedures including crowd
• human factors and crew resource control techniques,
management, • touch-drills for opening normal and
• chain of command, emergency exits,
• accident and incident reporting and • location and handling of emergency
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• flight and duty time limitations and rest equipment, including oxygen systems,
requirements. and the donning by each cabin crew
member of life jackets, portable oxygen
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Where practicable, participation in a flight and protective breathing equipment
crew Line Orientation Flying Training in a (PBE),
Flight simulator should be included. • first aid and the contents of the first-aid
After successful completion of training the kit(s),
• stowage of articles in the cabin,
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cabin crew member may be released by the
Manager Cabin Crews to be assigned as • security procedures,
Senior Cabin Crew Member. • incident and accident review, and
The Senior Cabin Crew Member must • Crew Resource Management.
undergo the CRM training as laid down in At Intervals not exceeding three years this
chapter 5.4.3. training will also include
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Details of the training are laid down in the • the operation and actual opening of
OM Part D and Cabin Crew Manual (CCM). normal and emergency exits for
passenger evacuation in an aeroplane or
5.4.2.5 Recurrent Training representative training device,
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Cabin crew members must undergo Emerge- • demonstration of all other exits including
ncy Recurrent Training every twelve months flight deck windows,
to ensure continued proficiency with all • each cabin crew member being given
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equipment relevant to the aeroplane types realistic and practical training in the use
they operate. of all fire-fighting equipment and
protective clothing representative of that
Training will cover the actions assigned to carried in the aeroplane, including
each crew member in emergency situations − each cabin crew member
N
and the appropriate procedures and drills. extinguishing a fire characteristic of

The period of validity of recurrent training an aeroplane interior fire except that,
and the associated check is 12 calendar instead of Halon, an alternative
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months in addition to the remainder of the extinguishing agent will be used.

month of issue. If issued within the final three − the donning and use of protective
calendar months of validity of a previous breathing equipment by each cabin
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check, the period of validity will extend from crew member in an enclosed,
the date of issue until 12 calendar months simulated smoke-filled environment.
from the expiry date of that previous check. • use of pyrotechnics (actual or
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representative devices),
Recurrent Emergency Training, which will be • demonstration of the use of the life-raft,
conducted together with flight crews, is or slide-raft, where fitted, and
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organized by the Training Department. It

includes theoretical and practical instruction • procedures for flight crew
and will be based mainly on the Flight Safety incapacitation and the operation of the
Manual (if published) or equivalent flight crew members' seats and
instructions (e.g. OM Part B). Emphasis on harness mechanisms. A practical
special subjects will change every year. demonstration of the use of flight crew
Annual recurrent training covers members' oxygen and checklists.

REVISION 0
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Page2121
5.4.2.6 Refresher Training • computer based assessment, and/or

A cabin crew member must complete • in-flight checks and/or
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arefresher training course after a period of • oral or written tests.
absence from all flying duties for more than
six months. During the written test at least 80% of the
questions must be answered correctly.
The Refresher Training shall include at least: The in-flight check may also include a check
• emergency procedures including pilot on cabin service standards.
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incapacitation,
• evacuation procedures including crowd 5.4.2.8 Crowd Control
control techniques, Training in the application of crowd control in
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• the operation and actual opening of all various emergency situations will include
normal and emergency exits for • communication between flight crew
passenger evacuation in an aeroplane and cabin crew and use of all commu-
or representative training device, nications equipment. including the diffi-
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• demonstration of the operation of all culties of co-ordination in a smoke-
other exits, and filled environment,
• the location and handling of emergency • verbal commands and standard
equipment, including oxygen systems, phraseology,
and the donning of life-jackets, portable • the physical contact that may be
oxygen and protective breathing
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needed to encourage passengers out
equipment. of an exit and onto a slide,
When a cabin crew member has not been • the re-direction of passengers away
absent from all flying duties, but has not, from unusable exits,
during the preceding 6 months, undertaken • the marshaling of passengers away
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duties on a type of aeroplane as a cabin from the aeroplane,

crew member, before undertaking such • the evacuation of disabled passengers
duties on that type, the cabin crew member and
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either: • authority and leadership.

• completes refresher training on the
type; or
• operates two re-familiarization sectors 5.4.2.9 Training Records
during commercial operations on the A record of training and checks undertaken
type.
N
by each cabin crew member will be

maintained by the crew training department.
Refresher training will be organized by the It will be used to prove a trainee's
Training Department.
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completion of every stage of training and will

be made available to him, on request.
5.4.2.7 Checking
Cabin crew training records will be retained
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Checks are prescribed for cabin crew by the Company according to the document
members after completion of storage periods detailed in Chapter 2.1.6.
• Initial safety training,
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• Conversion and differences training, 5.4.3 Crew Resource Management (CRM)

• Recurrent training, and Training
• Refresher training.
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Note: An overview of all CRM-elements

They will be performed by check cabin crew together with the elements neces-
members or other suitably qualified persons. sary to be covered over the respec-
The checks will be accomplished using tive phases of initial- or recurrent
methods appropriate to the type of training training is found under Chapter
including 5.4.3.3.
• practical demonstration, and/or

REVISION 0
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Page 22
22
include elements of CRM training. When

5.4.3.1 CRM for Cabin Crew LOFT is not utilized, Flight Crew members
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will complete the major CRM elements over
CRM is the effective Utilization of all avail-
a 3-year recurrent training cycle.
able resources, i.e. crew members,
aeroplane systems and supporting facilities
CRM skills are assessed during operator
to achieve safe and efficient operations.
proficiency checks, line checks and com-
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mand course.
During the training emphasis will be placed
on the importance of effective co-ordination
Initial CRM Training as well as CRM
and two-way communication between flight
elements during all phases of Recurrent
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crew and cabin crew in various abnormal
Training shall be performed by suitably
and emergency situations including the use
qualified personnel. This applies to both,
of correct terminology, common language
Flight crew as well as Cabin Crew training
and effective use of communications equip-
and Flight Operation Officers.
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ment.
The training includes
Each Flight Crew member shall undergo
• combined flight crew and cabin crew
specific modular CRM- Training, with all
practice of aeroplane evacuations,
modules of which to be covered over a pe-
• joint discussion of emergency scenar- riod not exceeding 3 years.
ios between flight crew and cabin
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Main elements to be imparted during either
crew, initial - or recurrent training are:
• identifying unusual situations that • Company Safety Culture, Standard
might occur inside the cabin as well as Operating Procedures (SOP), and
activities outside the aeroplane that
• information acquisition, situation
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could affect the safety of the

awareness, workload management.
aeroplane or passengers,
• the nature of operations as well as the As the objective of CRM is to enhance
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associated crew operating procedures communication and management skills of

and areas of operations which Flight- and Cabin Crew, emphasis is placed
produce particular difficulties and on the non-technical aspects of performance
• discussion of climatological conditions related to the field of Human Factors:
and unusual hazards. • Human error and reliability. error
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chain, - detection and - prevention,

Due to the nature of tasks on board the
• Stress, stress management, fatigue
aeroplane it is desirable to combine Cabin
and vigilance,
Crew and Flight Crew CRM training to a
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• decision making. and

certain degree, in order to improve under-
standing of tasks thus improving future co- • communication and coordination In-
ordination. side and outside the cockpit.
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The initial CRM course must be completed Additional means to facilitate training are:
before being assigned to operate as a Cabin • case based studies, and
N
Crew member. • probable additional areas which may

need extra attention due to Identifica-
The introductory CRM course will be con- tion from company specific occurrence
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ducted by cabin crew CRM instructors. reporting scheme or accident preven-

tion and flight safety programme.
5.4.3.2 CRM for Flight Crew and FOO
If a Flight Crew member has not previously
completed a full-length CRM course it must
form part of his conversion training. Subse-
quent conversion courses and recurrent Line
Orientated Flying Training (LOFT) will

PART A 5 04-03-2021

5.4.3.3 Overview of CRM-Elements
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The following tables indicate which elements of CRM are included in each type of training.
Annual
Training Elements Introductory Operator's Aeroplane Recurrent Senior Cabin
CRM Course CRM Training Type Specific CRM Training Crew Course
CRM
(a) (b) (c) (d) (e) (f)
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General Principle
Human factors in aviation
General instructions on
CRM principles and In depth Not required Not required Not required Overview
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objectives
Human performance and
limitations
From the perspective of the individual cabin crew member
Personality awareness,
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human error and reliability,
attitudes and behaviours,
self-assessment
Stress and stress
management
Fatigue and vigilance In depth Not required Not required Overview Not required
(3 year cycle)
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Assertiveness
Situation awareness,
information acquisition and
processing
From the perspective of the whole aeroplane crew
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Error prevention and

detection
Shared situation awareness,
information acquisition &
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processing
Workload management
Effective communication
and coordination between
all crew members including
the flight crew as well as
N
inexperienced cabin crew

members, cultural
differences
Leadership, co-operation, Note required In depth Relevant to the Overview Reinforcement
O
synergy, decision making, type(s) (3 year cycle) (relevant to the

delegation Senior cabin crew
Individual and team duties)
responsibilities, decision
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making and action

Identification and
management of the
passenger human factors:
N
crowd control, passenger

stress, conflict
management, medical
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factors
Specifics related to
aeroplane types (narrow /
wide bodies, single / multi Not required
deck), flight crew and cabin
crew composition and
number of passengers

PART A 5 04-03-2021

Cabin Crew
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Training Elements Introductory Operator's Aeroplane Annual Senior Cabin
CRM Course CRM Training Type Specific Recurrent Crew Course
CRM CRM Training
(a) (b) (c) (d) (e) (f)
From the perspective of the operator and the organisation
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Company Safety culture,
SOPs, organizational factors,
factors linked to the type of
operations
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Effective communication and Overview Reinforcement(rel
coordination with other In depth Relevant evant to the
Not required (3 year cycle)
operational personnel and to the type(s) Senior cabin
ground services crew duties)
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Participation In cabin safety
incident and accident
reporting
Case base studies (see note) Required Required
Note: In column (d), if relevant aeroplane type specific case based studies are not available, then
casebased studies relevant to the scale and scope of the operation shall be considered.
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Flight Crew and Dispatcher
Operator’s Operator’s
Core Elements Initial CRM conversion conversion course Command Recurrent
Training course when when changing course training
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changing type operator

(a) (b) (c) (d) (e) (f)
Human error and
reliability, error chain,
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error prevention and In depth Overview Overview

detection
Company safety culture,
SOPs organizational In depth
factors Not required
Stress, management,
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fatigue & vigilance

Information acquisition In depth Overview
and processing situation Not required
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awareness, workload In depth

management
Decision making
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Overview
Communication and
coordination inside and
outside the cockpit Overview
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Leadership and team

behaviour synergy
Automation, philosophy
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of the use of automation In depth

(if relevant to the type)
As required In depth As required As required
Specific type-related
Not required
differences
As
Case based studies In depth In depth In depth In depth
appropriate

PART A 5 04-03-2021

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5.4.4 PROCESS FOR INSTRUCTOR AND EVALUATOR SELECTION.
Sources:
• Recommended from Interview Assessment
manufacturers/Training Base
• Hire from lease place or by advert • Training Records Review
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• Upgrade from United Nigeria in-house • Recommendations from flight operations
management and/or Training
Requirements: Department
•
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Verify Rating and type technical
• Minimum of 3 years line flying • Explain work history and age
• ATPL with Instructor rating and 1000hrs • Verify personal goal in industry/career
on type (or 500hrs in-house) • Check understanding of the demands
• •
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5000 TT, minimum of 1500hrs PIC Check safety awareness level
• In addition to OM 5.2.1.2 • English language level
Advertise: • Check drug, smoking and alcohol intake
• Qualification Verification:
A.
Shortlisted Candidate(s) i. Hold an ATPL
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ii. Satisfactory completion of type training
phases for the aeroplane including
recurrent and differences training.
iii. Satisfactory completion of type
Interview Assessment proficiency, competency and recency of
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experience checks required for PIC.

iv. Satisfactory completion of type initial or
transition training requirement and the
Simulator Check / Simulator training (If not authority observed in-flight competency
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currently qualified) check.

v. Hold appropriate required crewmember
medical certificate.
B.
i. Must have flown in preceding 12
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Advise NCAA calendar months, at least 5 flights on

type or
ii. Observed on the flight deck, conduct or
Licence Endorsement / Validation 2 complete flights in relevant aircraft
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type.
NOTE: DUTIES and RESPONSIBILITIES OF

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Training department Coordinates & Release to INSTRUCTOR

relevant Fleet
Flight instructors develop curricula based on
Nig.CARs and manufacturer’s guidelines,
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Further requirement and Criteria:

instruct students in a classroom setting,
− Technical Knowledge and experience on conduct training flights, determine student
type proficiency, report on the phase by phase
−
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Interpersonal Skills progress of each student and develop new

− Recency on type teaching methods.
− Security/Background checks They are responsible for training students in
subjects such as aircraft systems, operating
procedures, handling emergencies, problem
analysis, aircraft navigation, radio operation
and aerodynamics.
PART A 5 04-03-2021

Finally, flight instructors accompany their training. If the instructor is a check airman, he
students on live flights to complete their also will fly with pilots to ensure proficiency.
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5.4.4.1 Flight Instructor Training The transition ground training for flight
instructors includes the approved methods,
Flight Instructor Training Requires that: procedures, and limitations for performing
the required normal, abnormal and
1. The person has satisfactorily emergency procedures applicable to the
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completed initial or transition flight aeroplane to which the instructor is in
instructor training and transition.
2. Within the preceding 24 months, this
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pilot satisfactorily conducts instruction
under the observation of an inspector The initial and transition flight training for
from the Authority or a United Nigeria flight instructors includes the following:
check airman.
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1. The safety measures for emergency
The observed check could be done in part or situations that are likely to develop
fully in an aeroplane type or relevant during instruction.
simulator 2. The potential results of improper,
untimely or non-execution of safety
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The initial ground training for flight instructor measures during instruction.
includes: 3. Also:
1. Flight instructors duties, functions and i. Inflight training and practice in
responsibilities conducting flightinstruction from the
2. Applicable regulations and United left and right pilot seats in the
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Nigeria’s policies and procedures required normal, abnormal, and

3. Appropriate methods, procedures and emergency procedures to ensure
techniques for conducting the competence as an instructor and
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required checks ii. The safety measures to be taken

4. Proper evaluation of student from eitherpilot seat for emergency
performance including detection of: situations that are likely to develop
a. Improper and insufficient during instruction.
training and
b. Personal 4. The airlines shall accomplish the flight
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5. Appropriate corrective action in case training requirements for flight

of unsatisfactory checks instructors in full or in part in flight or in
6. Approved methods, procedures, and
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flight simulation training device, as

limitations for performing the required appropriate.
normal, abnormal, and emergency 5. And shall ensure that the initial and
procedures in the aeroplane. transition flight training for flight
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7. Except for holders of existing flight instructors (flight simulation training

instructor licences: device) includes the following:
i.The fundamental principles of the
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Teachinglearning process i. Training and practice in the

ii.Teaching methods and procedures, Required normal, abnormal and
and lesson plan management. emergency procedures to ensure
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iii.The instructor-student relationship competence to conduct the flight

iv.Briefing and debriefing instruction required by this part.
v. Human performance This training and practice shall be
vi. Dangers associated with simulating accomplished in full or in part in a
systems failure in flights. flight simulation training device.
ii. Training in the operation of flight
PART A 5 04-03-2021

simulation training devices, to

ensure competence to conduct the
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flight instruction required by the Civil
Aviation Regulation.
NOTE:
TWO INSTRUCTORS FOR THE INTIAL FLEET OF
FOUR AIRCRAFT BUT WITH ANY ADDITION OF
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TWO MORE AIRCRAFT WILL DEMAND THE
ADDITION OF ONE MORE INSTRUCTOR WITH
ONE ON ROTATION OR LEAVE.
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ED
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O
C
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PART A 5 04-03-2021

5.5 OTHER OPERATIONS PERSONNEL Principles of Flight
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Relating to the category of aeroplane.
5.5.1 Flight Operations Officer (FOO)
Radio communication
Flight Operations Officers must have dem- With aircraft and ground stations - A Radio
onstrated a sufficient level of knowledge in Operator must have a Radio Telephony
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at least the following subjects: Licence.
General A Flight Operations Officer must have

The use of the Company Manuals. gained experience of at least one year as an
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assistant in the dispatching of air transport
Air Law or must have completed a course of
Rules and regulations relevant to the approved training prior to performing the
Company, appropriate air traffic services tasks of dispatching aeroplanes.
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practices and procedures.
A Flight Operations Officer should not be
Aircraft General assigned to duty unless within the preceding
Powerplant, systems, instruments. 12 months he has made at least one flight
on the flight deck of an aeroplane over the
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Performance and Planning Procedures area of operation of the Company. Flight
Mass and balance, operational flight plan, Operations Officers should make as many
fuel calculation, alternate airport selection, familiarization flights as possible.
preparation of ATC flight plan, basic
principles of computer assisted planning. 5.5.2 Other Operations Personnel
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All other Operations Personnel will receive

Meteorology adequate training for the tasks to be per-
Aeronautical meteorology, movement of pre- formed by them and must have demon-
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sure systems, structure of fronts significant strated a sufficient level of knowledge ap-
weather phenomena which can affect take- propriate to their responsibilities prior to asnt
off, enroute and landing conditions. to duty.
Navigation
Principles of air navigation with particular
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reference to instrument flight.
Operational Procedures
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Use of aeronautical documentation

operational procedures for the transportation
of cargo and dangerous goods, procedures
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relating to unlawful interference and

sabotage.
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CFMU/IFPS
Integrated Initial Flight Planning System
(IFPS) established with the Central Flow
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Management Unit (CFMU) of Euro control

to optimize the use of airspace, thus
minimizing departure delays. (Ref:
Jeppesen European Air Traffic Flow
Management Organization and Procedures
- User Guide.)
PART A 6 04-03-2021

COMPANY LTD Crew Health Precautions
Crew Member that are aware of:

6. CREW HEALTH PRECAUTIONS • Any significant personal injury
involving incapacity to function as a
6.1 CREW HEALTH PRECAUTIONS member of flight crew, or
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• Any illness involving incapacity to
A crew member’s sickness/illness, his function as a member of a flight
feeling unwell/indisposed or the crew throughout a period of 21 days
impairment of his senses and reflexes by or more, or
narcotics, drugs or pharmaceutical • Being pregnant,
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preparations/medications have quite often Shall inform the Authority in writing of
contributed to incidents and accidents. such injury or pregnancy, and as soon as
the period of 21 days has elapsed in the
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Therefore, crew health is of the highest case of illness. The medical certificate
importance and has a direct impact upon shall be deemed to be suspended upon
flight safety. This is reflected in very the occurrence of such injury or the
stringent requirements for regular medical elapse of such period of illness or the
examinations and medical certificate. It
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confirmation of pregnancy.
hardly needs to be mentioned that living
health – consciously is in the self-interest 6.1.1 Alcohol and other intoxicating
of every crew member. Liquor
Note: The crew scheduling policy of
A crew member shall not:
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United Nigeria is to ensure the flight
crew members prior to being Consume alcohol less than 12 hours prior
assigned to duty, will not be affected to the specified reporting time for flight
by factors that could impair human duty or the commencement of standby,
performance, to include: commence a flight duty period with a
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blood alcohol level in excess of 0,2

i) Psychoactive substance use; promille, consume alcohol during the
ii) Pregnancy; flight duty period or whilst on standby.
iii) Illness, surgery or use of
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medication(s); Since the metabolism of alcohol in the

iv) Deep underwater diving; blood is very slow, it is highly
v) Fatigue. recommended that crew members refrain
from the consumption of alcohol 24 hours
For incapacitation crew members refer to before the expected commencement of
chapter 8.3.14. In such circumstance the
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flight duty or standby.

Company would normally counsel a
medical attention, and a medical release As a matter of company policy, crew
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will be required to return to flight duties. members in uniform (e.g., after

A crew member shall not perform duties termination of flight duty; deadheading
on an aeroplane at any time when he is crew members) shall not consume
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aware of any decrease in his medical alcoholic beverages where they can be
fitness which might render him unable to observed by third parties, i.e., the public.
safely exercise his duties.
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Crew member shall, without undue delay, Note:

seek the advice of an aeromedical doctor On suspicion of non-compliance within 8
when becoming aware of: hrs before or immediately following action
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• Hospital or clinic admission for more or attempt to act as crew member, that
than 12 hours, or crew member shall submit to a test of
• Surgical operation or invasive blood, urine or any other required by the
procedure, or Authority. That person shall authorize
• The regular use of medication, or release of the results of test specified by
the Authority.
• The need for regular use of
correcting lenses.

PART A 6 04-03-2021

The test information provided to the

Authority can be used as evidence in Stimulants such as caffeine,
legal proceeding. amphetamines etc. (often known as “pep”
pills) used to maintain wakefulness or
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6.1.2 Narcotics suppress appetite are often habit forming.
For crew members, the consumption or Susceptibility to different stimulants varies
use of narcotics is strictly prohibited from one
unless a medical doctor has determined
that such use is absolutely necessary in individual to another, and all may cause
the interest of his patient’s health. dangerous over confidence. Over dosage
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However, in such extremely rare cases, causes headaches, dizziness and mental
the crew member concern shall disturbance. The use of “pep” pills while
commence flight duty only if a duly flying is not permitted. Where coffee
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appointed flight-medical doctor has intake does not offer sufficient
certified that the physical and mental stimulation, then an individual is not fit to
fitness for such duty is not being fly. Remember that excessive coffee
impaired. drinking has harmful effects including
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disturbance of the heart’s rhythm.
6.1.2.1 Use of Medication, Drugs and
other Treatments Anti-histamines can cause drowsiness.
Crew members shall not take any They are widely used in “cold cures” and
prescription or non-prescription in treatment of hay fever, asthma and
medication or drug, or undergo any other allergic rashes. They may be in tablet
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treatment, unless they are completely form or a constituent of nose drops or
sure that the medication, drug or sprays. In many cases the condition itself
treatment will not have any adverse effect may preclude flying, so that, if treatment
on their ability to perform safely their is necessary, advice from the AMS
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duties. If there is any doubt, advice shall (Aeromedical Section), an AMC

be sought from an aeromedical doctor. (Aeromedical Center) or an AME
(Authorized Medical Examiner) should be
6.1.2.2 Drugs sought so that modern drugs, which do
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A crew member shall not perform any not degrade human performance, can be
duties on an aeroplane while under the prescribed.
influence of any drug that may affect his
faculties in a manner contrary to safety. Certain drugs used to treat high blood
pressure can cause a change in the
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6.1.2.3 Sleeping Tablets normal cardiovascular reflexes and impair

Antibiotics such as the various Penicillins, intellectual performances, both of which
Tetracyclines and others may have short can seriously affect flight safety. If the
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term or delayed side effects which can level of blood pressure is such that drug
affect pilot performance. More therapy is required the pilot must be
significantly, however, their use usually temporarily grounded and monitored for
any side effects. Any treatment instituted
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indicates that an infection is present and

thus the effects of this infection will should be discussed with the AMS, an
normally mean that a pilot is not fit to fly. AMC or an AME and a simulator
assessment or line check may be
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Tranquilizers, anti-depressants and appropriate before returning to flying.

sedatives. Inability to react due to the use Following local, general, dental and other
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of this group of medicines has been a anesthetics, a period of time should

contributory cause to fatal aircraft elapse before returning to flying. The
accidents. Again, as with antibiotics, the period will vary considerably from
underlying condition for which these individual to individual, but a pilot should
medications have been prescribed will not fly for at least 12 hours after a local
almost certainly mean that a pilot’s anesthetic and 48 hours after a general or
mental state is not compatible with the spinal anesthetic.
flying task.

PART A 6 04-03-2021

The more potent analgesics may produce

significant decrement in human Other Treatments
performance. If such potent analgesics
are required, the pain for which they are Alternative or complementary medicine,
such as acupuncture, homoeopathy,
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taken generally indicates a condition
which precludes flying. hypnotherapy and several other
disciplines, is developing and gaining
greater credibility. Some such treatments
6.1.2.4 Pharmaceutical Preparation are more acceptable in some states than
Many preparations are now marketed others. There is a need to ensure that
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containing a combination of medicines. It “other treatments”, as well as the
is essential therefore that if there is any underlying condition, are declared and
new medication or dosage, however considered by the AMS, an AMC or an
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slight, the effect should be observed by AME when assessing fitness.
the pilot on the ground prior to flying.
Although the above are the commonest 6.1.3 Immunization
medicine which adversely affect pilot In accordance with the World Health
Organization’s
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performance, it should be noted that (WHO) international
many other forms of medications, Health Regulations many countries
although not normally affecting pilot prescribe vaccination of crew members
performance, may do so in individuals and passengers against defined
who are “oversensitive” to a particular diseases, often specifying that such
preparation. Individuals are therefore immunization is only required upon entry
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advised not to take any medicines before “after leaving or transiting infected areas”.
or during flight unless they are completely Each crew member scheduled for flight
familiar with their effects on their own duty abroad must satisfy any
bodies. In cases of doubts, pilots should requirement(s) for vaccination(s), to have
himself vaccinated in time, and to be able
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consult the AMS (Aeromedical Section),

an AMC (Aeromedical Center) or an AME to produce during his tour of duty – the
(Authorized Medical Examiner). appropriate WHO-approved “Certificate of
(a) If you are taking any medicine you Vaccination or Revaccination”.
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should ask yourself the following

three questions: Vaccination/revaccination shall take place
• Do I feel fit to fly? not less than 24 hours before
• Do I really need to take commencement of flight duty; in case of
medication at all: strong reaction medical advice shall be
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obtained in view of a possible impairment

• Have I given this particular
of fitness for flight duty. No alcoholic
medication a personal trial on
beverage shall be consumed for a period
the ground of at least 24 hours
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of at least 24 hours after vaccination.

before flight to ensure that it will
Vaccinations which may be obligatory
not have any adverse effects
and validity:
whatever on my ability to fly?
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Yellow fever (from 10 days after until

(b) Confirming the absence of absence
of adverse effects may well need 10 years after vaccination).
Vaccinations which are recommended
expert advice and the assistance of
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and their validity:

the AMS, an AMC or an AME.
Cholera (from 7 days until 6 months
(c) If you are ill and need treatment it is
after vaccination);
vitally important that the doctor
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Typhoid (from 7 days until 3 years after

whom you consult knows that you
vaccination);
are a member of air crew and
whether or not you have recently Poliomyelitis (after 3 vaccinations up to
been abroad. 10 years);
Tetanus (after 3 vaccinations up to 10
years).
Malaria prophylaxis, though not
immunization in the strict sense of the
word, should be mentioned here: crew
PART A 6 04-03-2021

members scheduled for flight duty to

malaria infected countries shall obtain, on 6.1.7 Sleep and Rest
the advice of their flight medical doctor,
the appropriate medication and apply it as Flight safety requires that all crew
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prescribed. members receive regular and sufficient
Note: Crew members shall be aware of sleep and are well rested when
the fact that there are many commencing flight duty. Legal provisions
extremely dangerous diseases (see Chapter 7) therefore prescribe
against which vaccination is not maximum duty and minimum rest times.
possible. Only general rules may All crew members are expected to utilize
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be given here for health- their times of rest to relax and to regain
conscious behavior in foreign their fitness. Therefore, during rest times
countries: all activities shall be avoided which run
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• Observe strict hygiene in counter to those purposes.
eating/drinking (amoebic
dysentery, brucellosis).
• Do not bathe in stagnant water 6.1.8 Surgical Operations
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(bilharziasis). A fitness certificate signed by an
In infested (e.g., bush/jungle) areas, aeromedical doctor shall be produced
wear long-sleeved shirts and long prior to returning to flight duties after any
trousers to prevent or minimize bites surgical procedure.
by disease-carrying insects
(filariasis, malaria, encephalitis, 6.1.9 Pregnancy
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sleeping sickness) or by outright Every holder of a medical certificate shall
poisonous insects or animals inform the Company and the Authority in
(spiders, scorpions, snakes): use writing of her pregnancy.
insect-repellant.
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The medical certificate shall be deemed

6.1.4 Deep Diving to be suspended upon confirmation of the
Crew members whose sporting activities pregnancy.
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include deep diving to a depth exceeding

10 meters shall not fly within 48 hours of The Authority may lift the suspension of
completing such diving activity. the medical certificate subject to such
condition as it thinks fit and shall cease
6..1.5 Blood Donation upon the holder being medically
Crew members should not normally act examined under arrangements made by
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as blood donors. If, for any reason, they the Authority after the pregnancy has
have done so, they are to advise the ended and being pronounced fit to
Company immediately following each resume her functions.
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donation, and shall not undertake flying

duties for at least 24 hours after they 6.1.10 corrective Lenses/Spectacles
have given blood. Flight crew members
Each flight crew members assessed as fit
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shall report to an aeromedical doctor for

to exercise the privileges of a license
hemoglobin determination and blood
subject to the suitable correcting lenses
count prior to assigned flight duty.
or spectacles shall use those
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lenses/spectacles or have them

6.1.6 Meal Precautions Prior to and
immediately available when performing
During Flight
as a required crew member.
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In the interest of safety crew members

are urged not to partake between 3 hours
A spare set of the correcting spectacles
before taking up flight duty until the
shall be readily available when
termination of their flight of identical
performing as a crew member.
dishes prepared by the same caterer,
restaurant or person.
If near correction for distances other than
those tested for the medical certificate are
necessary for visual flight deck tasks
PART A 6 04-03-2021

relevant to the types of aircraft in which of alcohol and any controlled substance
the applicant is likely to function, the crew or abuse of otherwise legal drugs (except
member shall obtain and use such lenses drugs medically prescribed by qualified
in the medical evaluation.
and licensed physician) by any crew of
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other staff while on company premises,
6.1.11 ALCOHOL-AND –DRUGS – engaged in company business, while
POLICY operating company equipment, or while
under authority of the company is strictly
prohibited. Any crew or other staff found
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Crew and all other safety critical workers
(maintenance, dispatchers and handlers) in the violation of this policy shall be
are extremely valuable resources for subjected to the company’s disciplinary
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United Nigeria Airlines Limited’s procedure which may lead to suspension,
business. Their health and safety is a termination or dismissal from
serious company concern. employment.
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Drug or alcohol use may pose a serious Nig.CARs 8.5.1.5 require that mandatory
threat to crew health and safety. It is, testing must apply to every person who
therefore, the policy of company to operates a commercial aircraft in the
prevent substance use or abuse from Nigerian Airspace and is subject to the
having an adverse effect on our crew. NCAA’s licensing requirement.
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The company maintain that the work
environment is safer more productive The execution and enforcement of this
without the presence of alcohol, illegal or policy will follow set procedures to screen
inappropriate drugs in the body or on body fluids (urinalysis, blood test),
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company property. Furthermore, crew conduct breath testing, and\or search all
has a right to work in alcohol and drug- crew applicant of alcohol and drug use
and those crew suspected of violating this
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free environment and to work with crew

free from the effect s of alcohol and policy who are periodically or randomly
drugs. Crews who abuse alcohol or use selected pursuant to these procedures.
drugs are danger to themselves, their these procedures are designed not only
coworkers, the passengers and the to detect violations of this policy, but to
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company’s assets. ensure fairness to each crew. Every effort

will be made to maintain the dignity of
The adverse impact of substance abuse crew or crew applicants involved.
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by crew has been recognized by the Disciplinary action will, however be as

federal government. The Nigeria Civil necessary.
Aviation Authority (NCAA) has issued
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regulations which require the company to

implement a controlled substance testing
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program. The company will comply with

these regulations and is committed to
maintaining an alcohol and a drug-free
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and medically qualified to fly are

conditions of continued employment with
the company.
Specially, it is the policy of the company

that the use, sales, purchase, transfer,
possession or presence in ones system
PART A 6 04-03-2021

in commerce to transport passengers or

6.2.1 ALCOHOL AND DRUG property if the aircraft:
TESTING PROCEDURES 1. Has a gross combination weight
6.2.2 PURPOSE rating of 5,7000 or more
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The purpose of this administrative guide kilograms; or
is to set forth the procedures for the 2. Has a gross vehicle rating of
implementation of controlled substances 57,000 or more kilograms; or
and alcohol use and testing of crew 3. Is designed to transport 16 or
more passenger, including the
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applicants and current crew pursuant to
the alcohol and Drug Abuse Policy. crew; or
These procedures are intended as a 4. Is of any size and it use in the
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guide only and are in no way intended to transportation of materials found
alter any existing relationship between to be hazardous for the purpose
United Nigeria and any crew. of hazardous materials
transportation Act and which
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United Nigeria`s alcohol and drug require the cargo to be
program administrator designated to placarded under the hazardous
monitor, facilitate, and answer questions materials regulation (NCARs IS
pertaining to these procedures is drug 8.10.1.10).
medical admin.
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“Crew” means any person who operates
6.2.3 DEFINITIONS a commercial airplane. This includes, but
When interpreting or implementing or it is not limited to: fulltime, regularly
these procedures, or the procedure employed crew; causal, intermittent or
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require by the NCAA controlled occasional crew; leased crew and

substance testing regulations the independent, freelance pilot who are
following definition apply: either directly employed by or under lease
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to an employer or who operate a

‘’Alcohol’’ means the intoxicating agent in commercial aircraft at the direction of or
beverage alcohol, ethyl, alcohols with the consent of an employer. For the
including methyl and isopropyl alcohol. purpose of pre-employment\pre-duty
testing only, the term ‘’crew’’ includes a
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‘’Alcohol ‘’ concentration (or content) ‘’ person applying to an aircraft or drive a

means the alcohol in a volume of breath commercial motor vehicle.
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expressed in terms of grams of alcohol

per 210 liters of breath as indicated by ‘’Drug’’ means any substances (other
evidential breath test under this part. than alcohol) that is a controlled
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‘’collection site’’ means a place where substance.

individuals present themselves for the ‘’NCAA’’ means the Nigeria Civil Aviation
purpose of proving breath, body, fluid, or
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Authority, Federal Ministry of Transport.

tissue samples to be analyzed for
specified controlled substance. This site ‘’Medical’’ review office ‘’ (MRO) means a
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must possess all necessary personnel, licensed MD or DO with knowledge of

materials, equipment facilitates and drug abuse disorders that is employed or
supervision to the collection, security, used by an Air Operators Certificate
temporary storage and transportation or (AOC) holder to conduct drug testing in
shipment of the samples to laboratory. accordance with this part
‘’Commercial aeroplane’’ means an aero
plane or combination of aeroplanes used

PART A 6 04-03-2021

‘’Other staff’’ means any other personnel been relieved from duty by the AOC
directly employed by the company who holder.
has a result of any contract render any 2. All times inspecting, servicing, or
service(s) to the company in any form or conditioning any commercial
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manner requiring that person to be airplane at any time.
present in the company’s premises or 3. All flying time.
properly, handle the company’s 4. All time, other than flying time, in or
equipment or asset or assets or is involve upon any commercial fight except
in the assessment, care, maintenance or time spent resting in a sleeper berth.
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treatment of the company’s personnel. 5. All time loading or unloading an
aircraft, supervising, or assisting in
‘’performing ‘’ a safety-sensitive function’’
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the loading or unloading for a
means a crew is considered to be dispatcher, attending and aircraft
performing a safety-sensitive function being loaded or unloaded,
during any period in which he\she is remaining in readiness to operate
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actually performing, ready to perform, or the aircraft, or in giving or receiving
immediately available to perform any documents for cargo loaded or
safety-sensitive functions. unloaded.
6. All tie repairing, obtaining
‘’Random selection process” means that assistance, or remaining in
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alcohol and drug test are unannounced; attendance upon a
that every crew of an AOC holder is snagged/unserviceable airplane.
subject to test-tests conducted annually
shall equal or exceed twenty –five
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percent (25%) for alcohol test and fifty

percent (50%) for drug test of the total
number of crew subject to testing of an
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AOC holder.
‘’Reasonable cause’’ means that the AOC

holder believes the actions or appearance
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or conduct of an AOC holder crew who is

on duty as defined below, are indicative
of the use of a controlled substance.
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‘’Safety-sensitive function’’ means any of

those on –duty functions set forth in
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CRF49, section 395.2.

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‘’On duty time’’ means all time from the

time a crew begins to work until the time
he\she is relived from work and all
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responsibility for performing work.’’ On

duty time ‘’ shall include:
1. All time at the airline’s terminal

hangar, or facility, or other property,
or on any public property waiting to
be dispatched, unless the crew has
PART A 6 04-03-2021

ability to perform his/her tasks. In

6.2.4 SUBSTANCES the sole discretion of the alcohol
PROHIBITED/PRESCRIPTION and drug program administrator, a
MEDICATIONS crew may be temporarily removed,
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with pay, from a safety-sensitive
a. Alcohol use: Means the position if deemed appropriate.
consumption of any beverage,
mixture, or preparation including any 6.2.5 PROHIBITIONS
medication containing alcohol A. Alcohol Prohibitions:
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which, when consumed, causes an The alcohol rule prohibits any
alcohol concentration in excess of alcohol use that could affect
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0.04% by body weight. performance of a safety-sensitive
function, judgment, sensitivity and
b. Controlled substances: In performance of other activities
accordance with FMSC rules, including.
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urinalysis will be conducted to 1. Use while performing safety-
detect the presence of the following sensitive functions.
substances. 2. Use during the 8 hours before
performing safety-sensitive
functions
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• Marijuana 3. Reporting for duty or remaining on
• Cocaine duty to perform sensitive functions
• Opiates with an alcohol.
• Amphetamines Concentration of 0.02 or greater.
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• Phencyclidine 4. Possession of alcohol, unless the

And other narcotics and alcohol is manifested and
hallucinogens transported as part of a shipment.
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This includes the possession of

Detection levels requiring a medicines containing alcohol
determination of a positive result (prescription or over-the-counter),
shall be in accordance with the unless the packaging seal is
guidelines adopted by the NCAR in
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unbroken.
accordance with the 5. Use during 8 hours following an
recommendations established by accident, or until he\she undergoes
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the 49 CFR, Part 40. a post accident test.

6. Refusal to take a require test.
c. Prescription Medications: Crew
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taking legally prescribed NOTE: A crew found to have an alcohol

medications issued by a licensed concentration of 0.02 or greater but less
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health care professional familiar with than 0.04 shall not perform, nor be
the crews work related permitted to perform safety-sensitive
responsibilities must report such use functions for at least 24 hours. The other
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to their immediate supervisor, the consequence imposed by the regulations

fleet captain, duty officer or and discussed below does not apply.
dispatcher, and maybe required to However, documentation of the test
present written evidence from the constitutes written warning that company
health care professional which policy has been violated, and the next
describes the effects such occurrence could result in disqualification
medications may have the crew’s of a crew.
PART A 6 04-03-2021

usage, as well as other conditions

B. Drug Prohibitions explained in the personnel policies.
Under no circumstances may a
The regulations prohibit any drug use that
crew perform a safety-sensitive
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could affect performance of safety-
function until a confirmed negative
sensitive functions, including:
result is received.
1. Use of any drug, except by
Crew applicant drug testing shall
doctor’s prescription, and the only
follow the collection, chain-of
if the doctor has advised the crew
custody and reporting procedures.
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that the drug will not adversely
affect the crew’s ability to safely
operate the airplane;
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Employee Crew: Under all
2. Testing positive for drugs; and
circumstances, when a crew is
3. Refusing to take a required test.
directed to provide either a breath
test or urine sample (Appendix C)
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All crew will inform the alcohol
in accordance with these
and drug program administrator
procedures, he/she must
of any therapeutic drug use prior
immediately comply as
to performing a safety-sensitive
instructed. Refusal will constitute
function.
a positive result, and the crew will
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be immediately removed from the
6.2.6 PROSPECTIVE CREW AND
safety-sensitive function, and will
EXISTING CREW TESTING
be subject to further discipline or
A. Applicant Testing: All crew
termination as appropriate.
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applicants will be required to

submit to and pass a breath
1. Suspicion-based Testing:
alcohol test and a urine drug test
a. Reasonable Suspicion: If a crew is
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as a condition of employment. Job

having work performance problems
applicants who are denied
or displaying behavior that may be
employment because of a positive
alcohol or drug-related, or is
test may reapply for employment
otherwise demonstrating conduct
after 12 months.
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that may be in violation of the policy

where immediate management
Offers of employment are made
action is necessary, the Quality and
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contingent upon passing the

Safety Manager or Dispatcher, with
company’s medical review,
the concurrence of the alcohol and
including the alcohol and drug test.
drug program administrator, will
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Crew applicants who have

require that crew to submit to a
received firm employment offers
breath test Urinalysis. The following
are to be cautioned against giving
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conditions are signs of possible

notice at their current place of
alcohol or drug use (not all-
employment, or incurring any costs
inclusive):
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associated with accepting

employment with the company
• Abnormally dilated or
until after medical clearance has
constricted pupils
been received. All newly hired
crew shall be on probationary • Glazed stare- redness of eyes
status for 90 days, contingent upon • Flushed face
medical clearance for illicit • Change of speech (i.e. faster
controlled substance or alcohol or slower)
PART A 6 04-03-2021

• Constant sniffing officer or dispatcher, the alcohol and

• Increased absences drug program administrator will
• Redness under nose arrange to observe or talk with the
• Sudden weight loss crew. If he/she believes, after
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• Needle marks observing or talking to the crew, that
• Change in personality (i.e. the conduct or performance problem
paranoia) could be due to substance abuse,
• Increase appetite for sweets the crew will be immediately
informed that continued refusal will
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• Forgetfulness – performance
result in disqualification from
faltering – poor
performing any safety-sensitive
• Concentration
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function.
• Borrowing money from
✓ Employees will be asked to release
coworkers or seeking an
any evidence relating to the
advance of pay or other
observation for further testing.
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unusual display of need for
Failure to comply may subject the
money
employee to subsequent discipline
• Constant fatigue or
or suspension from flying or even
hyperactivity
driving duties. All confiscated
• Smell of alcohol
evidence will be receipted for with
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• Slurred speech signatures of both the receiving
• Difficulty walking supervisor, as well as the provider.
• Excessive, unexplained ✓ If upon confrontation by the Duty
absences Officer or dispatcher, the crew
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• Dulled mental processes admits to use but requests

• Slowed reaction rate assistance, the alcohol and drug
program administrator will arrange
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b. Quality and Safety Manager, Fleet for assessment by an appropriate

Captain or Dispatchers must take SUBSTANCE ABUSE
action if they have reason to believe PROFESSIONAL (SAP).
one or more of the above-listed Reassignment to the crew position
conditions is indicated, and that the is SAP’s guidelines and return-to-
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substance abuse is affecting a work testing.

crew’s job performance or behavior
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in any manner. A Duty Officer or c. The Fleet Captain, Duty Officer or

dispatcher observing such condition dispatcher shall, within 24 hours or
will take the following actions before the results of the controlled
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immediately: substance test are released to the

behavior or performance problems,
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Confront the employee involved, and and present such documentation to

keep under direct observation until the the alcohol and drug program
situation is resolved. administrator.
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✓ Secure the alcohol and drug

program administrator’s d. The drug and alcohol program
concurrence to observations; Job administrator will remove or cause
performance and company policy the removal of the crew from the
violations must be specific. Company-owned airplane and ensure
✓ After discussing the circumstances that the crew is transported to an
with the Operations Support, Duty appropriate collection site and

PART A 6 04-03-2021

thereafter, to a place of lodging. cannot provide a specimen at the

Under no circumstances will that crew time of the accident, he/she shall
be allowed to continue to operate a provide the necessary authorization
company aircraft or his/her own for obtained hospital report and
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vehicle until a confirmed negative test other documents that would indicate
result is received. whether there were any controlled
substances in his/her system.
e. If, during the course of employment,
the crew acknowledge a substance An accident is defined by Nig. CARs as
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abuse problem and requests an accident which results in the death of
assistance, the problem may be a human being or bodily injury to a
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treated as if it were an illness, subject person who, as a result of the injury,
to the provisions set forth below: immediately receives medical treatment
✓ The decision to seek diagnosis and away from the scene of the accident.
accept treatment for the substance Except for a fatality accident, verification
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abuse problem is the responsibility of the crew’s responsibility in the above
of the crew; accident must be established by a citation
✓ The diagnosis and prescribed to the crew.
treatment of the crew’s condition will
be determined by health care *Crew will be provided with collection Kits
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professionals designated by the to be carried in their airplane at all times.
alcohol and drugs program A list of nationally available collection
administrator in conjunction with the sites will be provided through the
crew’s physician; and company dispatchers, including pertinent
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✓ The crew might be placed on instructions and procedures prior to the

medical leave for a predetermined crew operating an airline or motor vehicle.
period recommended by those
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medical professionals if the SAP Adherence by crew to post-accident

determines that such action is specimen collection requirements is a
appropriate. condition of continued employment. The
failure of any personnel to comply with
–Accident
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2. Post Testing: NCAA post-accident and specimen

Currently, federal regulations place collection rules will be considered a
the burden of compliance with post breach of his/her contract with the
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accident alcohol and drug testing company, and the contract is invalid
regulation on the crew. Therefore, appropriate substance abuse professional
all crew are required to provide a counseling has been completed.
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breath test and a urine specimen to

be tested for the use of controlled 3. Random Testing: The Company will
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substance “as soon as practicable” conduct random testing for all

after an accident. The crew shall covered crew as follows:
remain readily available for such a. A company-wide selection process
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testing or may be deemed by the which removes discretion in selection

alcohol and drug program from any supervisory personnel will
administrators to have refused to be adopted by the Company. This
submit to testing. No alcohol may be process will select covered crew
consumed for 8 hours after the through the use of computerized
accident or until a test is conducted. program.
If the crew is seriously injured and
PART A 6 04-03-2021

b. The random testing, once begun, will 6.2.7 COLLECTION OF BREATH AND
provide for alcohol testing of at last URINE SPECIMENS AND
25% and for drug testing of at least LABORATORY ANALYSIS
50% of covered crew. Breath alcohol testing will be conducted
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c. The random testing will be either on site or at a prearranged location
reasonably spaced over 12 month by a qualified Breath Alcohol Technician
period. according to 49 CFR, part 40 procedures.
d. Once notified, a crew must proceed Refusal to complete and sign the testing
immediately to the assigned form or refusal to provide breath will be
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collection site. considered a positive test, and the crew
will be removed from a safety-sensitive
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4. The alcohol and drug program function n until resolved or suspended or
administrator will be responsible for terminated from employment as this shall
designating the appropriate be regarded by the company as
substance abuse professional who, insubordination.
ED
in conjunction with the crew’s A. Specimen collection: The collection
physician, will diagnose the problem procedures will be designed to
and recommend treatment. ensure the security and integrity of
a. The crew’s successful completion of the specimen provided by each
the approved treatment program is a crew, and those procedures will
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condition of continued employment strictly follow chain-of-custody
as crew. guidelines. Moreover, every
b. Following successful completion of reasonable effort will be made to
any approved treatment program, maintain the dignity of each crew
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the crew will be required to submit submitting a specimen for analysis

to at least six random drug tests in accordance with these
during the first year, and follow-up procedures.
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testing may be conducted for up tio

60 months. Failure to adhere to this B. Laboratory Analysis: As required by
condition is ground for immediate NCAA regulations, only a laboratory
termination. certified by Department of Health and
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c. All supervisors or dispatchers will Human Services (DHHS) TO

receive training to assist them in PERFORM urinalysis for the
identifying school and drug abuse detection of the presence of
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behavioral characteristics. controlled substances will be retained

by the required to maintain strict
5. Return-to-Duty Testing: Before a compliance with federally approved
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crew returns to duty requiring the chain-of –custody procedures, quality

performance of a safety-sensitive control, maintenance and scientific
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function after engaging in conduct analysis methodologies.

prohibited by this policy, the crew
shall undergo a return to duty 6.2.8 CONSEQUENCES: APPEAL OF
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alcohol test with a result of less than TEST RESULTS

a 0.02 Blood Alcohol Concentration A. Alcohol and drug abuse may not only
(BAC) or receive a confirmed threaten the safety and productivity
negative result from a controlled of all employees at United Nigeria
substance urinalysis test. Airlines but causes serious
individual health consequences to
those who use them. Attachment #1
PART A 6 04-03-2021

outlines several personal

consequences which may result 6.2.9 CONFIDENTIALITY
after abuse of controlled Under no circumstances, unless required
substances. Any co n firmed actions or authorized by law, will alcohol or drug
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prohibited by part IV above, while testing information or results for any
performing a safety-sensitive employee or applicant be released
function or refusing to take a breath without written request from the
test, will be grounds for applicable employee.
disqualification as a crew.
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B. A crew testing positive for alcohol or Crews are entitled, upon written request,
drug use is subject to to obtain copies of any records pertaining
to the crew’s use of alcohol or controlled
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disqualification, suspension,
substances
termination or dismissal. Refusal to
submit to testing will also be
considered a positive. 6.2.10 ALCOHOL AND DRUG EFFEFCTS
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Refusal may be defined as not providing All employees will be provided with
a breath sample or urine as directed, training material discussing the effects of
neglecting to sign appropriate control alcohol and controlled substance use on
forms, using alcohol within 8 hours of an an individual’s health, work, and personal
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accident, or engaging in conduct that life.
clearly obstructs the testing process.
This attachment is intended to help
Any crew testing positive for the presence individuals understand the personal
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of a controlled substance will be consequences of substance Abuse.

contacted by the company’s MRO. The
crew will be allowed to explain and ALCOHOL
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present medical documentation to explain Although used routine as beverage for

any permissible use of a drug. All such enjoyment, alcohol can also have negative
discussions between the crew and the physical and mood-altering effects when
MRO will be confidential. The company abused. This physical or mental alteration
in a crew may have serious personal and
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will not be a party to, or have access to,

matters discussed between the crew and public safety risks.
the MRO. If medically supportable
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reasons exist to explain the positive result Health Effects

to the company as a negative. An average of three or more serving per
day of beer(0.336 liter), whiskey (0.028
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Within 72 hours after the crew has been liter), or wine(0.168 liter) over time, may
notified of appositive test result in the following health hazards:
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result for drugs, he/she may request of

the split sample. This signed request will Dependency
be provided to the MRO in the writing, Fatal liver disease
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who will then initiate the new laboratory Kidney failure

analysis. If a different result is detected Pancreatitis
by the subsequent laboratory, the test will Ulcers
be voided by the MRO, and the company Decreased sexual function
alcohol and drug program administrator Increased cancers of the mouth,
will be notified. A retest may be initiated pharynx, esophagus, rectum, breast, and
as appropriated. malignant melanoma

PART A 6 04-03-2021

Spontaneous abortion and neonatal

mortality Birth defects of alcohol is on the
brain centers, producing progressive on
co-ordination: confusion, disorientation,
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stupor, anesthesia, coma, death.
Alcohol kills brain cells and brain damage

is permanent. Drinking over a period of
time causes loss of memory, judgment
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and learning ability.
Tical nerve cells. Parkinson’s disease
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could also occur. Cocaine causes the
heart to beat faster, harder, and rapidly
increases blood pressure. It also causes
spasms of blood vessels causing strokes

and heart attacks.
Strong dependence can occur with one

ED
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“hit” or cocaine. Usually mental
dependency occurs within days for
“crack” or within several months for
snorting coke. Cocaine causes the
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strongest mental dependency of all drugs.
Treatment success rates are lower than

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with any other chemical dependency,

extremely dangerous when taken with
bother depressant drugs. Death due to
overdose is rapid. Fatal effects are
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usually not reversible by medical

intervention.
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Workplace Issues
✓ Extreme mood and energy swings
create instability. Sudden noise
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causes a violence reaction.

✓ Warning signals increases
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probability of accidents.
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REVISION 001
PART A 6 04-03-2021
19-06-2022

Page 15
6.2.11 Flight Crew Member Functions and Actions
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REVISION 0
PART A 6 04-03-2021
19-06-2022
Page 16
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PART A 7 04-03-2021

COMPANY LTD Flight Time Limitations
7.1 INTRODUCTION The company will nominate a home base for

each crew member and shall be expected to
7.1.1 General appreciate the relationship between the
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frequencies and pattern of flight periods and
The Flight and Duty Time Limitations and rest periods and give due consideration to
Rest Requirements published under this the cumulative effects of undertaking long
chapter shall be adhered to in the interest of duty hours interspersed with minimum rest.
safety. Those requirements do not consider
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any additional work contract or union type The company will allocate duty patterns
requirements. In the first part of this chapter, which avoid such undesirable practices as
the elements of Nig.CARs 8.11 are covered. alternating day/night duties or the positioning
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An additional part highlighted supplemental of crew members so that a serious disruption
requirements shown in the table 1&2 below. of established sleep/work pattern occurs.
7.1.2 Objectives and Scope The company will schedule local days free of
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Crew-scheduling is preparing a long term duty and notify crew members in advance.
crew schedule and coordinates short term Furthermore the company will ensure that
changes. rest periods provide sufficient time to enable
crew members to overcome the effects of
In case any inconsistencies between the the previous duties and to be well rested by
crew roster and the duty and rest-time the start of the following flight duty period.
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regulations are observed, this inconsistency
must be brought to the attention of crew Flight duty periods are planned to enable
scheduling and or the OCC-duty officer. crew members to remain sufficiently free
from fatigue so they can operate to a
Planned schedules must allow for flights to satisfactory level of safety under all
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be completed within the maximum permitted circumstances.

flight duty period. To assist in achieving this,
the company will take action to change a A crew member shall not operate an
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schedule or crewing arrangements at the aeroplane if he/she knows that he/she is

latest where the actual operation exceeds suffering from or is likely to suffer from
the maximum FDP on more than 33% of the fatigue or feels unfit, to the extent that the
flights in that schedule during a scheduled flight may be endangered.
seasonal period. As a general policy, all
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flights are planned to be completed within Crew members should make optimum use of
the allowable flight duty period taking into the opportunities and facilities for rest
account the time necessary for pre-flights provided and plan and use their rest periods
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duties, the flight and turn-around times. properly.

Duty rosters will be prepared and published
sufficiently in advance to provide the
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opportunity for crew members to plan

adequate rest.
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PART A 7 04-03-2021

7.1.3 Definitions 7. Home base

For the purpose of this Regulation, the The location nominated by the operator
following definitions shall apply: to the crew member from where the
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crew member normally starts and ends
1. Augmented flight crew
a duty periods and where, under
A flight crew which comprises more
normal circumstances, the operator is
than the minimum number required for
not responsible for the accommodation
the operation of the aeroplane and in
of the crew member concerned.
which each flight crew member can
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leave his/her post and be replaced by 8. Local day
another appropriately qualified flight A 24 hours period commencing at
crew member. 00:00 local time.
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2. Block time 9. Local night
The time between an aeroplane first A period of eight hours falling between
moving from its parking place for the 22:00 hours and 08:00 hours local
purpose of taking off until it comes to time.
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rest on the designated parking position 10. A single day free of duty
and all engines or propellers are A single day free of duty shall include
stopped. two local nights. A rest period may be
3. Break included as part of the day off.
A period free of all duties, which counts 11. Operating crew member
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as duty, being less than a rest period. A crew member who carries out his/her
duties in an aircraft during any part of a
4. Duty flight.
Any task that a crew member is
required to carry out associated with 12. Positioning
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the business of an AOC holder. Unless The transferring of a non-operating

where specific rules are provided for by crew member from place to place, at
the Regulations, the Authority shall the behest of the operator, excluding
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define whether and to what extent travelling time. Travelling time is

standby is to accounted for as duty. defined as:
5. Duty period - Time from home to designated
A period which starts when a crew reporting place and vice-versa;
member is required by an operator to - Time for local transfer from a
commence a duty and ends when the place of rest to the commen-
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crew member is free from all duties. cement of duty and vice versa.
6. Flight duty period 13. Rest period

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A flight duty period (FDP) is any time An uninterrupted and defined period of
during which a person operates in an time during which a crew member is
aircraft as a member of its crew. The free from all duties and airport standby.
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FDP starts when the crew member is

required by the operator to report for a 14. Standby
flight or series of flights; it finishes at A defined period of time during which a
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the end of the last flight on which crew member is required by the
he/she is an operating crew member. operator to be available to receive an
Note: if not otherwise determined, assignment for a flight, positioning or
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the FDP starts 60 minutes prior other duty without an intervening rest
scheduled time of departure period.
and ends 15 minutes after ”on
blocks” of the last landing.

PART A 7 04-03-2021

15. Window of circadian low (WOCL): Note: The Company FTL for management
The window of circadian low (WOCL) is pilots can be increased to the limits specified
the period between 02:00 hours and in Table 7.2, only with the prior consent and
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05:59 hours. Within a band of three
under the authority of the DFO. If the DFO
time zones the WOCL refers to home
base time for the first 48 hours after exercises his authority to increase the FTL
departure from home base time zone, for any of the Company management pilots,
and to local time thereafter. he should keep the NCAA duly informed,
stating reasons and the time the
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16. Positioning management pilots FTL restrictions will be
All the time spent on positioning is lifted for.
counted as duty. Positioning after
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reporting but prior to operating shall be
concluded as part of the FDP but shall 7.1.4.3 The Maximum Basic Daily FDP
not count as a sector. A positioning is 13 hours
sector will be taken into account for the These 13 hours will be reduced by 30
ED
calculation of minimum rest. minutes for each sector from the third sector
onwards with a maximum total reduction of
7.1.4 Duty Limitations two hours.
7.1.4.1 Cumulative Flight Duty Hours
When the FDP starts in the WOCL, the
The company ensures that the total duty maximum time (13 hrs, or reduced by the
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periods to which a crew member is assigned number of sectors) will be reduced by 100%
do not exceed: of its encroachment up to a maximum of two
hours. When the FDP ends in or fully
a) 190 duty hours in any 28 consecutive encompasses the WOCL, the maximum
FDP (13 hrs, or reduced by the number of
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days, spread as evenly as practicable

throughout this period; and sectors) will be reduced by 50% of its
b) 60 duty hours in any seven consecutive encroachment.
days.
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7.1.4.4 Extensions
7.1.4.2 Limit on Total Block Times 1. The maximum daily FDP can be
The company ensures the total block times extended by up to one hour.
of the flights on which an individual crew 2. Extensions are not allowed for a basic
member is assigned as an operating crew FDP of six sectors or more.
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member does not exceed: 3. Where an FDP encroaches on the

WOCL by up to two hours, extensions
a) 1000 block hours in a calendar year, or are limited to up to four sectors.
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b) 100 block hours in any 30 consecutive 4. Where an FDP encroaches on the

days or 65 hours if a management WOCL by more than two hours,
pilot. extensions are limited to up to two
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sectors.
5. The maximum number of extensions is
MANAGEMENT PILOT two in any seven consecutive days.
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Limitation DFO CP 6. Where an FDP is planned to use an

% of Max limitation 65% 85% extension pre and post flight minimum
Consecutive 24 hours NA NA rest is increased by two hours or post
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Consecutive 7 days NA NA flight rest is only increased by four

hours. Where the extensions are used
Consecutive 30 days/ 65 85
for consecutive FDPs the pre and post
hours
rest between the two operations shall
12 Calendar months / 715 880
run consecutively.
hours
7. When an FDP with extension starts in
the period 22:00 to 04:59 hours the

PART A 7 04-03-2021

operator will limit the FDP to 11:45 written request needs to be sent to the
hours. Authority.
8. For a cabin crew being assigned to a
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flight or series of flights, the FDP of the 7.1.5.5 Reduced rest-time
cabin crew may be extended by the The minimum rest-time as per 7.1.5.1/2 may
difference in reporting time between be reduced by maximum 2 hrs when so
cabin crew and flight crew, as long as individually approved by the Authority.
the difference does not exceed one The reasons for the reduction of the
hour. minimum rest-time as per this Para may be:
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7.1.5 Rest-Times - The flight cannot be executed due to
the duty-and rest-time limitations
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7.1.5.1 The minimum rest which must be because of the absence of a suitable
provided before undertaking a flight duty aerodrome for an intermediate stop.
period starting at home base shall be at least - Unacceptable high costs for specific
as long as the preceding duty period or 12 flights when strictly following the
“normal” limits.
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hours whichever is the greater.
- Detrimental impact on the members of
the crew when following the “normal”
7.1.5.2 The minimum rest which must be limits (e.g. additional unwanted night
provided before undertaking a flight duty stop-overs).
period starting away from home base shall
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be at least as long as the preceding duty Such reductions of the rest-times are only
period or 10 hours whichever is the greater, permitted, when these are no safety issues
when on minimum rest away from home with regard to the flight(s) before requesting
base, the operator must allow for an 8hour such reductions, the following parameters
shall also be considered:
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sleep opportunity taking due account of

travelling and other physiological needs. - Aircraft equipment and states
composition of crew
7.1.5.3 The company ensures that effects - Experience related to the type of
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on crew members of time zone differences aeroplane and the route/number of

will be compensated by additional rest as intermediate stops
follows: - Any other factors influencing the
In case the difference in time zones exceeds fatigue of the crew.
4 hrs or more (between the station the FDP
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starts and the station it ends), the minimum 7.1.6 Extension of Flight Duty Period
rest-time must be increased to 14 hrs. After due to In-Flight Rest
returning to the home base the rest time Providing
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increases to 8 times the number of time - The basic flight crew is augmented by
zones of more than 12 hours does not need additional crew member(s)
to be considered. To determine the - An acceptable and suitable crew rest
difference in time-zones, the winter-time of area is available (separated from flight-
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the individual place of departure is relevant. deck and cabin)

- The “stick-times” of each crew does not
7.1.5.4 The company assures that the
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exceed 10 hours
minimum rest provided as outlined above is The FDP may be increased up to 8 hrs if so
increased periodically to a weekly rest approved (upon written request) by the
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period, being a 36 hours period including two Authority.

local nights, such that there shall never be
more than 168 hours between the end of As far as the cabin crew is concerned
one weekly rest period and the start of the adequate breaks during the flight(s) have to
next. As an exception, the Authority may be scheduled.
decide that the second of those local nights
may start from 20:00 hours if the weekly rest The provision of adequate seats for taking a
period has a duration of at least 40 hours. A rest is also required.

PART A 7 04-03-2021

7.1.7 Unforeseen Circumstances in

Actual Flight Operations Comm- 7.1.8 Nutrition
ander’s Discretion The company assures that a meal and drink
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opportunity will be provided during the FDP
Taking into account the need for careful in order to avoid any detriment to a crew
control of these instances implied under- performance, especially when the FDP
neath, during the actual flight operation, exceeds 6 hours.
which starts at the reporting time, the limits
on flight duty, duty and rest periods 7.2 ADDITIONAL LIMITS ON WORKING
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prescribed in these subparts may be TIME / REST-TIME
modified in the event of unforeseen
circumstances. Any such modification must 7.2.1 The yearly working time (including
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be acceptable to the commander after office of any other duties for the company)
consultation with all other crew members shall not exceed 20:00 hrs.
and must, in all circumstances, comply with 7.2.2 The company will – within one
the following: calendar year – arrange for at least 96 local
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days off any duties.
• The maximum FDP referred to in 7.2.3 Within one calendar month, at least 7
7.1.4.3 (13 hrs) may not be increased local days off must be made available
by more than two hours unless flight
crew has been augmented in which 7.3 SPLIT DUTY
case the maximum period may be In case FDP is interrupted by a break n
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increased by not more than three ground (with the crew relieved for that time)
hours. by at least 3 hours, this time does not
• If on the final sector within a FDP contribute to the FDP but is considered as
unforeseen circumstances occur after working time. A quiet room with sleeping
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take-off that will result in the permitted accommodation must be provided near the
increase being exceeded, the flight airport. The above mentioned “break” starts
may be continue to the planned 15 mins after being on blocks or when all
relevant tasks after the flight have been
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destination or alternate.
• In the event of such circumstances, the completed (paper work, logs, securing the
rest period following the FDP may be aircraft etc). The break ends, when the crew
reduced but never below the minimum has to report for check-in to continue the
rest defined in 7.1.5.2 (10 hours – 8 FDP.
hours sleep opportunity).
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• The Commander shall, in case of 7.3.1 The maximum permitted working

special circumstances, which could Time (including the rest shall not exceed 14
lead to severe fatigue, and after hrs unless approved by NCAA).
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consultation with the crew members 7.3.2 The maximum time at the controls shall
affected, reduce the actual flight duty not exceed 8hrs.
time and/or increase the rest time in 7.3.3 The maximum number of landings after
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order to eliminate any detrimental the break period shall not exceed 2.
effect of flight safety. 7.3.4 The number of “split duties” as per this
• The Commander has to submit a report para must not exceed 2 within 7 consecutive
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to the company whenever a FDP is days.

increased by his/her discretion or when 7.3.5 The minimum permitted working time
a rest period is reduced in actual (FDP and break time) shall not exceed 14
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operation and hrs unless approved by NCAA.

• Where the increase of a FDP or
reduction of a rest period exceed one
hour, a copy of the report, to which the
company must add their comments, is
sent to the Authority no later than 28
days after the event.

PART A 7 04-03-2021

7.4 STANDBY 7.5 FLIGHT DUTY, DUTY AND REST

PERIOD RECORDS
7.4.1 Airport Standby The company ensures that crew member’s
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1. A crew member is on airport standby records include:
from reporting at the normal reporting a) Block time;
point until the end of the notified b) Start, duration and end of each duty or
standby period. flight duty periods;
2. Airport standby normally will count in c) Rest periods and days free of all duties;
full for the purposes of cumulative duty And are maintained to ensure compliance
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hours. with the requirements. Copies of these
3. Where airport standby is immediately records will be made available to the crew
followed by a flight duty, such airport member upon request.
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standby and the assigned flight duty If the records held by the company do not
shall be considered as duty period for cover all his/her flight duty, duty and rest
the purposes of calculation minimum periods, the crew member concerned shall
rest. maintain an individual record of his/her
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4. Where the airport standby does not a) Block times;
lead to assignment on a flight duty, it b) Start, duration and end of each duty or
shall be followed at least by a rest flight duty periods; and rest periods and
days free of all duties.
period of 10 hrs.
A crew member shall present his/her records
5. While on airport standby the operator on request to any operator who employs
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will provide to the crew members a his/her services before he/she commences a
quiet and comfortable place not open flight duty period.
to the public. Records shall be preserved for at least 15
calendar months from the date of the last
7.4.2.1 Other Forms of Standby
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relevant entry or longer if required in

accordance with national laws.
- including standby at a hotel – Additionally, operators shall separately retain
all aircraft commander’s discretion reports of
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7.4.2.1 Any standby time spent at a place

where no quiet room with sleeping facilities extended flight hours and reduced rest
and privacy are provided, does count as duty periods for at least six months after the
time. event.
7.4.2.2 In case the standby time (spent in a 7.5.1 Duty Aloft: United Nigeria regards all
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hotel or at home) is not followed by an times spent on an aircraft as an assigned or

immediate flight duty, the minimum rest shall relief flight crewmember, whether resting or
be 10 hrs before scheduling a flight duty performing tasks as duty aloft.
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period. Any standby time at home does not

count as duty time, it may be considered as Unless a flight crewmember receives an 8
a rest time. consecutive hours rest on ground, he will be
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considered to have been on continuous duty

7.4.2.3 Any standing time shall be rostered aloft.
and/or notified in advance, indicating the
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start and end of the standby time.

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PART A 7 04-03-2021

7.5.2 Duty Periods (ii) A cabin crewmember shall not be

scheduled for more than 14
As in 7.1.3, a crewmember is on duty any
consecutive hours of duty, except as
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time he is performing any task on behalf of
prescribed by the Authority.
United Nigeria Airlines. If he is required to
(iii) A flight dispatcher shall not be
deadhead for more than 4 hours, one half
scheduled for more than 10
of that time shall be treated as duty time,
consecutive hours of duty in 24 hours
unless he is given 10hours of rest on
period unless he is given an
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ground before being assigned to flight
intervening rest period of at least 8
duty.
hours at or before the end of the 10
hours duty except in circumstances
(i) A flight crewmember shall not be
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or emergencies beyond United
scheduled for more than 14 hours of
Nigeria control.
duty, except as prescribed by the
Nigerian Civil Aviation Authority.
(a) As stated in the Flight Dispatcher Manual, the dispatcher’s daily duty period shall begin at a
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time that allows him become thoroughly familiar with existing and anticipated weather
conditions along the route before he dispatches any aircraft.
(b) He shall remain on duty until each aircraft he dispatched completes its flight, or has gone
beyond his jurisd-iction or until relieved by another qualified dispatcher.
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7.5.3 Rest Periods
(1) The minimum rest period by regulation shall be 8 consecutive hours or 9 hours for flight
crewmember unless otherwise prescribed by the Authority.
(2) Reduction of crew rest, however, shall be according to the tables below:
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Table 1
Conditions Required For Flight Crew Rest Reduction
Flight Deck Duty Normal Rest Authorized Reduced Next Rest Period if
Period (Hours) Period Hours Rest Period Reduction Taken
Less than 8 9 8 10
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8-9 10 8 11
9 or more 11 9 12
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Table 2
Conditions Required For Cabin Crewmember Rest Reduction
Scheduled Extra Cabin Normal Rest Authorized Next Rest Period if
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Duty Period Crewmember Period (hours) Reduced Rest Reduction Taker

(Hours) Required Period
14 or Less 0 9 8 10
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14-16 1 12 10 14
16-18 2 12 10 14
18-20 3 12 10 14
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(3) To achieve optimum rest, the airline in character, shall not be considered as part
shall relieve the flight crewmember, cabin of rest.
crewmember or flight dispatcher from duties (5) Time spent in transportation or aircraft,
for 24 consecutive hours during any 7 at United Nigeria’s instance, to and from a
consecutive day period. crewmember’s home station is not
(4) Time spent in transportation, positioning considered part of a rest period.
of crew members to or from flight, not local

PART A 7 04-03-2021

(6) Time spent in training, administrative (1) Flight time exceeding 8 hours in any 24
duty or office duty prior to a flight at United consecutive hours.
Nigeria’s instance is not considered part of a (2) More than 7 flights during any period of
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rest period 18 consecutive hours which ever come first.
(7) In pursuit of enhanced safety, operations (3) If the flight crewmember’s total flight time
Support shall not assign crew, and crew will exceed 30 hours in any 7 day period.
shall not: (4) If the flight crewmember’s total flight time
(i). Perform duties on a schedule flight will exceed 100 hours in any 30 days period.
unless such a crew has had at least the (5) If the flight crewmember’s total flight
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minimum rest period applicable; or time, total flights, or duty aloft will exceed the
(ii). Accept any assignment of a duty during limitations prescribed by the Authority.
any required rest period. (6) If the flight crew member’s total flight
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time will exceed 1000 hours in any 12
calendar months period.
7.6 Summary of limitations
United Nigeria will not schedule and no 7.6.1 Crew scheduling and Flight Operations
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crewmember may accept an assignment for Manager shall plan flights to terminate within
a flight in commercial air transportation prescribed limitations barring circumstances
under the following conditions: beyond their control (such as weather
conditions) not expected at the time of
departure to reach destination within the
scheduled time or emergency and adverse
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situation beyond control.
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PART A 8 04-03-2021

COMPANY LTD Operating Procedures
8. OPERATING PROCEDURES
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8.1 FLIGHT PREPARATION carried out properly (see subchapter
INSTRUCTIONS 8.2.4);
It is the commander's responsibility to en-
sure that the flight is planned to meet all
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• safety; k) ensuring availability of maps,
• legal; instrument approach, arrival and
• economic and departure charts as required for the
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• Company requirements. intended flight (VFR and/or IFR).
Apart from checking the technical
status of the aeroplane, its components 8.1.1 Minimum Flight Altitudes
and its equipment, careful flight As a general principle, no flight shall –
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preparation includes: except for the take-off/departure or the
a) the preparation of an operational flight approach/landing - be operated below the
plan (OFP) considering all aspects minimum safe altitudes as described below:
such as minimum flight altitudes, rout Note: Local regulations may require higher
ing, weather forecasts for en-route,
minimum altitudes (for State
destination and alternate airports. fuel
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deviations see Jeppesen Airways
planning, etc. (see subchapter 8.1.10);
Manual, Section AIR TRAFFIC
b) the preparation of an ATS flight plan
CONTROL)
(see subchapter 8.1.9);
c) the preparation of a mass and a) on VFR-flights or on VFR flight
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balance sheet (see subchapter segments of an IFR-flight, an

8.1.8); altitude where the flight path clears
d) the determination of the usability of all obstacles or any terrain by at least
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aerodromes. This includes the 1000 ft vertically. Whenever cities or

evaluation of possible performance other densely populated areas are
limits (see subchapter 8.1.2) and the overflown, then the minimum vertical
calculation of takeoff and landing clearance shall be 2000 ft above the
speeds; highest terrain/obstacle within a
e) the relevant AIS-briefing - either by radius of 8km from the aeroplane.
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appropriate AIS documentation.

personal AIS-briefing or by an b) on IFR-flights,
aeroplane dispatcher; an altitude which clears all obstacles
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f) the relevant MET-briefing - either by by at least 1000 ft vertically over

MET-documentation, personal MET terrain/obstacles within a radius of 8
briefing or by an aeroplane dispatcher km from the estimated position of the
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(see subchapters 8.1.3-8.1.6); aeroplane. The estimated position of

g) a check, whether “special loads” such the aeroplane will take account of the
as dangerous/hazardous goods or navigational accuracy which can be
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heavy cargo are to be carried (see sub achieved on the relevant route seg
chapter 8.2.2 and chapter 9) and ment, having regard to the naviga
whether safety related handling tional facilities available on the
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instructions are being followed; ground and in the aeroplane. For the
h) ensuring that commercial and/or practical application of those basic
other Company requirements are requirements (ICAO Annex 2), the
met. following terminologies are used:
i) a check, whether de-icing/anti-icing
procedures - if necessary - have been MINIMUM EN-ROUTE IFR ALTITUDE
(MEA) - The lowest published altitude be-
tween radio fixes that meets obstacle clear
PART A 8 04-03-2021

ance requirements between those fixes and 1000 feet in non-mountainous
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and in many countries assures acceptable areas.
navigational and radio signal coverage. As a company policy, the MORA shall be
used as the minimum altitude for both, flight
The published MEA's provide a terrain planning and actual flight execution.
clearance of at least 1000 ft (over high
terrain: (2000 ft) over the highest obstacle
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within the normal airway width (5 NM each
side of the airway centreline). On the
JeppesenEn-route charts, the MEA is given Most flight operations will be carried out by
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without any suffix (except as an “m" if given using the flight level system.
in metric). NO OPS BELOW MEA!
The cruising levels to be observed - even or
ROUTE MINIMUM OFF-ROUTE ALTITUDE
odd levels - are either published in the En-
(Route MORA) -This is an altitude derived by
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route charts/AlP's or assigned by ATC and
Jeppesen. The Route MORA altitude
must meet the ICAO Annex 2 require-ments.
provides reference point clearance within 10
NM of the route centerline (regardless of the IFR - flights
route width) and end fixes. Route MORA Mag track 000° -179° = odd flight levels
values clear all reference points by 1 000 feet − with 2000 ft vertical separation up to and
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in areas where the highest reference points incl. FL 290 (FL 50, 70 ... 290)
are 5000 feet MSL or lower. Route MORA − with 4000 ft vertical separation from FL
values clear all reference points by 2000 feet 290' and up (FL 290, 330, 370 ... 490,
in areas where the highest reference points 530)
are 5001 feet MSL or higher. When a Route Mag track 180°-359° = even flight levels
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MORA is shown along a route as "unknown" with 2000 ft vertical separation up to and
it is due to incomplete or insufficient incl. FL 280 (FL 40, 60 ." 280)
information. Mag track 180°-359° - starting with the next
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GRID MINIMUM OFF-ROUTE ALTITUDE usable flight level after FL 280: flight
(Grid MORA) - An altitude derived by levels 310, 350. 390, 430, 470, 510, 550
Jeppesen or provided by State Authorities. ....
The Grid MORA altitude provides terrain and Note: For operation within RVSM air-space
man-made structure clearance within the see Appendix 4.
section outlined by latitude and longitude
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lines. MORA does not provide for NAVAID VFR-flights

signal coverage or communication coverage. Mag track 000°-179° = odd flight levels plus
5 (500'), FL 55, 75.....
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1. Grid MORA values derived by

Jeppesen clear all terrain and Mag track 180°-359° = even flight levels
manmade structures by 1000 feet in plus 5 (SOO'), FL 6q, 85 ....
When converting the minimum altitude
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areas where the highest elevations are

5000 feet MSL or lower. MORA values into a minimum flight level, QNH and/or
clear all terrain and manmade temperature differences (if differing from
standard QNH or standard temp) shall be
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structures by 2000 feet in areas where

the highest elevations are 5000 feet accounted for as follows: .
MSL or higher. When a Grid MORA is
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shown as "Unsurveyed" it is due to

incomplete or insufficient information.
Grid MORA values followed by a ±
denote doubtful accuracy, but are'
believed to provide sufficient reference
point clearance.
2. Grid MORA (State) altitude supplied
by the State Authority provides 2000
feet clearance in mountainous areas
PART A 8 04-03-2021

QNH correction
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QNH Correctio QNH Correctio
of n of n
neares neares
t t
station station
1050 + 1.000 ft 1010 - 80 ft
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1045 + 860 ft 1005 - 220 ft
1040 + 720 ft 1000 - 380 ft
1035 + 590 ft 995 - 510 ft
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1030 + 460 ft 990 - 630 ft
1025 + 320 ft 985 - 780 ft
1020 + 180 ft 980 - 920 ft
1015 + 50 ft 975 - 1,080 ft
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Example: Indicated or planned FL is
160/ISA-temp/MEA=15000 ft/local
QNH=975 hPa results in a
correction of minus 1080 ft = true
altitude only 14,920 ft. If MEA
would be 15000 ft, the min req.
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obstacle clearance would not be
assured – then the next higher
flight level must be used.
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Temperature correction
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PART A 8 04-03-2021

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Example 1 indicated FL = 190
QNH = 1013 hPa Temp = -280 OAT
-280 C OAT = ISA -5
For ISA -5 a correction of ≈ 350 ft/minus will apply – thus the true altitude is
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only aprox 18650 ft.
Example 2 given: QNH = 975 hPa Temp = ISA -10 / MEA = 14000 ft
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find: Min FL
1st step QNH correction = +1.080 ft
2nd step temp correction = ≈ +520 ft
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- Note, that corrections must be added when deriving the min. FL!
Solution: +1.080 ft +(+) 520 ft = 1600 ft
MEA 14000 FT + 1600 ft = (rounded up) 16000 ft
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PART A 8 04-03-2021

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8.1.1.1 Inoperative Engines - The net flight path requirements assume that
Performance Requirements two engines fail simultaneously at the most
critical point where the aeroplane is furthest
In addition to the minimum flight altitude
away from a suitable aerodrome for landing.
requirements stated above,aeroplanes oper
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ated to performance Class A standards (i.e.
The expected mass of the aeroplane at this
Company aeroplanes) must meet the
point must not be less than that which would
performance requirements below.
include sufficient fuel to proceed to the
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aerodrome and fly level at 1500 ft for 15
8.1.1.2 One Engine Inoperative En-
minutes.
Route Flight Path
In the event of the loss of one engine at the In both cases the following factors must be
most critical point along the route and in the taken into account:
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meteorological conditions expected for the
flight, the net flight path must: (i) At altitudes and in conditions requiring
(a) have a positive gradient at 1500 ft ice protection, the effect of their use
above the aerodrome of intended upon the net flight path;
landing and either (ii) Fuel jettisoning, using a safe procedure
to ensure reaching the aerodrome with
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(b) have a positive gradient at least 1000 required fuel reserves;
ft above all terrain and obstructions (iii) If the navigational accuracy does not
within 5 nm (9.3 km) either side of the meet 95% containment level, the ob-
intended track stacle width margin must be increased
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or to 10 nm (18.5 km) each side of track.

(c) permit the aeroplane to continue flight
from the cruising altitude to an aero-
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drome at which a landing can be made

whilst clearing vertically, by at least
2000 ft, all obstacles within 5 nm (9.3
km) either side of the intended track.
8.1.1.3 Aeroplanes with Three or

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More Engines - Two Engines

Inoperative
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An aeroplane having three or more engines

must at no point along the intended track be
more than 90 minutes, at the all-engines long
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range cruising speed in still air at standard

temperature, away from an aerodrome at
which the performance requirements
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appropriate to the expected landing mass

can be met, unless its net flight path can fulfill
the requirements of paras 8.1.1.2 (a) and (c)
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above.

REVISION001
PART A 8 04-03-2021
19-06-2022

Page
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8.1 .2 Criteria and Responsibilities Example: The Flight Operations Manager
for the Authorization of the may specify an automatic appr-oval for any
Use of Aerodromes international airport, approved for CAT III
Ops with a runway length of over 2700 m.
8.1.2.1 General
Before an aerodrome is first utilised for NOTE: Flight Crew shall confirm that the
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Company operations it shall have been aerodrome of intended use meets
approved by Flight Operations. the aerodrome performance
requirements, runway features,
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As a general policy an operation to or from an ATC services, Navigational aid
aerodrome will only be permitted provided and emergency services for the
that normal operating procedures can be intended flights.
used.
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Such procedures must apply not only for the
approach/landing and takeoff phase, but shall 8.1.2.2 Fire Fighting and Rescue
also cover all forms of ground handling and Services
operation. In approving an aerodrome for
Company operations, the following aspects ICAO-Annex 14 (chapter 9) specifies the
must be considered: aerodrome requirements for rescue and
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firefighting. Different aerodrome categories
are laid down, depending upon
i. Runway (width, length and pavement
− the aeroplane's overall length, and
loading); − the max fuselage width.
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ii. Navigation aids and lighting; For explanation of Airport Category for
iii. Weather reporting and considerations; Rescue and Fire Fighting refer to AlP and/ or
Aerad Supplement - AERODROME
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iv. Emergency services; DIRECTORY-. Legend and Explanation.

v. Fuel burn calculations; As per the table below, the types of aeroplane
used in the company normally require the
vi. As applicable, fuel freeze following aerodrome categories for Fire
considerations; Fighting and Rescue Service:
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vii. As applicable, ETOPS/EDTO Aeroplane Version Aerodrome

requirements; Type Category
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ERJ 145 6
viii. Air Traffic Services;
ix. Critical engine inoperative operations
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x. Depressurization over critical areas

xi. (Special) airport classification.
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Note: The firefighting and rescue services

may be downgraded temporarily for given
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operation hours

PART A 8 04-03-2021

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8.1.2.3 Aerodrome Categorisation Category C
for Flight Crew Competence
An aerodrome that requires considerations
Aerodromes for Company operations are additional to those for a Category B
categorized, in ascending order of difficulty, aerodrome. Prior to operating to a Category
from Category A to Category C according to C aerodrome, the commander should be
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characteristics as listed below. briefed and visit the aerodrome as an ob-
server and/or undertake instruction in a flight
Category A simulator approved by the Authority for that
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An aerodrome which satisfies all of the fol- purpose. This instruction will be certified by
lowing requirements: the Chief Pilot.
• An approved instrument approach pro-
cedure; Note: A list of the aerodrome classifica-
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• At least one runway with no perfor- tions (Category B & C) is given in
mance limited procedure for take-off Appendix 1 to Chapter 8.
and/or landing;
• Published circling minima not higher Period of Validity
than 1000 feet above aerodrome The period of validity of the aerodrome
level; and competence qualification will be 12 calendar
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• Night operations capability. months in addition to the remainder of:
(i) the month of qualification; or

Category B
(ii) the month of the latest operation to that
An aerodrome which does not satisfy the
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aerodrome.
Category A requirements or which requires
extra considerations such as:
If revalidated within the final three calendar
• Non-standard approach aids and/or
months of validity of a previous aerodrome
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approach patterns; or
competence qualification, the period of va-
• Unusual local weather conditions; or
lidity will be effective until 12 calendar months
• Unusual characteristics or from the expiry date of that previous
performance limitations; or qualification.
• Any other relevant considerations in-
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cluding obstructions, physical layout,

lighting, etc.
Note:
Except when the operation occurs –
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Prior to operating to a Category B aerodrome,

the commander should be briefed, or self-
briefed by means of programmed instruction, 1) During daylight hours;
2) When the visibility is at least 5km
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on the Category B aerodrome(s) concerned

and should certify that he has carried out (3miles); and
these instructions, in signing the Operational 3) When ceiling at that aerodrome is
at least 300m (1000 ft) above the
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Flight Plan (OFP).

lowest initial app. Alt. prescribe
for an instrument approach
procedure
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PART A 8 04-03-2021

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PART A 8 04-03-2021

8.1.2.4 Performance Considerations The TOR (take-off run) shall not exceed the
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Performance Class "A" TORA (take-off run available).
Aeroplane. -
General The TOD (take-off distance) shall not exceed
Performance class A aeroplanes (all multi- the TODA (take-off distance available).
engine jet aeroplanes, multi-engine
turbo-props with a maximum approved The ASD (accelerate-stop-distance) shall not
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seating capacity of more than 9 or with an exceed the ASDA (accelerate-stop-distance
MTOM of more than 5,7 tons) shall always be available). One single V1 speed shall be
dispatched considering an engine failure in all established also when taking off from a wet or
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flight phases. contaminated runway.
When establishing the performance limits/ Obstacle clearance requirements

criteria the data presented in the approved The mass of the aeroplane at take-off must
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Airplane Flight Manual (AFM) - including any allow to clear all obstacles during the net flight
approved supplements - or any other path (beginning at 35 ft above the take off
approved document shall be used. The surface up to 1,500 ft or when the final en-
presentation of data in the OM Part B shall route configuration has been reached) by 35
always be based upon AFM-data and may ft vertically within the obstacle accountability
contain simplified and conservative data. area. The ICAO accountability area starts at
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When using electronic data for performance the end of the TODA at 90 m each side of the
calculations, crosschecks may become extended centerline and opens with an angle
necessary to ensure that those data are in line of 0.125 x the distance from TOOA until 300
with the AFM data, unless the performance m from centerline are reached (VFR
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program is approved by the authorities. departures) or 600 m for straight-out IFR

departures. For aeroplanes with a wing span
Take-off climb limits (MAT/WAT-limits) of less than 60 m, alternatively to the 90 m
distance from center tine, the minimum
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Regardless of the obstacle situation at an

aerodrome, the mass of the aeroplane shall distance of 90 m may be reduced to half
not exceed that mass which assures the wingspan plus 60 m (+ 0.125D).
minimum gross climb gradient as defined by When plotting the net flight path respectively
the airworthiness requirements (for the when calculating the mass limit, the "nettage
ambient temperature and pressure altitude). factor" as per the airworthiness requirements
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shall be observed (grossgradient - nettage

Runway length requirements for take-off factor = net gradient).
When commencing the take-off, any losses
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due to runway alignment shall be considered. When establishing the net flight path limits the
Furthermore the following parameters shall official source for obstacle data is the ICAO
be used to determine the run-way length type A - chart as may be found in the AlP or
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mass limits; any other acceptable documentation. The

engine failure procedure - as being briefed
• pressure altitude prior take-off - may at a given point divert from
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• temperature the published SID usually based upon a

• runway slope procedure design gradient of 3,3% (without
considering an engine failure) - in case no
• wind
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higher gradient is promulgated. It is a

• runway condition (dry. wet, contami-
requirement to check whether from this
nated)
diverging point the SID may also be followed
• runway surface (e.g. concrete, gravel, in case the engine fails after passing this
grass) point.
When working out an engine failure

procedure, allowing the net flight path to stay
within the ICAO obstacle accountability area
PART A 8 04-03-2021

(90 m + 0.125) then all obstacles are known. • aerodrome altitude

•
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Should the EFP however leave this area it wind
may become difficult to identify 0bstacles • slope (when in excess of +/- 2%)
outside the ICAO type A area. Unfortunately
the ICAO type C chart - as recommended by The above requirements may also be read
ICAO - is not available for most of the airports like this:
! The unfactored landing distance (= the
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distance from 50 ft to stop) shall be factored
So other sources (topographic charts, ICAO- with
VFR maps etc.) need to be used. When using 1,67 = 100 for jets or
C
topographic charts it must be realized that 60
those charts may reflect the height/elevation
contours correctly but the height of trees, 1,43 = 100 for props
buildings, high voltage lines etc. may be 70
ED
missing! In case of a runway forecasted or reported to
be wet/contaminated an addition of 15% shall
Enroute/drift down requirements be added.
The mass of the aeroplane shall not exceed
that mass which allows to maintain or stay Actual landing field length requirements
above the minimum flight altitude. In case the (inflight calculation)
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single engine service ceiling (as per the AFM) Nig.CARs 8.7.2.8 requires among other items
is less than the minimum flight altitude on a that - before commencing an approach to
specific route sector, a driftdown procedure land -the reported condition of the runway
shall be established or another route should intended to be used will be analysed to allow
a safe landing. In case of a wet, contaminated
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be considered.
runway and/or a system failure the following
Missed approach requirements calculation therefore needs to be carried out:
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that mass which allows a one engine out unfactored landing distance (dry)
missed approach (approach configuration) + correction for the wet/cont. runway
gradient of at least 2.5% unless a higher + correction for system failures - if any -
gradient is required by the airworthiness
requirements or by the published missed = corrected unfactored distance
+ an optional factor of at least 1,15
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approach procedure for a specific runway.
Baulked landing climb gradients = required distance to land

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that mass which allows a "landing climb" This required distance for the (actual) landing
(landing configuration) with all engines shall, however, never be less than the
distance calculated for dispatch purposes
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operating of at least 3,2%.

(including the 60%/70% operational factor).
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Landing field length requirements

(dispatch) SHORT LANDING OPERATIONS
The mass of the aeroplane for the estimated Operations using longer landing distances
other than the declared "Landing Distance
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time of landing (at destination and any

alternate aerodrome) shall allow a landing Available" need prior authorization /approval
from 50 ft above the threshold (1,3VS/1,23 from the competent authority (for the airport)
VS1g) within 60% of the LDA (landing distance and from the operational authority.
available) - in case of jet aeroplanes - or
within 70% of the LDA in case of propeller
driven aeroplanes. When calculating the max.
allowed mass for landing, the following
parameters need to be observed:
REVISION002
PART A 8 04-03-2021
22-12-2022
Page 11
xiii. As applicable, runway length
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The company currently does not use Short used for aircraft alignment prior to
Landing Operations procedures. takeoff;
b. En-route
STEEP APPROACH PROCEDURES
Approach procedures where the glideslope i. Aircraft engine-out service ceiling;
angle is 4,50or higher, do require special
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approval. Apart from the operational ii. Drift down altitudes.
approval, the type of aeroplane must be
approved accordingly (AFM - supplement). The Aircraft Flight Manual approved by the
C
The company currently does not use steep
Authority, specific to each aircraft type and
approach procedures.
variant is provided for use when calculating
performance and operating limitations for
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8.1.2.5 AIRCRAFT PERFORMANCE the aircraft. However, due to the time-
CALCULATION consuming process for generating these
In order to enhance air safety, specifically the parameters from paper sources, the
prevention of runway excursions; the requirement of an aircraft performance
assurance of adequate terrain clearance software is to fast-track this process in
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during engine-out situations; the prevention of order for the operating crew to be able to
CFIT; and in-flight loss of control, the Flight consider all relevant factors affecting
Operations Support department will aircraft performance as outlined in this part
determine and implement an aircraft and OMA 8.1.2.4.
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performance software for use by the flight

crew to readily determine and/or calculate the The flight crew shall consider all relevant
relevant factors affecting aircraft performance factors affecting aircraft performance
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for all departure, destination and alternate including the following:

aerodromes and all flight phases including the
following: i) aircraft weight (mass);
ii) operating procedures;
iii) pressure altitude;
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a. Prior to takeoff
iv) temperature;
i. Aircraft weight (mass);
ii. Operating procedures; v) wind;
vi) runway gradient;
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iii. Pressure altitude appropriate to

the airport elevation; vii) runway contaminant/braking action;
iv. Temperature; viii) obstacle data;
v. Wind; ix) NOTAMs (including airport NOTAMs);
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vi. Runway gradient (slope); x) MEL information, as applicable;

vii. Runway surface condition at the xi) aircraft configuration (wing flap setting);
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expected time of use; xii) anti-ice usage and, when applicable, ice
viii. Obstacle data; accretion;
ix. NOTAMs (including airport xiii) runway length used for aircraft
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NOTAMs); alignment prior to takeoff, as applicable;

x. As applicable, MEL/CDL
xiv) fuel freeze considerations during
information;
extended operations, as applicable. The
xi. Aircraft configuration (wing flap
setting); calculation shall, for all engines
xii. Anti-ice usage and, when operating and for inoperative engines,
applicable, ice accretion; accurately account for:

REVISION 02
PART A 8 04-03-2021
22-12-2022
Page 12
a) In all phases of flight: NOTE: United Nigeria Airlines shall ensure
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that vendors for automated performance
i) the effect of fuel and oil consumption on and flight planning systems provide
aircraft mass; assurances that these systems/software
ii) the effect of fuel consumption on fuel account for minimum takeoff and departure
reserves resulting from changes in flight path climb performance.
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paths, winds, and aircraft configuration;
iii) the effect of fuel jettisoning on aircraft
mass and fuel reserves, if applicable
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and approved;
iv) the effect of any ice protection system, if
applicable and weather conditions
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require its use;
v) ambient temperatures and winds along
intended route and any planned
diversion;
vi) flight paths and minimum altitudes
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required to remain clear of obstacles.
b) During takeoff and landing:
i) the condition of the takeoff runway or

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area to be used, including any

contaminants (e.g., water, slush, snow,
ice);
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ii) the gradient of runway to be used;

iii) the runway length including clearways
and stop ways, if applicable;
iv) pressure altitudes at takeoff and landing
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sites;
v) current ambient temperatures and
winds at takeoff;
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vi) forecast ambient temperatures and

winds at each destination and planned
alternate landing site;
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vii) the ground handling characteristics

(e.g., braking action) of the type of
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aircraft; and
viii) landing aids and terrain that may
affect the takeoff path, landing path, and
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landing roll. The Operations Control Center

is responsible for obtaining, maintaining
and distributing to appropriate personnel
current performance data for each aircraft,
route and airport that it uses. The system
also provides current obstacle data for
departure and arrival performance
calculations.
PART A 8 04-03-2021

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8.1.3 Methods for Determination AIRCRAFT APPROACH CATEGORY
and use of Aerodrome (ICAO) –
Operating Minima The following ICAO table indicates the
Aerodrome Operating Minima and the specified range of handling speeds (IAS) for
methods used to determine those minima are each category of aircraft to perform the
maneuvers specified. These speed ranges
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described in this subchapter. A primary
have been assumed for use in calculating
element is the Aircraft Approach Category. airspace and obstacle clearance for each
Note: For special ETOPS requirement refer procedure.
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to Chapter 8.5. NOTE: For the U.S.A other categories may
apply
MAX SPEEDS MAX SPEEDS For
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Aircraft Range of Speeds Range For Visual Missed Approach
Approach Vat for Initial Approach Maneuvering Intermediate Final
Category (VREF) Approach Speeds (Circling)
A <91 90/150(110*) 70/100 100 100 110

B 91/120 120/180 (140*) 85/130 135 130 150
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C 121/140 160/240 115/160 180 160 240
D 141/165 185/250 130/185 205 185 255
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Vat or VREF – Speed at threshold based on 1.3 times stall speed

in the landing configuration at maximum speed in
the landing configuration at maximum certificated
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landing mass which is equivalent to 1,23VS1g,

whichever is applicable by certification.
− Maximum speed for reversal and racetrack
procedures.
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Upon special request and approval by the

Authority an operator may permanently
restrict the max landing weight so as to make
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use of a lower aircraft approach category. The

minima given on the next pages represent the
absolute lowest minima permissible under
the given conditions. If the minima
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presented in the Jeppesen Route Manual,

any other Aeronautical Information
Publication or in the RTOW/M charts of the
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AOM or Company RM, etc., are higher, then

those higher minima will apply unless special
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approval is given by the competent authority

for a particular airport. Minima will further be
increased for pilots with insufficient
experience (see chapter 8.1.3.2.8) or severe
turbulence on final approach.

PART A 8 04-03-2021

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8.1.3.1 Flight Initiation
8.1.3.1.1 Take-off – Performance Class
‘A’ Aeroplanes 8.1.3.1.3 Take-off Minima
(see also 8.4.4.1)
For IFR flight initiation, weather minima at the
departure aerodrome shall not be less than RVR/Visibility minima for take-off are as
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the applicable minima for landing at the defined in the following table. When the
aerodrome unless a take-off alternate reported visibility is below that required for
meeting the landing minima requirements take-off and RVR is not reported, or when
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during a period of 1 hour before and ending 1 neither reported visibility nor RVR is
hour after ETA is specified on the OFP and is available, a take-off may only be commenced
available within: if the commander can determine that the
RVR/visibility along the take-off runway is
ED
a) For twin-engine aeroplanes, a range equal to or better than the required minimum.
of 1 hr flying time at single-engine This may require a runway visit to access the
cruising speed based on the actual take- RVR at the relevant RVR reporting points by
off mass (unless aeroplanes and crew a company dedicated observer, or Airport
are ETOPS authorized – then the lesser observer.
of 2 hrs or approved ETOPS diversion
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time at single-engine cruising Take-off minima shall be increased whenever
speed)(still air, standard conditions). there is a special need to see and avoid
b) For 3 and 4-engined aeroplanes, a obstacles on departure or for other
range of 2 hrs flying time at one- performance requirements.
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engine-out cruising speed based on the

actual take-off mass (still air, standard
conditions).
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On a VFR flight, take-off must not be

commenced unless meteorological report
indicates that the weather conditions en-route
– or for that route segment to be flown
under VFR – will be as prescribed in 8.1.4 for
VFR in the respective airspace category.
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8.1.3.1.2 Destinations and Alternates

A take-off must not be commenced unless, at
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the estimated times of arrival at destination

and/or alternate, the meteorol-ogical
conditions are forecast to be at or above the
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applicable aerodrome minima as prescribed

under 8.1.3.2 and 8.1.3.4. at least one
destination alternates, forecast to be at or
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above alternate minima, must be available

except as specified in 8.1.3.4
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PART A 8 04-03-2021

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TAKE-OFF MINIMA
FACILITIES RVR/VIS
**** Aeroplane using an approved lateral **** Not lower than 75 m RVR
guidance system for take-off
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*** Runway edge and centerline lighting *** RVR 150m for CAT A, B, C aeroplane, 200m
and multiple RVR information for CAT D aeroplanes.
Runway edge and centerline RVR 200 m for CAT A, B, C aeroplane,
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lighting 250m for CAT D aeroplane
 Runway edge lighting and/or  RVR 250 m for CAT A, B, C aeroplane 300
centerline marking m for CAT D aeroplane
 No facilities (day only) RVR 500m
ED
 - controlled airports with published
SID’s -
 VFR – airports with a controlled zone ** VIS 1500 m
whose upper limits coincides or Plus the requirement to keep clear of
penetrates a TMA or another clouds until IFR clearance becomes
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controlled airspace to allow a effective
controlled flight after take-off
 VFR – airports without a control VIS 3000 m/1500 ft ceiling
zone - VMC must be maintainable until IFR
clearance becomes effective.
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Note: For a take-off, where the RVR is less • The required RVR value has been
than 400 m, Low Visibility Proce- achieved for all of the relevant RVR
dures (LVP) have to be in use. reporting points.
 For night operations at least runway
edge and runway end identifier/stop **** Subject to approval of the
lights are required and must be “ON”.
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Authority, Runway protection has to be

** If the appropriate ATS Authority provided and facilities equivalent to
permits flights with VIS less than Category III are available.
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5000m.
*** A take-off minimum of 125 m RVR
(CAT A, B, C) or 150 m (CAT D)
aeroplane may be used – if so
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approved by the Authority – under

the following conditions:
• High intensity runway centerline
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lights must be spaced 15 metres

or less and high intensity edge
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lights are spaced at 60 m or less

– both systems must be in
operation -,
• Flight crew members have satis-
factorily completed a check in a
Flight simulator,
• A 90m visual segment is
available from the cockpit at the
taken off point, and
PART A 8 04-03-2021

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Pages 8.1-15 through 8.1-18 are
reserved for Performance Class B Aeroplanes
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PART A 8 04-03-2021

RVR VALUES FOR TAKE-OFF b. VFR airports without a control zone:
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The required RVR values as in given in the Cat A and B aeroplanes may be operated in
above table must be available for the take-off flight visibilities down to 3000m, provided the
run (except for the initial part which may be appropriate ATS authority permits use of a
based on pilot’s assessment) and a distance flight visibility less than 5 km, and the
for a possible accelerate stop case that is for circumstances are such, that the probability of
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the Accelerate Stop Distance (ASD). From encounters with other traffic is low, and the
this assumption, only that number of RVR IAS is 140 kt or less.
values must be at or above those required in
the table of take-off minima as needed to c. VISUAL Manoeuvring/Circling
C
cover the distance from start of the take-off Approaches: _
until the aeroplane would come to a stop in
case of an aborted take-off. A manoeuvre initiated by the pilot to align
the aircraft with a runway for landing when
ED
If for instance the runway is 3000 metres long a straight-in landing from an instrument
and the calculated accelerated stop distance approach is not possible or is not desirable.
is less than 2000 metres, only the first two This manoeuvre is made only after ATC
value must be at / or above the RVR limits. authorization has been obtained and the
The RVR value for the initial part of the take- pilot has established required visual
reference to the airport. The lowest
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off run may be replaced by pilot assessment
by counting runway edge lights or runway minima are:
centerline lights once the aeroplane is lined
up. CAT MDH VISIBILITY
A 400 ft 1500 m
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B 500 ft 1600 m
8.1.3.1.4 Low Visibility Take-off C 600 ft 2400 m
A low visibility take-off (LVTO) is a take-off in D 700 ft 3600 m
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met. Conditions with an RVR of less than

400m. Low visibility procedures (LVP) must
d. VISUAL APPROACH (to an IFR qualified
be in effect at the relevant airport (see 8.4
runway)
AWOP). If no LVP are established, or LVP are
The minimum RVR for a visual approach
not in force, the lowest RVR authorized for
shall be at least 800m.
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take-off is 400m
8.1.3.2.1.1 Missed Approach Required
8.1.3.1.5 Performance Class B
Missed approach procedure is a safety
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Aeroplanes(reserved)
manoeuvre and crew member operating
must carry out missed approach, if during
8.1.3.2 Landing approach;
C
1. The required visual reference is not met

8.1.3.2.1 Landing at VFR Airports/
while:
Circling Approaches
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i. The aircraft is below MDA; or

a. VFR airports within a control zone ii. At the missed approach point
No Special VFR flight operation shall enter including at DH, and any time
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the traffic pattern, land or takeoff an aircraft after DH until touch down
under Special VFR from an aerodrome
2. Also whenever an identified part of the
unless:
aerodrome is not visible to the pilot during
(1) Authorised by an ATC clearance;
a circling manoeuvre at or above MDA,
(2) The aircraft remains clear of clouds
unless the inability to see the identified
(3) The flight visibility is at least 1.5 km (1
part of the aerodrome result only from a
statute mile).
normal bank of the aircraft during the
circling approach.

PART A 8 04-03-2021

8.1.3.2.2 Non-Precision Landing

FACILITIES LOWEST
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Minima
MDH (FT)
Visual Reference - no pilot may continue an
LLZ only 250
approach below MDA (MDH) unless at least
one of the following visual references for the SRA (terminating at 1/2 NM) 250
intended runway is distinctly visible to and S RA (terminating at 1 NM) 300
identifiable by the pilot: SRA (terminating at 2 NM) 350
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• Elements of the Approach Lights VOR 300
System
VOR/DME 250
• Threshold
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• Threshold marking NDB 300
• Threshold lights VDF (QDM + QGH) 300
• Threshold identification lights
• Visual glide slope indicator
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• Touchdown zone or touchdown zone
makings The required RVR values depend upon:
• Touchdown zone lights
1. The published applicable MDH and
• Runway edge lights
2. The ground facilities, either full facilities,
• Other visual reference accepted by the intermediate or basic facilities (depending
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• Authority
upon the length of the approach lighting
The minimum descent height shall not be system)
lower than the OCH/OCL for the category of
aeroplane or the applicable system which-
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ever is higher. See table below.

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N
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C
N
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PART A 8 04-03-2021

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C
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PART A 8 04-03-2021

8.1.3.2.3 CAT I Landing Minima • Elements of the approach system

•
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A CAT I operation is a precision instrument The threshold
approach and landing using ILS or PAR with • The threshold markings
a decision height not lower than 200 ft and • The threshold lights
with an RVR of not less than 550 m. • Threshold identification lights
Visual Reference – no pilot may continue an • the visual guide slope indicator
approach below the CAT I decision height, • The touchdown zone or touchdown
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unless at least one of the following visual zone markings
references for the intended runway is • The touchdown zone lights
distinctly visible and identifiable to the pilot:
• The runway edge lights
C
ED
RVR FOR CAT I APPROACHES
FACILITIES REQUIRED
Full Facilities Intermediate Basic facilities NIL approach
facilities light facilities
RUNWAY X X X X
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MARKINGS
APPROACH 720m or more 420-719m Less than 420m NIL
LIGHTS HI/MI HI/MI HI/MI
RUNWAY X X X X *
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EDGE
LIGHTS
THRESHOLD X X X X *
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LIGHTS
RUNWAY X X X X *
END LIGHTS
DH (ft) RVR RVR RVR RVR
200 550m 700m 800m 1000m
201 – 250 600m 700m 800m 1000m
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251 – 300 650m 800m 900m 1200m

Above 300 800m 900m 1000m 1200m
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Lights must be serviceable and “ON” if required

 Or: no lights at all for daytime operation only
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Note: For night operations at least runway edge, threshold and runway end lights must be
“ON”.
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The touch-down zone RVR is always controlling. If reported and relevant (Note A), the mid-point
and stop-end RVR are also controlling. The minimum RVR value for mid-point is 125m or the RVR
required for touch-down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a
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roll-out guidance or control system,the minimum RVR value for the mid-point is 75m.
Note A: “Relevant”, in this context, means that part of the runway used during the high speed
phase of the landing down to a speed of approximately 60 knots.

PART A 8 04-03-2021

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Additional requirements The touch-down zone RVR is always
(1). A max glide slope of 40 must not be controlling. If reported and relevant (Note A),
exceeded unless specially authorized by the mid-point and stop-end RVR value for
the certificating Authority (aeroplane mid-point is 125m or the RVR required for
needs to be certified/approved for a touch down zone If less, and 75 m for the
steeper approach). stop-end. For aeroplanes equipped with a
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(2). Above figures may either be reported roll-out guidance or control system, the
RVR’s or meteorological visibilities minimum RVR value for the mid-point is 75m.
converted to RVR (see 8.1.3.2.6). Note A: “Relevant”, in this context, means
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that part of the runway used during
8.1.3.2.4 CAT II Landing Minima the high speed phase of the landing
A CAT II operation is a precision instrument down to a speed of approximately 60
approach and landing using ILS with a knots.
ED
decision height not lower than 100 ft and with
an RVR not less than 300m. 8.1.3.2.5 CAT III Landing Minima
Visual reference – a pilot may not continue CAT III precision approaches are subdivided
an approach below the Category II decision as follows:
height unless visual reference containing a CAT IIIA – DH lower than 100 feet.
segment of at least 3 consecutive lights being RVR not less than 200 metres
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the centerline of the approach lights, or CAT IIIB – DH lower than 50 feet – or no DH
touchdown zone lights, or runway centre line – RVR not less than 75 metres
lights, or runway edge lights, or a combination For operation with the use of Decision Height
of these is attained and can be maintained. (DH), the operator must ensure that the
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The visual reference must include a lateral Decision Height is not lower than:
element of the ground pattern i.e., an - The minimum decision height specified in
approach lighting crossbar or the landing the AFM/OM Part B
- The minimum height to which the
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threshold or a barrette of the touchdown zone

lighting. precision approach aid can be used
without the required visual reference, or
DH (ft) RVR required CAT II - The decision height to which the flight
approach crew is authorized to operate.
*Auto-coupled to
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below DH Note: Where the decision height (DH) and

Cat. A, CAT. D runway visual range (RVR) do not fall
B&C Aircraft within the same category, the RVR
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Aircraft will determine in which Category the

100 – 120 ft 300m (300 m**) operation is to be considered.
350 m Operations without the use of Decision Height
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121 – 140 ft 400 m 400 m may only be conducted if:

141 ft and 450 m 450 m - The operation with no decision height is
above authorized in the AFM/OM Part B
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- The approach aid and the aerodrome

 The reference to auto-coupled to below facilities can support operations with no
DH’ in this table means continued use of decision height, and
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the automatic flight control system down - The operator has approval for CAT III
to a height which is not greater than operations with no decision height.
80% of the applicable DH.
** An RVR of 300 m may be used for Cat.
D aeroplanes conducting an autoland.

PART A 8 04-03-2021

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Visual reference
For Category IIIA operations and for Category The touch-down zone RVR is always
IIIB operations with fail-passive flight control controlling. If reported and relevant (Note A),
systems no pilot may continue an approach the mid-point and stop-end RVR are also
below the decision height determined for CAT controlling. The minimum RVR value for mid-
IIIA unless a visual reference containing a point is 125m or the RVR required for touch-
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segment of at least 3 consecutive lights being down zone if less, and 75 m for the stop-end.
the centerline of the approach lights, or For aeroplanes equipped with a roll-out
touchdown lights zone lights, or runway guidance or control system, the minimum
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centre line lights, or runway edge lights, or a RVR value for the mid-point is 75m.
combination of these is attained and can be Note A: “Relevant”, in this context, means
maintained. that part of the runway used during
the high speed phase of the landing
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For Category IIIB operations with fail- down to a speed of approximately 60
operational flight control systems using a knots.
decision height no pilot may continue an
approach below the Decision Height, for CAT 8.1.3.2.6 Visibility/RVR Conversion
IIIB, unless a visual reference containing at The following table may be used to convert
least one centre line light is attained and can reported meteorological visibilities into RVR
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be maintained. values.
LIGHTING RVR = REP. VIS
For CAT III Operations with no decision
ELEMENTS IN MULTIPLIED BY:
height there is no requirement for visual
OPERATION DAY NIGHT
contact with the runway prior to touchdown.
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HI approach + 1.5 2.0

runway lighting
Category III minima
Any type of lighting 1.0 1.5
Approach Decision Roll-out RVR
installation other
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Category Height (ft) ** Control/ (m)

Guidance
the above
System No lighting 1.0 -
Less than Not 200m* This table must not be used for calculating
IIIA
100 ft required take-off-minima, CAT II/III minima or when a
Less than Fail- 150 m* reported RVR is available!
IIIB
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100ft passive
Less than 50 Fail-pasive 125 m 8.1.3.2.7 Effect on Landing Minima of
IIIB
ft Temporarily Failed or Down-
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Less than 50 Fail 75 m

ft or No Operational
graded Ground Equipment
IIIB
Decision
Height These procedures/instructions are applicable
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 For operations to approved RVR values for dispatch as well as in flight situations. It is
less than 300 m, a go-around is not expected that the commander consults
assumed in the event of an autopilot these instructions after passing the OM or an
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failure at or below DH. equivalent position (from where the approach

** Flights control system redundancy is may need to be abandoned). If failure of
determined under Nig.CAR 8.8.1.8 by ground equipment, other than the primary
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minimum certified decision height. approach aid in use, occurs at such a late
stage, the approach may be continued at
commander’s discretion. If failures are known
before this stage, the effect on the approach
must be considered by using the following
table that means minima must be
increased and/or relevant procedures must
be used.

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N EFFECT ON LANDING MINIMA
FAILED OR DOWNGRRADED
EQUIPMENT
C CAT III B (Note 1) * CAT IIIA CAT II CAT 1 NON PRECISION
ILS stand-by transmitter Not allowed

O No effect
Outer Marker No effect if replaced by published equivalent position Not applicable

COMPANY LTD
Middle Marker No effect No effect unless
UNITED NIGERIA AIRLINES

used as MAP
Touch Down Zone RVR assessment
N
May be temporarily replaced with midpoint RVR if approved by the State of
No effect
system the Aerodrome. RVR may be reported by human observation
Midpoint or stop-end RVR No effect
Anemometer for runway in use No effect if other ground source available

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Ceilo meter No effect
Approach lights Not allowed for operations with DH>50ft O Not allowed Minima as for nil facilities
Approach lights except the last 210m No effect Not allowed Minima as for nil facilities
Approach lights except the last 420m No effect Minima for intermediate facilities
PART A
Standby power for approach lights No effect RVR for CAT basic facilities No effect
Whole runway light system Not allowed Minima for basic facilities-day only
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Operating Procedures
Edge lights Day only

OPERATIONS MANUAL
Centerline lights (CL) RVR 300m - day only RVR 300 m – day No effect
550 m - night
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CL light spacing increased to 30m RVR 150m No effect
Touch Down Zone lights RVR 200m – day RVR 300 m – day No effect
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300 m - night 550 m - night

ISSUE 2
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CHAPTER
Standby power for runway lights Not allowed No effect
Taxiway light system No effect – except delays due to reduced movement rate
Note 1: for cat III B operations with no DH, see also paragraph 8.1.3.2.5, above
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PART A 8 04-03-2021

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8.1.3.2.8 Airport Operating Minima for the ceiling will be at least 2,000 ft or
Commanders with insufficient circling height + 500 ft, whichever is
Experience on Type greater, and the visibility will be at
least 5km.
A Commander with less than 100 hrs or 40
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sectors as PIC on the aeroplane type must b) the destination is isolated (see 8.1.7.4).
add to CAT II and CAT III RVR an increment Two destination alternate aerodromes
of 100 m, unless he has been previously must be selected, when;
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qualified for CAT II or CATIII operations with 1) The appropriate weather reports or
a CAA operator. forecasts for the destination aerodrome
or any combination thereof, indicate that
8.1.3.3 Planning Minima for Take-Off during a period commencing one hour
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Alternate Aerodromes before and ending one hour after the
Weather conditions required for a take-off estimated time of arrival, the weather
alternate selected in accordance with conditions will be below the applicable
8.1.3.1.1 shall be such as to allow a one planning minima (as prescribed in the
engine out landing, meeting at least CAT I table below), or
minima. 2) No meteorological information is available.
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The take-off alternate has to be specified in
the Operational Flight Plan. For destination aerodrome selected in
accordance with above, the minima as
8.1.3.4 Planning Minima for specified under 8.1.3.2 must be met.
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Destination Aerodromes and

Destination Alternate For a Non-precision approach or a circling
Aerodromes approach, the ceiling shall be at or above
A take-off must not be commenced unless at MDH
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the estimated time of arrival at destination

and/or alternate, the meteorological cond- For destination alternate aerodromes, the
itions are forecast to be at or above the minima specified in the following table must
applicable aerodrome minima as prescribed be met:
under 8.1.3.2.
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Note:
The alternate aerodrome(s) have to be No IFR flight without at least one destination
specified in the Operational Flight Plan. alternate listed on the flight plan unless:
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At least on destination alternate aerodrome, 1) There is Std. Inst. App. Procedure

forecast to be at or above alternate minima is prescribed for the aerodrome by Authority,
required for each IFR-flight unless: and
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a) both: 2) Available current met. Information

i) the duration of the planned flight from indicates the following met. Conditions
take-off to landing or in the event of exist 2 hours before to 2hours after ETA –
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in-flight re-planning, the remaining i. Clouds base at least 300m (1000ft)

flying time to destination does not above minimum associated with the
exceed 6 hours, and Inst. App Proc.
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ii) two separate runways are available ii. Visibility at least 6km or 4 km more
and usable at the destination than min. associated with Inst. App.
aerodrome and the appropriate Proc., the Authority may waive the
weather reports or forecasts for the above if no suitable destination
destination aerodrome, or any alternate.
combination thereof, indicate that, for
the period from one hour before until
one hour after the expected time of
arrival at the destination aerodrome,
PART A 8 04-03-2021

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Note: If alternate minimums are not
published, PIC must ensure that at ETA,
meteorological conditions will be above:
1) For precision approach procedure, a
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ceiling of at least 600ft and visibility of no less
than 3km.
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2) For non-precision approach procedure, a
ceiling of at least (240m) 800ft and visibility of
no less than 5km.
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Type of Planning
Approach Minima
CAT II & III CAT I RVR
CAT I Non-precision
RVR; ceiling at or
above MDH
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Non-precision Non-precision
RVR; ceiling at or
above MDH plus
200 ft/1.000m
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Circling Circling
Note: When two alternates are required

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because the weather forecast for the

destination is below landing minima,
fuel for the alternate aerodrome must
be such as to reach the most distant
alternate (see also 8.1.7).
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8.1.3.5 Planning Minima for Enroute

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Alternate Aerodromes
En-route alternate aerodromes shall only be

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selected when the appropriate weather

reports or forecast – or any combination
thereof – indicate that, during a period
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commencing 1 hour before and ending 1 hour

after the ETA for the appropriate en-route
alternate, the planning minima as given in the
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table under 8.1.3.4 are met.
Remark: For ETOPS planning

requirements refer to chapter 8.5

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8.1.4 En-route Operating Minima for VFR Flights or VFR portions of a flight
This section specifies the requirements for en-route weather minima for:
− VFR- flights
− VFR portions of an IFR-flight.
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Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft
is flown in conditions of visibility and distance from clouds equal to or greater than those specified
in the following table*
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AIRSPACE ABC D E(*) F G
CLASS Above 900 m (3.000ft) At and below 900 m
AMSL or above 300m (3.000 ft)AMSL or 300m
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(1.000 ft) above terrain, (1.000 ft) above terrain,
Whichever is the higher whichever is the higher
Distance from cloud 1.500 m horizontally Clear of clouds and in
300 m (1.000 ft) vertically sight or the surface
Flight visibility 8km at and above 3.050 m (10.000 ft) 5 km (***)
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AMSL(**) 5 km below 3.050 m (10.000 ft)
AMSL
* VMC Minima for Class A airspace are included for guidance but do not imply acceptance
of
VFR Flights in Class A airspace.
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** When the height of the transition altitude is lower than 3.050 m (10.000 ft) AMSL, FL 100
should be used in lieu of 10.000 ft.
*** CAT A and B aeroplanes may be operated in flight visibilities down to 3.000 m, provided
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that
appropriate ATS authority permits use of a flight visibility less than 5 km, and the
circumstances are such, that the probability of encounters with other traffic is low, and the
IAS is 140 kt or less
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Note: For State differences refer to Jeppesen Route Manual, Section AIR TRAFFIC
CONTROL.
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The above minima were established as an absolute MINIMUM. The “see and avoid” policy becomes
rather difficult in case of a traffic mix (high speed/low speed aeroplanes) and/or in areas of a high
traffic density.
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8.1.5 Presentation and Application of
Aerodrome and En-Route Oper- 8.1.6.1 En-Route Meteorological DATA
ating Minima
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Aerodrome operating minima as pre- Meteorological charts are issued four times a
sented In the Jeppesen Route manuals day at fixed intervals 00:00, 06:00, 12:00 and
must be applied. 18:00 UTC and are normally available at least
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9 hours before such times.
When selecting take-off minima, the training
standard of the crew must be considered. WIND CHARTS
Usually the following wind charts are avail-
8.1.6 Interpretation of Meteorological
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able and shall be used to determine the wind
Information en-route and to the alternate(s):
The information provided in the Pressure Approx. Flight
JEPPESEN/AERAD SUPPLEMENT section Surface Altitude Level
"METEOROLOGY" highlights the different
700 hPa 9.900 feet 100
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weather reports and their interpretation. The
500 hPa 18.300 feet 180
following additional rules shall be applied:
1. For planning purposes an aerodrome 400 hPa 24.000 feet 240
shall be considered to be below minimum 300 hPa 30.100 feet 300
if 200 hPa 38.700 feet 390
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• the RVR or meteorological visibility

is below the applicable minimum, or SIGNIFICANT WEATHER CHARTS
• the ceiling or vertical visibility is be- They usually cover two layers, between
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low the applicable Planning min-

ima specified in 8.1.3.4, or GND - FL 100
• the steady crosswind component and FL 100 - FL 450
exceeds the prescribed limitations.
Such charts may show, as appropriate to the
2. Whenever a forecast contains meteo-
flight, significant en-route weather phenom-
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rological conditions indicating "below

minimum" at ETA which are prefixed by ena such as
BECMG or FM, the airport shall be • thunderstorms
• tropical cyclones
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considered below minimum. Conditions

prefixed by PROB or TEMPO - either • severe squalls
used alone or in combination may be • moderate or severe turbulence
• moderate or severe icing
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considered whenever judged

operationally significant. For further de- • type of clouds - particularly cumulonim-
tails see table 8.1.6.4. bus type clouds
• surface position of convergence zones
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• surface position of frontal systems

• tropopause height
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• jetstreams
• information on the location and times of
volcanic eruptions.
These charts shall be used to determine

hazardous WX conditions en-route and to
check route planning.

PART A 8 04-03-2021

• PROB ( ..probably ..) indicates a
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8.1.6.2 Airport Meteorological DATA
probable (given in percent)
METARS and TAFS are produced by airport
change
met. offices and used by commanders to
• AT at a specific time
decide whether actual/forecast conditions
would allow safe landing within the permitted • FM from .
• TL until .
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aerodrome operating minima.
• CAVOK - visibility 10km or more
METARS (Aviation routine weather reports), - no cloud below
are compiled half-hourly or hourly and usually l,500m (5,000 ft) or
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contain the following coded information: below the highest
minimum sector
• Type of report (METAR or SPECl/spe- altitude, whichever is
cial report) greater, and no
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• ICAO station identifier cumulonimbus
• time of observation • NOSIG - no significant weather
• wind direction (usually In degrees true, • SKC sky clear
occasionally - e.g., in Germany - in • NSC no significant clouds
degrees magnetic) and speed (kts or • NSW no significant weather
km/ h).
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• G (gusts) The TAF (Terminal/Aerodrome Forecast) is
• horizontal visibility usually valid for a period of not less than 9 hrs
• RVR - if visibility Is less than 1.500m but no more than 24 hrs. Routine aerodrome
• weather phenomena- if any - forecasts valid for less than 12 hours should
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• clouds in six character groups normally be issued every 3 hours, all others
every 6 hours.
The first three characters indicate the cloud
amount The structure is similar to the METAR but
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FEW = 1 to 2 oktas lists forecast WX conditions.

SCT (scattered) = 3 to 4 oktas
BKN (Broken) = 5 to 7 oktas 8.1.6.3 Non-Routine Aeronautical
OVC (overcast) = 8oktas Information
SKC = Sky clear The following “non-routine” meteorological
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information are provided when applicable -

Note: in some countries the cloud amount
may still be given in oktas instead of • as a SPECI, a special report amending
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FEW, SCT, BKN, OVC. a METAR

The next three characters indicate the cloud • amended TAF's
layer in hundreds of feet above aerodrome • SIGMET (significant meteorological
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level. reports) when significant wx

• CB (cumulonimbus) or TCU (towering phenomena occur
cumulus) – If any - • Aerodrome Warnings, such as
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• temperature and dewpoint (T, DT) microburst or windshear

• QNH
• supplemental information - if applicable - Remarks: Full details of wx-reports and
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such as recent weather, windshear meteorological data presentation

• trend are available in the
JEPPESEN/AERAD ROUTE
• BECMG( .. becoming .. ) Indicates an
SUPPLEMENT under section
Expected permanent change
“METEOROLOGY”. The above
• TEMPO( .. temporarily .. ) indicates a
mentioned information shall only
temporary fluctuation of wx
be considered as an excerpt.
conditions

PART A 8 04-03-2021

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8.1.7 Determination of the Quantities of
Fuel, Oil and Water Methanol (c) Contingency Fuel, which must be the
Carried higher of (I) or (ii) below:
(i) either
8.1.7.1 Fuel Planning A 5% of the planned trip fuel or, in the
Based on the appropriate consumption event of in-flight replanning, 5% of the
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figures for the stage of flight as contained in trip fuel for the remainder of the flight
the OM Part B for the specific aeroplane type, (but not less than 3% of the planned trip
the fuel on board at the start of each flight fuel); or
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must be sufficient to cover the elements listed B in the event of in-flight replanning, 3% of
in the following paragraphs. the trip fuel for the remainder of the
flight, provided that an en-route
8.1.7.2 Standard Procedure alternate is available. The 3%En-Route
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Alternate (3% ERA) aerodrome should
The fuel required is the sum of: be located within a circle having a radius
• Taxi Fuel, and equal to 20% of the total flight plan
• Trip Fuel, and distance, the centre of which lies on the
• Reserve Fuel, consisting of: planned route at a distance from the
- Contingency Fuel, and destination of 25% of the total flight plan
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- Alternate Fuel, and distance, or at 20% of the total flight plan
- Final Reserve Fuel, and distance plus 50 NM, whichever is
- Additional Fuel (if required by the greater;
type of Ops or the Authority), or
and
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(ii) fuel for 5 minutes flight time at holding

• Extra Fuel. speed at 1.500 ft (450 m) above the
These fuel quantities are defined as follows: destination aerodrome In Standard
Conditions.
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(a) Taxi Fuel, which shall not be less than (d) Alternate Fuel, to include fuel for
the amount of fuel expected to be used (i) a missed approach from the
prior to take-off including allowances applicable MDA/DH at the
for operation of ice protection systems, destination aerodrome to missed
APU fuel consumption and fuel for local approach altitude, taking into account
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conditions at the departure aerodrome. the complete missed approach

(b) Trip Fuel, to include: procedure, and
i) fuel for take-off and climb to initial (ii) climb from missed approach altitude
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cruising level/altitude, taking into to cruising Ievel/altitude, taking into

account the expected departure account the complete departure
routing, and routing, and
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ii) fuel for cruise from top of climb to (iii) cruise from top of climb to top of
top of descent, including any step descent, taking into account the
climb/descent (considering the expected routing, and
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airway/ATS route system), and (iv) descent from top of descent to the
iii) fuel from top of descent to initial point where the approach is
approach point, taking into initiated, taking Into account the
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account the expected arrival expected arrival procedure, and

procedure, and (v) executing an approach and land-ing
iv) fuel for approach and landing at at the destination alternate
the destination aerodrome. aerodrome as filed in the OFP.
Note: Where two destination alternates are

required then alternate fuel must be
sufficient to cover the case of the

PART A 8 04-03-2021

alternate requiring the greater
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amount of fuel. (a) the sum of:
(i) taxi fuel, and
(e) Final Reserve Fuel which shall be: fuel (ii) trip fuel from the departure
to hold for 30 minutes at 1.500 ft (450 aero-drome to the destination
m) above aerodrome elevation in aero-drome via the predetermined
Standard Conditions calculated with the point, and
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estimated landing mass on arrival at the (iii) contingency fuel in accordance
destination alternate or the destination with para 8.1.7.2(c), and
aerodrome, when no destination (iv) additional fuel if required (see
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alternate aerodrome is required. para 8.1.7.2(f), but not less than
(f) Additional Fuel, which permits (at fuel to fly for two hours at normal
least): cruise consumption above the
(i) the aeroplane to descent as destination aerodrome (this shall
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necessary and proceed to an not be less than final reserve
adequate alternate aerodrome in fuel), and
the event of an engine failure or (v) extra fuel, at the discretion of the
loss of pressurisation, whichever commander
requires the greater amount of fuel or,
based on the assumption that
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such a failure occurs at the most (b) the sum of:
critical point along the route and (i) taxi fuel,and
− hold there for 15 minutes at 1.500 (ii) trip fuel from the departure
ft (450 m) in Standard Conditions, aerodrome to the destination
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and alternate aerodrome, via the pre-

− make an approach and landing, determined point, and
except that additional fuel Is only (iii) contingency fuel in accordance
required if the minimum amount of with paragraph 8.1.7.2(c), and
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fuel calculated in accordance with (iv) additional fuel if required, but not
(b) to (e) above is not sufficient for less than fuel to fly for 30 minutes
this event, and flight time at holding speed at
(ii) holding for 15 minutes at 1.500 ft 1.500 it (450 m) above aerodrome
(450 m) above destination elevation in Standard Conditions
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aerodrome elevation in Standard (this shall not be less than final

Conditions when a flight is reserve fuel), and
operated without a destination (v) extra fuel, at the discretion of the
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alternate aerodrome. commander.

(g) Extra fuel, fuel to cover anticip-
ated deviations or carried for 8.1.7.4 Isolated Aerodrome
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other reasons (e.g. cost savings). Procedure

The Extra Fuel is at the discretion When planning a flight to an isolated
of the commander. aerodrome, the last possible point of
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diversion to any available en-route alternate

8.1.7.3 Pre-determined Point (PDP) aero-drome shall be used as pre-determined
Procedure point (see para 8.1.7.3).
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When planning a flight to a destination Note:

alternate where the distance between the Authority may grant specific approval for
destination aerodrome and the destination operations to isolated aerodromes without
alternate is such that a flight can only be regard to consumption. If the authority
routed via a pre-determined point to one of determines that fuel in addition to other
these aerodromes the amount of usable fuel
required is the greater of (a) or (b) below:
PART A 8 04-03-2021

requirements herein is not necessary for a − the maximum (structural) landing
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particular route, in the interest of safety, she mass and
may order. − the maximum permitted landing mass
for performance reasons.
8.1.7.5 Oil
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Before commencing a flight it must be MAXIMUM ALLOWED MASS FOR
assured that the aeroplane carries at least the TAKE-OFF - The maximum allowed mass
planned amount of oil to complete the flight for take-off for a specific flight considers:
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safely, taking into account the expected
operating conditions. − the maximum (structural) take-off mass
− the maximum permitted take-off mass
8.1.7.6 Water Methanol as limited by performance reasons and
the calculated tripfuel, to assure that the
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Requirements for carriage and planning for
water methanol usage are detailed, when maximum permitted landing mass is not
relevant, in OM Part B. exceeded.
Note: This is the lowest of the three
8.1.7.7 Maintenance of Fuel and Oil masses sums:
Carriage and Consumption − Max Zero-Fuel Mass + Take-off
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Records Fuel
(a) Fuel records will be retained with the − Max Mass for Take-off, and
flight paperwork and technical log
− Max Landing Mass + Tripfuel
sheets.
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(b) Oil carriage and consumption will be

MAXIMUM ZERO FUEL MASS (MZFM)-
recorded in the technical log and
The maximum permissible mass of an
pre-served with same.
aeroplane with no usable fuel. The mass of
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the fuel contained in particular tanks must be

included in the ZFM when it is explicitly
8.1.8 Mass and Centre of Gravity
mentioned In the Aeroplane Flight Manual
limitations.
8.1.8.1 Definitions:
DRY OPERATING MASS (DOM) - The total
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mass of the aeroplane ready for a specific

MAXIMUM (STRUCTURAL) LANDING
type of operation - excluding all usable fuel
MASS (MLM) - The maximum permissible
and traffic load. The DOM includes:
total aeroplane mass upon landing under
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• crew and crew baggage normal circumstances. This is the maxi-mum

• catering and removable passenger ser- structural limit and must not be mis-taken with
vice equipment, and the -MAXIMUM ALLOWED MASS FOR
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• potable water and lavatory chemicals. LANDING- which also consid-ers any
From the above it follows that different additional performance limitations.
DOMs may be published in the OM Part B
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MAXIMUM APPROVED PASSENGER

for different crew, catering or emergency SEATING CONFIGURATION - The
equipment versions. maxi-mum passenger seating capacity of an
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DRY OPERATING INDEX (DOI) - The individual aeroplane, excluding pilot seats or
applicable index on the aeroplane index flight deck seats and cabin crew seats as
system corresponding to the specific DOM. applicable, used by the operator, approved by
the Authority and specified in the OM Part B.
MAXIMUM ALLOWED MASS FOR
LANDING - The maximum allowed mass for
landing considers:

PART A 8 04-03-2021

PASSENGER CLASSIFICATION baggage/cargo/mail in the various

• Adults, male and female. are defined as
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compartments, inaccuracies in the actual
persons of an age of 12 years and above. mass of baggage, deviation caused by gear
• Children are defined as persons of an age and/or flap positions, inflight movements of
of two years and above, but who are less passengers, cabin crew and pantry
than 12 years of age. equipment (trollies), deviation in fuel
• Infants are defined as persons who are distribution etc. The operational centre of
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less than two years of age. gravity envelope' must never be exceeded
unless authorised by the Flight Operations
Department for special flights.
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MAXIMUM (STRUCTURAL) TAKEOFF
MASS (MTOM) - The maximum permissible
total aeroplane mass at the start of the takeoff
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run. This is the maximum structural limit and
must not be mistaken with the -MAXIMUM
ALLOWED MASS FOR TAKE-OFF which
also considers any additional performance
limitations for a particular route.
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TRAFFIC LOAD (TL) - The total mass of
passengers, baggage and cargo including
any non-revenue loads.
PAYLOAD (PL) - The total mass of the
revenue load (pax, cargo or mail).
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LAST MINUTE CHANGE (LMC) - A late

change/amendment to the mass and balance
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sheet which does not require the preparation

of a new mass and balance sheet if the
changes/amendments to the existing mass
and balance sheet do not exceed the limits
specified in the OM Part B.
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CERTIFIED CENTRE OF GRAVITY LIMITS

(CG) - These are the CG limits the aeroplane
was certified with. Making full use of the
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certified limits would assume, that the centre

of gravity was correctly computed without
any errors!
8.1-32A
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Rev. 00
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OPERATIONAL CENTRE OF GRAVITY

ENVELOPE - This is the operational centre of
gravity envelope which further restricts the
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certified centre of gravity envelope to

compensate for errors such as the
differences between assumed passenger
masses and actual masses, use of one
common moment-arm for several seat rows,
deviations in the distribution of

PART A 8 04-03-2021

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FLEET DOM/DOI- For a group or groups of 8.1.8.3 Standard Mass Values
aeroplanes of the same type and version fleet
DOMs/DOls may be published provided the The following standard mass values shall be
aeroplanes in this group meet the used for company operations.
requirements of the permitted tolerances for
Table 1: Mass values for passengers – 19
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the masses and the centre of gravity.
seats or less
8.1.8.2 Methods, Procedures and
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Responsibility for Preparation Passenger 1-5 6-9 10-19
and Acceptance Of the Mass Seats
and Balance Sheet Male 104 kg 96 92 kg
kg
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A mass and balance document must be Female 86 kg 78 74 kg
prepared in duplicate for each commercial air kg
transport flight. One copy to be carried on the Children 35 kg 35 35 kg
aeroplane and the other, as accepted by the kg
commander, must remain available at the
departure station for at least 3 days. Notes:
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1. Where the total number of passenger
The document may be In any format (manual seats available on an aeroplane is 19
or computerised) approved by the Authority to or less, the standard masses in Table 1
establish the aeroplane's mass and centre of are applicable.
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gravity. It must contain details of the mass 2. On flights where no hand baggage is
and disposition of all loaded items, including carried in the cabin or where hand
fuel, and must indicate whether standard or baggage is accounted for separately, 6
actual mass values have been used. Where
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kg may be deducted from the above

the use of a standard load plan has been male and female masses. Articles such
allowed by the Authority, details must be as an overcoat, an umbrella, a small
included together with additional limitations handbag or purse, reading material or a
on the permissible range of C of G travel on small camera are not considered as
which the standard plan is based. hand baggage for the purpose of this
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sub-paragraph.
The document, originated by Ground Ope-
rations staff must contain the name of Table 2: Mass values for passengers, 20
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person, who prepared It and the loading seats or more

supervisor must confirm by signature that the
load and its distribution are as stated. Passenger 20 and 30 and
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The mass and balance document must be Seats more (1) more (1)
acceptable to and countersigned by the Male Female All
aeroplane commander. He must be informed Adult
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of any late changes and the details entered in All flights 88 kg 70 kg 84 kg

the “last minute changes” spaces of both the except
holiday
original and duplicate documents.
charters
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Holiday 83 kg 69 kg 78 kg
Note: The mass and balance document charter(2)
may also be submitted by ARINC Children (2 35 kg 35 kg 35 kg
Communication and Addressing and yrs to 12 yrs)
Reporting System (ACARS).

PART A 8 04-03-2021

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Notes:
Table 3: Mass values for checked baggage
1. Where the total number of passenger 20 or more seats (1)
seats is 20 or more, the standard
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masses above for males and females Type of Flight Baggage Standard
are applicable. As an alternative; if the Mass
number of passenger seats Is 30 or
Domestic (2) 11 kg
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more, the "All Adult" values may be
applied. Within the European 13 kg
2. For the purpose of this table, "holiday Region (3)
charter" means a flight solely Intended
Intercontinental (4) 15 kg
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as an element of a holiday travel
package. The "holiday charter"-mass All Other 13 kg
values apply provided that not more
than 5% of passenger seats installed in
Notes:
the aeroplane are used for the non-
1. Where the total number of passenger
revenue carriage of certain categories
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seats available on the aircraft is 20 or
of passengers.
more, the standard mass values are
Categories of passengers such as
applicable to each piece of checked
company personnel, tour operator's
baggage. For aircraft with 19 passenger
staff, representatives of the press,
seats or less, the actual mass of
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NCAA/ Authority officials, etc., can be

checked baggage determined by
Included within the 5% alleviation
weighing is to be used.
without negating the use of holiday
2. For the purpose of this table, domestic
charter mass values.
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flight means a flight with origin and

3. On any flight identified as carrying a
destination(s) within the borders of one
significant number of passengers
state.
whose masses, including hand
3. Flights within the European region
baggage, are expected to exceed the
means flights, other than Domestic
standard passenger mass, an operator
flights whose origin and destination are
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must determine the actual mass of such

within the area specified in Appendix 2
passengers by weighing or by adding an
to Chapter 8.
adequate mass increment. Check-in,
4. Intercontinental flight, other than flights
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operations and cabin staff and loading

within the European region means a
personnel must report or take
flight with origin and destination in
appropriate action when a flight is
different continents. -
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identified as carrying such a payload.

Table 4: Mass Values for Crew
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Crew Standard Mass Including

Position Hand Baggage
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Flight Crew 85 kg
Cabin Crew 75 kg
Note: Any additional baggage must be

taken into account.

PART A 8 04-03-2021

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8.1.8.4 Last Minute Changes Proce- 8.1.8.6 Seating Policy
dure
The mass and balance sheet is prepared
As explained in the definition, last minute assuming a particular passenger seating
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changes to the load- and trimsheet are only distribution. If a seat allocation system is used
permitted if the changes of the load - either in connection with the preparation of the mass
plus or minus - are within the limits permitted and balance sheet, any possible errors in the
in the AOM of the type concerned. The
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CG position will be covered by the operational
changes have to be entered into the mass CG envelope - provided the passengers are
and balance sheet into the "LMC"-column. In seated as allocated.
exceptional cases - if time does not permit -
changes may be relayed to the Commander
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"Free seating" however might require a
via radio or the ground service interphone. repositioning of passengers in the cabin. The
The flight deck crew and ground staff amend commander must instruct the cabin crew to
their copies accordingly. The load message reseat passengers so that the actual seat-ing
sent to the destination must contain the distribution complies with the mass and
corrected figures of pax-, cargo-, baggage- or balance sheet.
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mail load.
8.1.9 ATS Flight Plans
8.1.8.5 Specific Gravity of Fuel and
other Fluids The standards of ICAO Annex 2 require the
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When entering the mass figures for the submission of flight plans for all IFR flights
takeoff fuel and trip fuel (burnoff) the correct and for VFR flights within designated areas
specific gravity must be used to convert the (See Aerad Supplement "AIR TRAFFIC
volume into mass value. The same applies to CONTROL" Annex 2, 3.3.1.2). Some States
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any other fluids, such as water methanol or also require flight plans for other flights such
oil. as border crossing VFR flights. The Individual
State requirements are listed at the end of the
Whenever possible and practicable, the
"AIR TRAFFIC CON-TROL" section of the
specific gravity of fuel - as obtained from the
Aerad Supplement and In the RAC section of
fuelling crew - must be used. As this often is
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the AIP/AlM for that State.

not practicable, the following specific gravity
values may be used if no other values are
published In the AOM:
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(150 C fuel temp)

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Jet fuel JP-1 0,796 kg/litre

Jet fuel JP-4 0,76 kg/litre
AVGAS, 0,71 kg/litre
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OIL 0,88 kg/litre

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PART A 8 04-03-2021

• an IFR flight which departs under VFR
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from an airport without ATS service, or
• an IFR flight which is terminated as a
8.1.9.1 Company Procedure VFR flight at an airport without ATS
service,
One of the purposes of an ATS Flight Plan is
to ensure SAR action should a flight become the commander must ensure that an ATD Is
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overdue at destination. The commander relayed by phone by a qualified ground
must ensure that an ATS Flight Plan is filed representative or by radio to the appropriate
for any flight except arrangement for ATS unit immediately after departure or an
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repetitive flight plans are made or for VFR ATA is relayed to the next ATS unit after
flights for the purpose of local flying or landing.
training which are intended to take off and
land at the same aerodrome. Details of these Full details of requirements for ICAO Flight
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local VFR flights must be passed to the Plans and RPLs may be found in the Aerad
appropriate ATS unit ("Booking-out") and the Supplement under "AlR TRAFFIC
Company Duty Operations Officer is CONTROL" and in ICAO Doc 4444,
responsible for alerting the emergency Appendix2.
services if an aeroplane has not returned
within one hour of its ETA.
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8.1.10 Operational Flight Plan (OFP)
8.1.9.2 Repetitive Flight Plan - RPL
8.1.10.1 General
An RPL is filed for flights to be operated on a
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regular basis at the same time and day within An Operational Flight Plan shall be prepared
a specific period (e.g. winter/summer for all flights except for local VFR flights and
schedule or a series of flights for special VFR-flights over routes with a total distance
events). It is essential that the data upon of less than 25 NM.
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which the Operational Flight Plan (OFP) is

calculated is identical to that specified in the The OFP will be prepared by the responsible
RPL and vice versa. dispatch office or by the flight crew. If no EDP-
OFP is available, the operational flight plan
shall be prepared manually, based on the
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8.1.9.3 Commander's Responsibility applicable AOM and by using the company

OFP-form.
Whichever type of flight plan is used the
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commander must ensure that It Is OFP's must always be prepared in dupli-cate

filed/activated, with the appropriate notice, and signed by the commander. An OFP
prior to departure. prepared by a dispatch office, must show the
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name of the originator.

No person may takeoff an aircraft in
commercial air transport if an ATC flight plan The duplicate copy remains on ground with
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has not be filed except as authorized by the the dispatch office or at the station, whichever
Authority. is applicable, whilst the original is filed, with
. the operational return documents.
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Under normal circumstances the ATS unit for The EDP storage of the OFP is considered
the departure/arrival station transmits sufficient as copy.
ATD/ATA to respective ATS units. On the
rare occasion of: . 8.1.10.2 Common Features
• a VFR flight beginning and/or ending at 1) The route selection shall consider:
an airport without ATS service (airport
without a contra zone), or
PART A 8 04-03-2021

• standard routes - if so published time, take-off time);
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by the company - (10) Time of arrival (actual landing and
• ATS-standard routes - if on-block time);
published - (11) Hours of flight (block time and air time);
• air traffic flow management (12) Type of operation (ETOPS, VFR, IFR,
regulations ferry flight, etc);
• available NAV-equipment on the (13) Route and route segments with
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ground and in the aeroplane checkpoints/waypoints, distances,
• NOTAMS time and tracks;
• meteorological conditions
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• traffic rights 14) Planned cruising speed and flying times
between checkpoints/waypoints.
• if relevant, minimum time track
Estimated and actual times overhead
optimisation
(based on available wind data);
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15) Safe altitudes and minimum levels;
2) If relevant, minimum en-route altitudes
16) Planned altitudes and flight levels;
(for driftdown performance)
17) Fuel calculations (records of in flight
fuel checks);
3) The speed schedule as prescribed in
18) Fuel on board when starting engines;
the AOM for the type concerned or as
19) Alternate(s) for takeoff, en-route and
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required by ATC.
destination including information
4) The altitude/flight level selection
required in (13), (14), (15) and (16)
considering:
above;
• the minimum en-route altitude
20) Initial ATS Flight Plan clearance and
• ATC-regulations
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subsequent re-clearance;
• economical aspects 21) In-flight re-planning calculations;
• meteorological conditions (wind 22) Relevant meteorological information;
and temperature)
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• performance aspects For flights in excess of 100 NM, the top of

5) The selection of alternate(s) climb (TOC) and top of descent (TOD) must
considering: be calculated with the relevant distances
• WX conditions from/to the checkpoints/waypoints and the
• suitability of alternate(s) resulting time intervals. To allow a flight
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• distance planning calculation to be as accurate as

• economic/handling aspects possible, the take-off mass shall be
calculated using the expected zero fuel mass.
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8.1.10.3 OFP-Format and Contents

8.1.11 Aeroplane Technical Log -
A sample of the OFP will be presented in the Flight and Maintenance Report
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AOM (flight planning-chapter) as the form

might vary from type to type. The form shall 8.1.11.1 The aeroplane technical log is a
however contain at least the following: system for recording defects and
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mal-functions discovered during the

(1) Aeroplane registration; operation and details of all maintenance
(2) Aeroplane type and variant; (3) Date of carried out on the particular aeroplane
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flight; between scheduled visits to the base

(4) Flight identification; maintenance facility. In addition, it is used for
(5) Names of flight crew members; recording operating information relevant to
(6) Duty assignment of flight crew mem- flight safety and contains maintenance data
bers; that the operating crew needs to know.
(7) Place of departure;
(8) Place of arrival (planned and actual);
(9) Time of departure (actual off-block
PART A 8 04-03-2021

Entries made by the flight crew must be up to including, as appropriate, a “Nil

Defect” entry. There is provision for a
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date, legible, unambiguous and uneraseable.
Certificate of Release 'to Service
Any cancellation or correction must show following rectification of a defect or
clearly the incorrect data with a line through maintenance check carried out. Such
it. a certificate should readily identify the
defect(s) to which it relates or the
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8.1.11.2 The technical log system covers particular maintenance check as
the necessary details in five sections. appropriate,
Section 1 contains details of the registered
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name and address of the operator, the − the quantity of fuel and oil uplifted and
aeroplane type and the complete the quantity of fuel available in each
international registration marks of the tank, or combination of tanks, at the
aeroplane. beginning and end of each flight. The'
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Section 2 contains details of when the next units for the amount of fuel planned to
scheduled maintenance is due including, if be uplifted and the amount of fuel
relevant, any out of phase component actually uplifted must be the same,
changes due before the next maintenance − the time when ground de-icing and/or
check. In addition this section should contain anti-icing was commenced and the type
of fluid applied with mixture ratio, the
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the current Certificate of Release to Service
for the complete aeroplane Issued normally at pre-flight inspection signature by the
the end of the last mainte-nance check. commander.
Note: The flight crew does not need to In addition to the above it may be necessary
receive such detailsif the next
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(on request of the technical department) to

scheduled maintenance is controlled record the following supplementary
by other means acceptable to the information:
Authority.
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− the time spent in particular engine

Section 3 contains details of all Information power ranges where use of such engine
considered necessary to ensure continued power affects the life of engine or
flight safety. Such details are: engine module (e.g., maximum or inter
− the aeroplane type and registration contingency power),
−
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mark, the number of landings where landings

− the date and place of take-off and affect the life of an aeroplane or
landing, aeroplane component,
−
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− the take-off and landing times of the flight cycles or flight pressure cycles
aeroplane, where such cycles affect the life of an
− the running total of flying hours, such aeroplane or aeroplane component.
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that the hours to the next scheduled Section 3 is designed such that one copy of
maintenance can be determined. The each page may remain on the aeroplane and
flight crew does not need to receive one other copy may be retained on the
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such details if the next scheduled ground until completion of the flight to which
maintenance is controlled by other it relates.
means acceptable to the Authority,
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− known details of any defect, including The layout of section 3 shows clearly what is
emergency systems, affecting required to be completed after flight and what
airworthiness or safe operation of the is required to be completed in preparation for
aeroplane. The commander must sign the next flight.
and date the log entry for each flight

PART A 8 04-03-2021

Section 4 contains details of all deferred
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defects that affect or may affect the safe
operation of the aeroplane and should
therefore be known to the aeroplane
commander. Each page of this section will be
printed with the operator's name and page
serial number and makes provision for
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recording the following;
− a cross reference for each deferred
defect such that the original defect can
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be identified in the particular Section 3
Sector Record Page,
− the original date of occurrence of the
defect deferred,
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− brief details of the defect,
− details of the eventual rectification

car-ried out and its certificate of Release
to Service or a clear cross reference
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back to the document that contains
details of the eventual rectification.
Section 5 contains any necessary mainten-

ance support information that the aeroplane
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commander needs to know. Such inform-

ation includes data on how to contact maint-
enance engineering if problems arise whilst
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operating the routes etc.

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PART A 8 04-03-2021

b) load Sheet.
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8.1.12 List of Documents, Forms and
Additional Information to be • For night flight, a functioning flash light.
carried
• Flight crew route guide which includes:
The following documentation or copies a) communication facilities;
thereof shall be carried on board, and shall, b) navigation aids and airports;
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upon request, be presented by the c) drift down data (if applicable);
commander of the aeroplane, to an authority d) one engine inoperative close-in
representative: obstacles and distant obstacle
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patterns (when applicable);
• Certificate of Registration. Certificate of e) the evacuation routes in case of
Airworthiness, decompression in an area of high
• Noise Certificate, (*) (**) terrain (if applicable).
• •
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Air Operator Certificate (AOC), (*) For each operating flight crew member:
• Aeroplane Radio Licence. a) a set of Normal and Emergency
• Third Party Liability Insurance Check Lists and OM Part D;
Certificate(s ), (*) b) a set of departure, navigation and
• Air Passenger Accident Insurance approach charts.
Certificate, (*) • For each individual aircraft type:
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• Flight Crew Licences with appropriate a) performance calculation;
rating(s) b) take-off performance deviations;
• (each flight crew member shall carry an c) manual loadsheet calculation
individual and valid one). form;
d) information on missed approach
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* a certified copy of these documents is

sufficient. gradients - when required
** including an English translation of the gradients are higher than 2,5 %;
Certificate, where one has been e) incident report form(s).
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provided by the Authority responsible

for issuing the noise certificate. Note: In addition, refer to Chapter 8.2.2.16.
The following documentation shall be carried 8.1.12.1 LOSS or Theft of Documents
on board the aircraft for each flight and loca-
ted in a manner that provides for access by In case of loss or theft of documents specified
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flight crew: above, the operation is allowed to continue

until the flight reaches the base or a place
• Flight Operations Manual (OM Part A) where replacement can be provided.
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• Aircraft Operations Manual (OM

Part B),
• Route information including:
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a) departure;
b) destination;
c) en-route alternates;
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d) emergency airfields;
e) documentation for en-route
diversions and emergency airfields.
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• Security Manual or relevant parts for flight

crew;
• Cabin Safety and Emergency Procedures
Manual or relevant parts for flight crew;
• A specific version of the following
documents:
a) Flight Plan (Operational and ATS);
PART A 8 04-03-2021

h) a Turbo-prop aeroplane may not be
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8.2.1 Fueling Procedures refueled or defueled when an engine is
running unless exceptional circu-
Having decided upon a final fuel figure, the mstances exist. If these are considered to
commander will complete, or instruct flight exist then the prop brake must be on prior
dispatch to complete a "Fueling Order" form to commencement of refueling/defueling
which specifies the total fuel-in-tanks and the precautions in (g) above are to be
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requirement. By deducting the fuel remaining observed.
from the previous flight, as recorded in the
technical log and indicated on the aircraft Enroute:
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gauges, the refueling supervisor will calculate
the actual fuel uplift and distribute it in tanks When operating away from base, a flight crew
according to the AOM. The uplift is then member is normally to be nominated by the
entered in the aircraft technical log. commander to be present during the
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refueling, and in addition to confirming that
Note: A written Fueling Order is not the requirements “At base", above, are met,
required when fueling is actively he is to ensure that:
supervised by the flight crew.
a) particular care is taken in advising the
8.2.1.1 Crew Checks refueling agency of the type, grade and
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fuel quantity required, with special
The Commander, or a crew member reference to the units of measurement
nominated by him, will confirm that: quoted (Iitres, US gallons, pounds etc.);
b) the bowser or other fuel installation is
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At base: earthed to the aeroplane structure

a) the correct type, grade and quantity of before the hose is extended, and
fuel has been loaded; remains so earthed until refueling is
b) the fuel drains are operated to check for complete;
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water content, and left properly closed; c) Fuel hoses are laid by the shortest route
c) where practical, a visual check of tank from the fuel installation to the refueling
contents, or if specified, in the check lists inlets avoiding wheel brakes (by at least
for smaller aeroplanes, a dipstick check one metre) and APU air in-takes;
reveals the correct amount of fuel on d) smoking is not permitted within 20
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board to within reasonable tolerances; metres of the aeroplane whilst refueling

d) all fuel tank caps are properly secured; is in progress;
e) the aeroplane fuel gauges indicate that e) except for the fuel truck, no vehicle is
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the tanks have been filled to the required positioned within the venting areas;
levels; and f) cargo/baggage loading equipment
f) details of the fuel uplift have been complies with safety regulations for anti-
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correctly entered in the technical log and sparking otherwise it must not be
a gross error check is carried out; operated until fueling is complete and
g) if an auxiliary power unit located within hoses removed;
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the fueling zone or which has an exhaust g) spilled fuel is removed or dried up
efflux discharging into the zone is immediately with the fire service in
stopped for any reason during a fueling attendance;
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operation it should not be restarted until

the flow of fuel has ceased and there is h) if thunderstorms are in the vicinity,
no risk of igniting fuel vapours; fuelIing/defuelling operations are
suspended.

PART A 8 04-03-2021

i) (the correct quantity of anti-freeze add- b) a member of the flight crew must remain
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itive is dispensed into the fuel where on the flight deck;
specified by the aeroplane c) A two-way communication shall be
manufacturer; established and shall remain available
j) the fuel bowser/installation readings at by the aeroplane's intercommunication
the start and finish of refuelling reflect system or other suitable means
accurately the fuel uplift as indicated on between the ground crew supervising
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the aeroplane fuel quantity gauges, and the refuelling and the flight deck;
a gross error check is carried out. d) passenger loading bridges and/or stairs
must be at the aeroplane with main exit
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Note 1: When refuelling with wide cut fuels doors open. The ground area beneath
the aeroplane electrical supply sho- the exits must be kept clear;
uld be switched off before refuelling e) air traffic control and the aerodrome fire
starts, and remain off until re-fuelling services are to be advised that
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ceases and the hoses have been refuelIing/defuelling will be taking place
removed. with passengers on board;
Note 2: When an aeroplane is fuelled/de- f) crew, staff and passengers are to be
fuelled via an overwing filler (i.e. advised that refuelling/defuelling is
unpressurised system) which is about to take place;
located closer then 10 metres from g) "Fasten Seat Belt" signs must be off, -
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the nearest exit door, the operation No Smoking" signs must be on together
must not be carried out whilst with interior lighting to enable
passengers are on board. emergency exits to be identified;
Note 3: During pressure refuelling elect- h) passengers are to be briefed not be
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rical/electronic systems, except smoke at any time on the ground and to

weather radar and HF transmitter, remain seated, but with seat
may be operated to the extent belts/harnesses unfastened, until the
required for pre-flight preparation. refuelling has been completed;
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Note 4: In the event of an emergency (e.g. i) the minimum required number of cabin
APU fire during fuelling/defuelling, crew must be on board and be prepared
the operation must be stopped and for an immediate emergency
an immediate disembarkation init- evacuation;
iated.The flight crew will decide
j) if the presence of fuel vapour is dete-
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whether this should be an exped-

itious "normal" disembarkation or an cted inside the aeroplane, or any other
"emergency evacuation". hazard arises. refueling/defuelling must
be stopped Immediately;
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k) no individual items of electrical equip-

8.2.1.2 Passengers on Board
ment may be switched on or off while
During normal operations it may be refuelling/defuelling is in progress;
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necessary for refuelling to take place with l) the position of the fuel
passengers on board the aeroplane. With the bowser/installation relative to the
commander s authority, passengers may aeroplane is to be such that it will not
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embark, disembark or remain on board during impede the rapid exit of passengers if
refueling/defuelling provided that the an emergency evacuation becomes
following precautions are observed: necessary.
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a) Fuelling/defuelling with Avgas or wide

cut fuel (e.g. Jet B or equivalent) or 8.2.1.3 Mixing of Fuel -
when a mixture of these types of fuel Fuel Contamination
could occur is prohibited with
passengers on board; Mixing of fuel is only permitted as specified in
the “Limitations” section of the OM Part

PART A 8 04-03-2021

B/AFM. Flight and ground crews should be position and that ground equipment will not be
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aware of possible fuel contamination, a hazard.
particularly at smaller airports, and fuel
samples must be taken to check for For embarkation/disembarkation when refu-
contaminants. The fuel drain procedures eling/defueling is in progress, refer to Chap-
specified in the OM Part B/AFM must be ter 8.2.1.2. Only in exceptional cases, and
followed to check for water in the fuel tanks with the consent of the commander, is
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and/or lines. embarkation/disembarkation permissible with
one engine of the aeroplane running. In such
8.2.2 Aeroplane, Passengers and Cargo a case, passengers shall, under appropriate
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Handling Procedure Related to supervision by crew and ground staff,
Safety leave/enter the aeroplane on the side
opposite to the running engine.
The aspect of safety shall govern the hand-
ling, i.e., servicing, of the aeroplane on the
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8.2.2.2 Allocation of seats, Adults,
ramp, the embarkation and disembarkation of
Children and infants
the passengers and the loading and
unloading of baggage, cargo and mail. The allocation of seats to passengers by
ground staff depends upon the aeroplane
The Operator ensures that no person type, its seating version, aspects of mass and
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secretes himself or secretes cargo on board centre of gravity (refer to Chapter 8.1 .8.6)
an aeroplane. He ensures that no person is in and the class of transportation (if any) held by
any part of an aeroplanein flight which is not the individual passenger. In general, the
a part designed for the accommodation of following rules apply:
persons unless temporary access has been
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granted by the commander. Each person to be carried who is 2 years of

age or older shall be allocated a separate
8.2.2.1 Embarkation/Disembarkation seat or berth, equipped with a proper safety
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belt/harness. Multiple occupancy of a seat by

Before embarking/disembarking passengers, one adult and by one infant is permitted only
ground staff/flight crew must brief them on all if the infant is properly secured by a CRD
relevant safety aspects (e.g. “No Smoking") (Child Restraint Device) acceptable to the
to be observed whilst boardlng/leaving the authority.
aeroplane. When jet ways are in use, ground
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staff must be positioned at appropriate Such a CRD will also be required if the
locations to provide supervision and infant is occupying an empty seat next to the
assistance. adult. When oxygen dispensing units are
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prescribed, one unit each shall be installed

When passengers are required to walk on the and available for both the adult and the infant.
ramp they shall be escorted by ground staff For the allocation to a passenger of a seat in
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to/from the aeroplane or their approved the flight deck refer to Chapter 8.3.12; for the
transport; passenger routes shall be clear of allocation to a passenger of a vacant crew
oil, ice, snow and other hazards and shall be seat refer to Chapter 8.3.13. Passengers
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selected in such a way as to prevent shall be seated where - in the event of an

damages and accidents (e.g. no passing emergency evacuation - they may best assist
below wings or engines!). and not hinder evacuation. Only those
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persons who appear reasonably fit and strong

Boarding shall not commence until clearance should be seated adjacent to self-help exits.
has been given by the commander or his Aeroplane type-specific instructions for crew
representative. Disembarkation shall not and ground staff are listed in the AOM.
commence until the crew has received Persons who should be seated where they
confirmation from the ground staff that will not obstruct access to emergency
passenger steps/jetways are safely in equipment or exits or otherwise

PART A 8 04-03-2021

impede the crew in carrying out their duties national carrier or the medical official at the
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include: airport.
No transportation, under any circum-stances,
• Persons who are physically or mentally will be provided to a person who -
handicapped to the extent that they would • has a contagious/infectious disease, e.g.
have difficulty in moving quickly if asked open tuberculosis, infectious hepatitis;
to do so. scarlet fever, diphtheria, chickenpox etc.
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• Persons whose sight or hearing is im- • has suffered a heart attack or stroke within
paired to the extent that they might not the last eight weeks;
readily become aware of instructions given • requires medical treatment by pneum-
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to begin evacuating the aeroplane. atically or electrically operated apparatus
• Children and infants, whether or not they which, for specific reasons, is not allowed
are accompanied by an adult. to be operated on board.
• Persons in custody and those who are
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being deported. The following definitions of ECAC Doc. 30
• Persons whose physical size would constitute commonly agreed indications for
prevent them from being able to move the degree of immobility and extent of the
quickly. assistance required for the journey:
• persons with guide dogs or pet animals.
• MEDA Passenger whose mobility is
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For further provisions governing the impaired, due to clinical cases with
allocation of seats to sick, disabled and medical pathology in prog-ress,
handicapped persons see Chapter 8.2.2.3 being authorised to travel by
below. medical authorities. Such pa-
The prescribed seating, if any, of infants and ssenger usually has social cov-
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Unaccompanied Minors (UM) and their erage in relation to the illness or

maximum number, if any, are aeroplane type accident in question.
specific. They are laid down in the OM Part B.
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Note: Unaccompanied Minors (UM) are • STCR Passenger who can only be
children at less than full legal age travelling transported on a stretcher. Such
on their own, not being in the custody of a passenger may/or may not have
person that has attained full legal age. social protection or specific
insurance.
8.2.2.3 Sick Passengers and Persons
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• WCHR Passenger who can walk up and

with Reduced Mobility (PRMS) down stairs and move about in' an
The acceptance for transportation of sick, aeroplane cabin, but who requires
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disabled and handicapped passengers is a wheelchair or other means for

restricted in the interest of their own safety movements between the
and that of other passengers. A person with aeroplane and the terminal, in the
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reduced mobility (PRM) is understood to terminal and between arrival and

mean a person whose mobility is reduced due departure points on the city side of
to physical incapacity (sensory or the terminal.
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locomotory), an intellectual deficiency, age, • WCHS Passenger who cannot walk up

illness or any other cause of disability when or down stairs, but who can move
using transport, and whose situation requires about in an aeroplane cabin and
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special attention and the adaptation, to his requires a wheel-chair to move

needs, of the service made available to all between the aeroplane and the
passengers. The company therefore, is terminal, in the terminal and
entitled to insist upon the production of a between arrival and departure
written report on fitness for travel, issued by a points on the city side of the
medical doctor of the company, or of the terminal.
• WCHP Passenger with a disability of

PART A 8 04-03-2021

the lower limbs who has sufficient to leave the aeroplane. For the allocation of
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personal autonomy to take care of seats to other handicapped passengers,
himself, but who requires reference is made to Chapter 8.2.2.2 above.
assistance to embark or Sick and disabled passengers and PRMs
disembark and who can move should be boarded separately (normally prior
about in an aeroplane cabin only to all other passengers) as well as
with the help of an on-board disembarked separately (normally after all
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wheelchair. other passengers have left the cabin). The
commander shall be notified by "Special
• WCHC Passenger who is completely Categories of Passenger Notification" form,
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immobile, who can move about when handicapped passengers and PRMs
only with the help of a wheel-chair are to be carried on board; he shall brief his
or any other means and who crew accordingly. Information on passengers
requires assistance at all times requiring any assistance at transit or
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from arrival at the airport to seating destination airports, must be forwarded by
in the aeroplane or, if necessary, telex, telefax or phone to the ground staff or
in a special seat fitted to his/her handling agent at the respective downline
specific needs, the process being station(s).
inverted at arrival.
• BLIND Blind. For the carriage of gas cylinders, drugs,
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• DEAF Passenger who is deaf or a medicines, other medical material, wet cell or
passenger who is deaf without lithium battery powered wheel chairs re-fer to
speech. . Chapter 8.2.2.7 and Chapter 9.
• DEAF/BLIND
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Blind and deaf passenger, who 8.2.2.4 Transportation of Inadmissible

can move about only with the help Passengers, Deportees or
of an accompanying person. Persons In Custody
• MAAS (meet and assist)
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All other passengers in need of "Inadmissible Passengers" (INADs) are

special help. passengers who are refused admission to a
country by authorities of such country, e.g.,
Before accepting such passengers for due to lack of a visa, expired passport, lack of
transportation, the company shall have as- funds or suspected intent to Illegally take up
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certained the availability, from departure to employment. Unless explicitly ordered

arrival, of staff trained and qualified to meet otherwise by the authority refusing entry, an
their needs and of the appropriate medical INAD shall be carried outbound again on a
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equipment. Normally, passengers on flight (flights) of the inbound carrier(s) to a

stretchers shall be accompanied either by a country of his choice where there is no risk of
doctor/nurse or by a family member or other his being refused entry again, but no further
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escort. than his home country or country of

permanent residence.
The number of handicapped passengers
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should not exceed the number of ablebodied "Deportees" are foreign persons who had
persons capable of assisting with an legally been admitted to a country or who
emergency evacuation. Passengers with had entered a country illegally, and who at
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disabilities as circumscribed under WCHP, some later time are formally ordered by the
WCHS and WCHC above, shall be allocated authorities to be removed from that country.
seats in between two pairs of emergency Apart from illegal entry, reasons for removal
exits; in this way, when the aeroplane is being comprise expiry of residence permit, offences
evacuated, they can -without impeding others or criminal acts committed in the deporting
- be assisted to reach the end of the queue country, extradition at the request of another
forming at the emergency exit(s) and country. The company and the commander
(who shall be notified by
PART A 8 04-03-2021

"Special Categories of Passenger Notification” shall, prior to departure, brief his
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Notification" form prior to departure of the entire crew accordingly.
intended carriage of inadmissible
passengers, deportees or persons in custody Whenever feasible, such passengers shall be
and of the reason for carriage) have not only boarded prior to other passengers in order to
the right, but the duty to refuse transportation provide utmost discretion; if, at this stage, a
of such passengers if their carriage poses any deportee physically resists boarding the
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risk to the safety of the aeroplane or its aeroplane he shall be refused embarkation
occupants. Therefore, the Company and (via and transportation.
the Company) the commander are entitled to
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be informed of the reason for the deportation Note: See also Chapter 8.2.3.2 concerning
and, if necessary, to insist on the passenger the serving of alcoholic beverages.
being escorted during the flight by a
representative of the deporting country, with Information on the carriage and reason for
such carriage must be forwarded by telex,
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a ticket at the applicable fare being provided
for such representative by the deporting telefax or phone to the ground staff or
authority. handling agent at the respective downline
station(s) who, in turn, shall confirm receipt of
In particular, inadmissible passengers or this information and shall inform the local
deportees who authorities.
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8.2.2.5 Permissible Size and Weight of
• will physically resist carriage, or
Carry-on Baggage
• have already been denied transportation
by another company, or
The secure stowage of hand baggage, as
•
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might endanger the safety of the prescribed in Chapter 8.2.2.6.3, the size and
aeroplane or of its load, of other mass limits for hand luggage given below
passengers or of the crew, or should not be exceeded:
•
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are deported after execution/suspension

of a sentence for a crime of violence. No. of pieces per person: 1
Maximum size: 55 x 40 x 20 cm
shall be carried only under escort of a Maximum mass: 8 kg
government official, or of a properly trained
staff member of the Company, or of a similarly These limits vary of course with each
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trained guard provided by a commercial aeroplane type/cabin layout combination (see

agency. OM Part B). The Company and its handling
agent(s) shall brief passengers at check-in by
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The relevant Authority will determine - in means of placards/posters or orally, upon the
coordination with the Flight Operations maximum size and weight of hand baggage;
Manager, if a deportee requires an escorting where practicable, a receptacle should serve
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official or guard, and they will also determine as a gauge.

how many escorting officials or guards are
required to guarantee the safety of the flight. When boarding is in progress ground staff
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Whenever it has been determined that the and, at the aeroplane, crew members shall
passenger requires an escort, such escorting visually scan the hand baggage held by
person shall be present and on duty when the passengers - in case check-in personnel
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passenger is checked in; and shall remain so were bypassed - and, where such baggage
until the company relinquishes responsibility exceeds the allowance, politely deny the
for the passenger after transportation. passenger access to the aeroplane until such
baggage has been given up to be stowed in a
The commander upon notification by “Special baggage/cargo hold or suitable place outside
Categories of Passenger of the aeroplane's cabin.

PART A 8 04-03-2021

Where, in exceptional cases, a passenger is Note 1: Any damage to the aeroplane skin or
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prepared to pay for an extra seat in order to structure, however slight, which
carry extremely valuable baggage (e.g., occur or is noticed during loading
antique musical instruments, works of art unloading, must be reported imme-
etc.) acceptance is only permitted if the safety diately.
and comfort of other passengers will not be
impaired and if the size of such baggage
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Note 2: Each OM Part B details special
permits it to be secured on the seat in such a
procedures to be followed during
manner as to prevent movement forward,
loading/unloading so as to prevent
sideways or upwards under crash impact
the aeroplane tipping onto its tail. The
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sufficient to induce the ultimate inertia forces
centre of gravity must be main-tained
specified in the emergency landing condition
forward of the main wheels and
of type certification.
loading should start in the forward
compartments and
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8.2.2.6 Loading and Securing of Items
In the Aeroplane
continue aft. Unloading should start
8.2.2.6.1 Loading in the aft compartments and continue
All baggage, cargo, mail to be loaded should forwards. The same sequences
be positioned on the ramp in sufficient time in apply to catering of galleys.
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order to ensure an on-time departure and to Movement of passengers to achieve
reduce pressure upon staff detrimental to ground sta-bility is prohibited!
safety. The load must be protected against 8.2.2.6.2 Unloading
the elements and all sources of
For unloading the same safety-relevant
contamination. All loading equipment and
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principles are valid as for loading.

material shall be handled carefully to avoid
Personnel and equipment should be available
damage to the aeroplane or the load.
at the parking position upon arrival of the
aeroplane. Passenger baggage should
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Only the appropriate compartments shall be

normally be unloaded first. Cabin load, if any,
used for loading. Loading in toilets, crew
shall be unloaded after all passengers have
compartments etc. is prohibited.
disembarked. Mail shall be unloaded before
other cargo. After completion of unloading the
All aeroplane specific limitations and
cargo, compartments shall be carefully
instructions (e.g. for loading unit load devices
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checked by a designated staff member for

- ULD's) shall be observed (see OM Part B).
damages, spilled liquids, contamination.
In compartments with pallet positions no load
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8.2.2.6.3 Securing of Load, Cabin

shall be stowed on the floor beside the
pallets. Special handling instructions (e.g. Cargo may only be carried in a passenger
"This Side Up") shall be observed for compartment if it is stowed and secured on an
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sensitive shipments which must be loaded approved cargo bin or seat container
carefully to prevent damage by other items. certificated to withstand specific load fact-ors;
Heavy and solidly packed pieces must be the bin must withstand the load factors and
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loaded at the bottom. emergency landing conditions multipl-ied by a

factor of 1.15 using the combined mass of the
Cargo shall be excluded from carriage if: bin and the maximum mass of cargo that may
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• it is not properly packed; be carried in the bin; the bin shall be attached
• it may damage or contaminate the to the seat tracks/floor structure, the seat
aeroplane or other load; container to the passe-nger seat; maximum
• special handling instructions/equipment loading limits shall be observed.
cannot be observed/supplied.

PART A 8 04-03-2021

Cabin loading shall be completed prior to Note: Take-off and landing are not
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boarding passengers, Emergency Exits shall permitted unless each serving cart is
not be obstructed. secured in its stowed position.
Installations are not permitted in a position
8.2.2.6.4 Securing of Load, Holds
that obscures any passenger's view of any
required "seat belt" or "no smoking" or "exit" All individual Items of load which, by their
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sign, nor in a location that restricts access to nature, shape or density, may constitute a
or use of any required emergency equipment hazard shall be restrained. Restraint can be
or exit, or of the aisle. Nor shall the equipment achieved by filling the compartment, net
hinder egress or impair the cabin crew's view. section, or ULD volumetrically, or by tiedown.
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Compartments, net sections and ULDs which
For hand baggage: are filled up to three-quarters of their height
are considered to be volumetrically full.
• Each item carried in a cabin must be Particular attention shall be given to
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stowed in a location that is capable of dangerous goods.
restraining it.
All packages containing such goods must be
• Mass limitations placarded on or adjacent
stowed in an upright position, If so indicated,
to stowages must not be exceeded.
have the hazard label visible and shall be
• Underseat stowage must not be used restrained to prevent their shifting or any
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unless the seat is equipped with a damage by other load.
restraint bar and the baggage is of such
size that it may adequately be restrained Whenever the available volume of the
by this equipment. compartment/net section is not completely
• Items must not be stowed in toilets or used, additional securing is necessary for:
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against bulkheads that are incapable of

• small pieces with high individual weight
restraining articles against movement
• load which, is sensitive against jolts or
forwards, sideways or upwards unless
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tilting
the bulkheads carry a placard specifying
the greatest mass that may be placed • pipes, bars, planks, machinery etc.
there.
Heavy items with an Individual weight of 150
• Baggage placed in lockers must not kg or more as well as wet freight shall always
prevent doors from being closed be lashed. Load in Individual net sections is
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securely. secured by compartment separation nets;

• Baggage must not be placed where it can after completion of loading the nets shall be
impede access to emergency equipment. fastened to the corresponding attachment
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fittings and tightened. On the main deck the

Items carried in passenger or crew crash net - where applicable - shall be
compartment (e.g. hand baggage of crew or properly installed. Securing of ULDs is
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passenger, each item of galley equipment, effected either by a restraint system on the
each serving cart not in use. any medical or compartment floor, or by the reinforced
other apparatus providing in flight medical aid overall compartment shell. Tie down straps,
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for passenger) shall be secured in such a way steel cables, other lashing equipment and
as not to become a hazard by shifting lashing rings shall conform to the standards
underthe appropriate load factors laid down by the Postholder Ground Handling
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corresponding to the ultimate inertia forces and be acceptable to the Authority.

specified in the emergency landing condition
of type certification.

PART A 8 04-03-2021

8.2.2.7 Special Loads 8.2.2.7.2 Battery Operated Wheelchairs
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8.2.2.7.1 Nig. CARs 9.5 excepts the carriage Before loading a wheelchair it shall be
of articles and substances which would be ascertained
otherwise classed as dangerous goods from • that the battery is securely attached to
the provisions of Chapter 9 to the extent the wheelchair,
specified in the “ICAO Technical instructions • that the battery is disconnected.
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for the Safe Transport of Dangerous Goods • that the battery terminals are insulated
by Air” (ICAO Doc 9284) provided that • In order to prevent short-circuits
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• they are required to be aboard the Wheelchairs which cannot be loaded, stowed
aeroplane in accordance with the relevant secured and unloaded in an upright position
NCARs 9.5.1.3 or for operating reasons must have the battery removed, the removed
• they are carried as catering or cabin battery shall be carried in strong rigid
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service supplies; packaging
• they are carried for use In flight as
veterinary aid or as a humane killer for an • packaging must be leak tight and
animal. impervious to battery fluid.
• they are carried for use in flight for medical • batteries must be protected against short
aid for a patient, provided that circuits, secured upright in their packaging
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and surrounded by compatible material
a) gas cylinders have been manufactured sufficient to absorb their total liquid
specifically for the purpose of containing contents
and transporting that part-icular gas, • packaging must be marked "BATTERY
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b) drugs, medicines and other, medical WET WITH WHEELCHAIR" and be

matter are under the control of trained labelled “corrosive"
personnel during the time when they are • packaging must be stowed/secured in
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in use in the aeroplane. accordance with the provision of Chapter

c) equipment containing wet cell batteries 8.2.2.6 and Chapter 9
is kept and, when necessary, secured in
an upright position to prevent spillage of The commander shall be informed by Special
the electrolyte, and Loads Notification of the location of the
d) proper provision is made to stow and battery aboard. The ground handling staff
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secure all the equipment during take-off shall send a message to the destination or
and landing and at all other times when transfer station indicating the passenger's
deemed necessary by the commander name/seat number and the location of
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in the interest of safety. wheelchair/battery
• they are carried by passengers or crew Note: Battery driven wheel chairs with dry
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members. cell batteries or non-spillable wet cell

batteries are rare they may be carried
Note: Articles and substances intended as as “checked baggage” in a
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replacements for those listed under baggage/cargo compartment provi-

the first point above shall be ded that the battery has been disco-
transported on an aeroplane as nnected and is securely attached to
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specified in the Technical Instru- the wheelchair and that the poles
ctions. have been insulated.

PART A 8 04-03-2021

8.2.2.7.3 Wet Cargo All load devices used for carriage of meat or
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“Wet Cargo" designates shipments similar organic material shall be cleaned and
containing liquids or which, by their nature, disinfected immediately after unloading.
may produce liquids and which are not
subject to the Dangerous Goods regulations: Handling staff shall, by Special Loads
Notification, inform the commander of such
• shipments of liquids in watertight cargo before departure and. by appropriate
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containers, message, the downline station(s).
• shipments of wet materials not packed in
such containers, e.g., fish packed in wet 8.2.2.7.4 Live Animals General
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ice, fresh meat, casings (fresh animal
guts), wet hides, skins, Carriage of live animals in the cabin is limited
• goods which may produce liquids (for by considerations of passenger safety and
live animals refer to Chapter 8.2.2.7.4). comfort and by the size of the cabin
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(separation of individual animals from each
Watertight containers shall meet the
other). Carriage in cargo compartments may
specifications of the ICAO Technical
require pressurization, ventilation, heating,
Instructions. They shall be able to withstand
lighting. Particulars are, therefore, specified
the variations in atmospheric pressure and
in each aeroplane's OM Part B. The following
temperature encountered in the course of
general guidelines have been developed:
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flight, without rupture or leakage. Other
containers shall be of high quality waterproof Cabin
material. Containers with cargo which may • With the exception of guide dogs for blind
produce liquids shall be leak-proof or contain passengers, only small pets weighing 5 kg
sufficient absorbent material. Packing shall or less may be carried in the cabin.
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allow for the maximum angles of roll and bank • Prior company approval must have been
the aeroplane may encounter during flight obtained.
without release of the liquid contents. • Such approval will stipulate that the pet
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Plastic tarpaulins shall be spread out on the shall be carried in a suitable leak-proof
aeroplane's or ULD's floor and walls so as to container or bag size 45 x 35 x 20 cm and
catch spillages. Containers shall be secured must stay in the container/bag, on the floor,
in an upright position. for the duration of the flight.
• The passenger, under whose care the pet
For wet cargo in containers which are not
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travels, must be in possession of all

watertight or waterproof, secondary documents required by the authorities at
measures shall be taken to ensure that any destination.
spillage is contained, by
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• Carriage of rodents and birds is only

• placing the shipment in a container of permitted by prior permission of Flight
sufficient volume to contain any spillage, Operations.
• The commander and handling staff shall
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• turning up the edges of the tarpaulin

against the aeroplane's/ULD's walls or ensure that no animal is carried in the
against other cargo so as to create a cabin which might impede an emergency
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second waterproof container around the evacuation.

shipment, and
• ensuring that obviously inadequate packed Note: For allocation of seats to a person
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or leaking packages have not been loaded with a guide dog or a pet animal refer
to prevent compartments, aeroplane to 8.2.2.2.
structure or its components and other load
from - damage and/or corrosion.

PART A 8 04-03-2021

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Cargo Compartments The handling staff will inform all down line
The carriage of live animals in cargo stations by appropriate messages. All dev-
compartments shall take the specific needs of ices used in carriage shall be thoroughly
the animals into account. The basic cleaned and disinfected immediately after
environmental requirements shall be unloading.
ascertained from all sources available. The
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temperature range and oxygen requi-rements 8.2.2.7.5 Perishable Cargo
must be matched by the heating and
Perishable goods are those whose condi-tion
ventilation capability of the cargo
or suitability may deteriorate if exposed to
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compartment provided. Feeding requirem-
undue changes In temperature or humi-dity,
ents must be met; e.g., for carriage of birds
or delay in carriage. They shall only be
on longhaul flights the cargo compartment
accepted for carriage when it is reasonably
lights shall be left switched on to enable the
certain that they will reach destination in good
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birds to feed during flight.
condition. Therefore, it is mandatory that the
shipper provides instructions as to the
Stowage and loading of animals shall follow
maximum acceptable duration of
the principles outlined in Chapter 8.2.2.6 and
transportation and any required special
8.2.2.7.3 and the following additional
handling.
guidelines shall be taken into account:
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• containers shall be stowed in such a This will enable the company to make
manner as to guarantee sufficient air appropriate en-route arrangements. The
circulation, temperature range and ventilation
• containers shall be accessible, without requirements of such cargo must be matched
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needing to be offloaded when care of the by the capabilities of the cargo compartment
animals is required at transit stations, provided. Perishable cargo shall be
• in the event of excessive delays, special accessible, without needing to be offloaded,
care - according to shipper's instructions -
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whenever any handling is required at a transit

shall be taken of the animal(s), or the destination station. Perishables
• containers shall normally not be loaded refrigerated with wet ice or containing fluid or
directly in front of/below air ventilation moisture which could leak out shall be treated
outlets or internal lighting, as wet cargo (refer to Chapter 8.2.2.7.3).
• animals which are natural enemies shall Perishables refrigerated with dry ice fall under
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not be loaded in close proximity to each the provisions of Chapter 9. Foodstuffs shall
other, not be loaded together with poisons,
• male and female animals should be infectious substances nor in close proximity
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stowed as far apart as possible, of live animals and non-cremated human

• in general, live animals shall not be loaded remains (refer to Chapter 8.2.2.10).
in close proximity to any other load which
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might have a negative effect on their The handling staff shall, by Special Loads
wellbeing or health. Notification, inform the commander before
departure of all perishables carried and their
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The handling staff shall, by Special Loads location. All downline stations shall be
Notification, inform the commander before informed by appropriate messages. Where
departure of all live animals, their require- necessary, the devices used in carriage shall
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ments and their location; the commander will be thoroughly cleaned and disinfected
brief the cabin crew on all animals carried in immediately after unloading.
the cabin.

PART A 8 04-03-2021

8.2.2.7.6 Human Remains
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Non-cremated human remains shall be 8.2.2.8 Classification of Load Com-
contained in a hermetically sealed inner coffin partments
of lead or zinc inside a wooden coffin. The
For the designation of aeroplane holds,
wooden coffin may be protected by' outer
compartments, bays and cabin the following
packing and should be covered by canvas or
definitions shall be used:
tarpaulins in such a way that the nature of its
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contents is not apparent. Such human
"BAY".A subdivision of a
remains shall not be loaded in close proximity
containerised/palletised compartment, i.e.,
to food for human or animal consumption or
ULD position.
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edible materials (refer to Chapter 8.2.2.10).
"CABIN".Thecompartment of an aeroplane
Note: Mourning ceremonies on the apron where passenger seats are installed.
should be avoided. "CABIN SECTION".Resulting from division of
the cabin into zones for the purpose of
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The commander, by Special Loads
Notification, and the down line stations shall balance.
be informed. "COMPARTMENT".A space designated
within a hold.
8.2.2.7.7 Carriage of Mail, Valuables "DECK".A structural floor level. For
and Weapons aeroplanes having one structural level only,
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The carriage of mail, valuables and unloaded this floor level shall be referred to as the main
weapons, per se, have no other relevance to deck. For aeroplanes having more than one
the safety of the aeroplane, its occupants and structural floor level the different levels shall
load than any other neutral cargo. 8.2.2.6 be referred to as lower deck. main deck and
applies for properly securing these items. upper deck, starting from bottom to top.
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"HOLD". The space confined by ceiling. floor,

Also the PIC must be notified prior to the, walls and bulkhead, used for carrying load.
departure of a flight about the number of "LEFT/RIGHT". To be understood as left and
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authorized armed persons on board the right in the direction of flight.

aircraft, and the location(s) of such persons. "SECTION, A subdivision of a non-
However, the potential destructiveness of containerised/palletised compartment, i.e.,
weapons requires their transportation to net section.
follow certain approvals and provisions which Each (type-specific) OM Part B shall provide
information on which cargo compartment
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are outlined in Chapter 9.

classification (A, B, C, D, E) is applicable for
In order to secure mail, valuables and an individual compartment.
weapons against damage, pilferage or theft The following cargo compartment
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the Company will discuss and agree classifications are prescribed:

appropriate provisions for storing, loading,
transport, unloading and, again, storage with (a) Class A. A Class A cargo or baggage
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the shipper and, where necessary, the compartment is one in which -"
recipient. 1. The presence of a fire would be
The commander shall be appropriately easily discovered by a crew
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briefed prior to departure orally, and by member while at his station; and
"Special Loads Notification". The downline 2. Each part of the compartment is
easily accessible in flight.
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station will be informed appropriately, i.e.,

where necessary by coded messages,
receipt of which shall be confirmed/ (b) Class B. A Class B cargo or baggage
ascertained before arrival of the aeroplane at compartment is one in which -
the downline station.

PART A 8 04-03-2021

1) There is sufficient access in flight to 2) There are means to exclude hazardous
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enable a crew member to effectively quantities of smoke, flames or other
reach any part of the compartment noxious gases, from any compartment
with the contents of a hand fire occupied by the crew or passengers;
extinguisher; 3) Ventilation and draughts are controlled
2) When the access provisions are within each compartment so that any fire
being used no hazardous quantity likely to occur in the compartment will not
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of smoke, flames or extinguishing progress beyond safe limits;
agent will enter any compartment 4) Reserved.
occupied by the crew or 5) Consideration is given to the effect of heat
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passengers; and within the compartment on adjacent critical
3) There is a separate approved parts of the aeroplane.
smoke detector or fire detector 6) The compartment volume does not
system to give warning to the pilot exceed 1000 cubic ft.
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or flight engineer station.
For compartments of 500 cubic ft or less, an
airflow of 1500 cubic ft per hour is
(c) Class C. A Class C cargo or baggage
acceptable.
compartment is one not meeting the
requirements for either a Class A or B (e) Class E. A Class E cargo compartment
compartment but in which - is one on aeroplanes used only for the
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1) There is a separate approved smoke carriage of cargo and in which -
detector or fire detector system to give 1) Reserved.
warning at the pilot or flight engineer 2) There is a separate approved smoke or
station; fire detector system to give warning at
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2) There is an approved built-in fire the pilot or flight engineer station;

extinguishing system controllable from 3) There are means to shut off the
the pilot or flight engineer stations; ventilating airflow to, or within the
3) There are means to exclude hazardous compartment, and the controls for these
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quantities of smoke, flames, or means are accessible to the flight crew

extinguishing agent, from any in the crew compartment;
compartment occupied by the crew or 4) There are means to exclude hazardous
passengers; and quantities of smoke, flames, or noxious
4) There are means to control ventilation gases, from the flight-crew
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and draughts within the compartment so compartment; and

that the extinguishing agent used can 5) The required crew emergency exits are
control any fire that may start within the accessible under any cargo loading
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compartment. condition.
(d) Class D. A Class D cargo or baggage

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compartment is one in which:

1) A fire occurring in it will be completely
confined without endangering the safety of
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the aeroplane or the occupants;

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PART A 8 04-03-2021

8.2.2.9 Dangerous Goods Steps/passenger jetways and catering trucks
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See Chapter 9. shall principally be positioned at the
aeroplane prior to opening the respective
8.2.2.10 Incompatibility Charts cabin doors, see 8.2.2.12 below.
Incompatibility charts in Chapter 9 and the Sufficient distance between ground equip-
AOM provide guidance on load ment and the aeroplane shall be maintain-
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incompatibilities; some dangerous goods ned in order to avoid damage caused by
may either be incompatible with other loads vertical movement of wings /fuselage during
or react dangerously with each other in case unloading/loading/refueling/defueling.
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of damage; as already outlined above, certain Utmost care shall be taken in shifting ground
types of special loads may also not be loaded equipment in the aeroplane's vicinity.
close to each other. Aeroplane type specific
load incompatibility charts (AOM) shall also Fuel hoses (see also Chapter 8.2.1) and
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specify permissible loading positions, or connections shall never be run over by
conversely, prohibited positions. ground equipment. Loading and servicing
equipment shall not be positioned or mano-
8.2.2.11 Positioning of Ground euvred under the wings.
Equipment
With the exception of fuel trucks, mobile
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Only appropriately trained Company staff or
equipment shall not be positioned within the
handling agents may operate mobile ground
venting areas during fuelling/defuelling (see
equipment.
also Chapter 8.2.1.2).
The pattern to be followed, for a given type of
aeroplane, in positioning loading and
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Equipment when parked away from, or

servicing equipment is published in the re- positioned at, the aeroplane shall have
spective AOM. parking brakes set.
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Ground equipment shall not approach the

aeroplane until all engines have been cut or Equipment approaching, manoeuvring at or
propellers stopped and the aeroplane's leaving the aeroplane shall not be driven
parking brakes have been set or the chocks faster than at walking speed.
are in position.
Aeroplanes and pedestrians have the right of-
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Note: When, in exceptional cases, one way. Equipment should never move acr-oss
engine must be kept running (e.g., the path of taxiing aeroplanes or of
when no ASU available) ground embarking/disembarking passengers. Pers-
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equipment shall only approach that onnel shall not ride on elevating platforms of
side of the aeroplane where all en- moving ground equipment.
gines have been cut. The
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commander and the ground handling 8.2.2.12 Operation of Aeroplane

staff shall, beforehand, have agreed Doors
on the course of action to be Aeroplane type specific normal, abnormal
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followed. and emergency procedures, concerning the

operation of the cabin and compartment
doors, are specified in the respective AOM.
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The following general guidelines shall be

observed:

PART A 8 04-03-2021

Normally, cabin and compartment doors, Electrically, Pneumatically or Hydraulically
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upon arrival, shall not be opened until all Operated Doors: No person shall operate
engines have been cut or propellers stopped such doors without having received prior
and the aeroplane's parking brakes have theoretical/practical training by properly
been set or the chocks are in position. qualified staff. For such training, the Com-
pany via the respective AOM(s), shall provide
Conversely, all doors shall be closed and detailed descriptions of such doors and their
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locked before start of engines. operation.
Note: When, in exceptional cases, one Note: For the operation of aeroplane doors
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engine must be kept running (e.g., in strong winds refer to the AOM
when no ASU available) doors may which specifies maximum
only be opened at the aeroplane's permissible wind speeds and other
side where all engines have been cut particulars to be observed.
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and propellers stopped or, in the case If difficulties occur when attempting
of a single engine aeroplane, at the to close doors in strong winds, the
back. The commander and the aeroplane shall be moved in order to
ground staff shall, beforehand, have position the doors concerned on the
agreed on the course of action to be downwind side.
followed, see also Chapter 8.2.2.11.
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8.2.2.13 Safety on the Ramp, lnclud-
All cabin, i.e., passenger and service, doors ing Fire Prevention, Blast and
shall normally be opened and closed by Suction Areas
members of the operating crew only, i.e.,
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from inside, or, in exceptional cases, by The provisions of Chapter 8.2.1, 8.2.2.1,
trained handling staff from in- or outside. 8.2.2.11,8.2.2.14,8.2.2.15 and Chapter 9
When opening such a door from outside, the have all been developed in order to secure
respective staff member shall ascertain the safety on the ramp of all aeroplanes,
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by knocking at the door, that nobody is crews, passengers, staff and load. The
standing in the danger area on the inside and following additional provisions shall be
that the escape slide is disarmed. observed:
Whenever steps/passenger jetways (see also • No unauthorised persons shall enter the
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Chapter 8.2.2.11) or catering trucks are used ramp.

the design of which does not permit opening • Smoking and the use of open fire is
or closing the doors when the equipment is in strictly prohibited.
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position, the respective doors shall only be • Ramp surfaces shall be frequently
opened immediately prior to the positioning of checked to prevent accidents caused by
the equipment and closed immediately after slipping/skidding on oil, ice or snow; such
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the equip-ment has been,removed. Main checks shall, as far as possible, also
deck cargo doors, cargo and lower serve to detect foreign objects on the
compartment doors shall normally be ramp surfaces which must be removed in
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operated by the handling staff. order to prevent "foreign object damage"

to the tyres and other parts of the
Manually Operated Doors: Their operation aeroplane, and to preclude "foreign
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does not require special training, but shall object ingestion" by an engine.
have been demonstrated to the staff • Ramp personnel shall wear ear
concerned before they are permitted to protection permanently, crew members
operate such doors. shall do so while on the ramp.

PART A 8 04-03-2021

Note: It is strongly recommended that all
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personnel, while on the ramp at
night, wear high visibility clothing.
• The responsible staff member in charge

shall ensure that the security zones around
the suction and blast areas of the individual
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aeroplane are observed and that no
personnel or equipment are within such
zones when the signals for engine startup
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are given (for safety distances refer to
AOM).
• As outlined in Chapter 8.2.1.2, during
fuelling/defuelling no vehicles (except fuel
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trucks) shall be positioned within the
venting areas. In addition, whenever fuels
other than Jet A1 are being uplifted, no
electrical appliances shall be connected or
disconnected within the venting areas.
Normally, the fuel vents are located at the
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wing tips and for aeroplanes with tail tanks
at the tip of the right-hand part of the
stabilizer. For details see AOM.
• Whenever fuel has been spilled,
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fuelIing/defuelling shall be stopped

immediately. It shall be removed or dried
up immediately in the presence of the fire
service (see Chapter 8.2.1.2).
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• Certain systems of the aeroplane shall not

be operated on the ramp (e.g., weather
radar, or while fuelling/defuelling, HF radio
transmitter). Refer to respective AOM.
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Cockpit Ground
ENGINE START
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“Ground from cock pit”. “Go ahead”.

“Ready to start all engines”. “All engines clear”.
“Ready for ground air”. “Ground air available”.
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Remove external electric”. “External electric removed”.

“Remove ground air”. “Ground air removed”.
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Cont’d
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PART A 8 04-03-2021

Notes: This either means “Steering
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8.2.2.14 Start-up, Ramp Departure bypass pin inserted” or, for
and Arrival Procedures aeroplanes not designed with a
steering bypass, is a request that
The marshaller's signals specified by ICAO flight crew shall not operate nose
Annex 2 are depicted in the Chapter "Rules of wheel steering.
the Air" of the RM under tab "AIR TRAF-FIC ** This also implies that the brake
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CONTROL" and Chapter "Signals for pressure is checked.
Aerodrome Traffic". *** When “clear" salute or hand
signals have been received and
Signals for engine start-up shall only be given
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acknowledged, the commander
after the staff member in charge has
shall challenge the copilot: Clear
ascertained that the security zones around
on the right." The copilot shall
the suction and blast areas have been
check the area to the right of the
cleared (refer to Chapter 8.2.2.13) and after
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aeroplane and it/when clear will
he has given "clearance for start-up".
respond "clear right". Taxi may
Depending on the type of aeroplane, the then be started.
ground to cockpit communication shall nor-
mally be performed by means of a headset; if The flight deck personnel shall carefully
that is impossible, the hand signals of the RM evaluate the situation around the aeroplane,
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shall be used. After disconnection of the particularly the distances to other aeroplane
headset, hand signals only apply. For type- and objects, select an adequate taxi speed
specific procedures and provisions see AOM. and handle throttles accordingly to minimise
blast effects and noise, particularly on start of
Normally, engine starting during pushback
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taxi-roll from standstill.

and towing is permitted. For communication
between flight deck and ground, the following
A high degree of awareness is required for all
phraseology shall be used:
low visibility taxi operations.
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Cockpit Ground
PUSHBACK
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“Ground from cockpit”. Go ahead”.

“Ready for pushback”. “Steering bypass. Release brakes”.
“Brakes released”. “Pushing back”.
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When pushback is complete:

“Set parking brakes”.
“Parking brakes set”. ** Tow bar removed. Steering normal”.
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When ready for taxi:

“Prepare aircraft for taxi, standing by for “Prepare aircraft for taxi, stand by for hand
hand signal on left-/right-hand side.”*** signal from the left”.
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TAXI IN AND PARKING

“Ground from cockpit”. “Go ahead”.
“Connect external power”. “External electric connected. Release
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brakes”.
“Brakes released”.

PART A 8 04-03-2021

In order to render the aeroplane visible to 8.2.2.15 Servicing of Aeroplanes
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other traffic, display of all lights (including
strobe lights) is recommended unless own Refuelling/defuelling (Chapter 8.2.1), de-icing
vision is thereby impaired. However, care and anti-Icing (Chapter 8.2.4),
shall be taken not to blind other traffic or embarkation/disembarkation of passengers
ground handling staff. (Chapter 8.2.2.1), loading/unloading and
securing of items (Chapter 8.2.2.6), the
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Taxiin and parking handling of special loads (Chapter 8.2.2.7)
The aeroplane shall not be parked without and Dangerous Goods (Chapter 9),
either proper marshalling or directional positioning of ground equipment (Chapter
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guidance lights calibrated for the aeroplane 8.2.2.11) and the operation of aeroplane
type. doors (Chapter 8.2.2.12) all form a part of an
aeroplane's servicing. They have been
A signal man should be available to monitor described in the chapters specified above.
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the progress of the aeroplane and observe For handling and servicing the aeroplane on
the parking gate for obstructions. If the the ramp in strong winds, refer to the AOM.
commander does not wish to use the guid-
ance lights he should stop the aeroplane and Potable Water
flash the landing lights; the marshaller will Potable water systems are susceptible to
guide the aeroplane using hand signals. contamination by bacteria and other micr-
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oorganisms. It is therefore essential that such
Upon stopping at the gate, hand signals only water is free from chemical subs-
shall be used by ground personnel to indicate tances/micro-organisms which might cause
that "chocks are in position" and "shut down illness, and that it is chlorinated. The
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engines". company ensures that suitable bacteriolo-

gical examinations of water samples taken
Parking brakes shall not be released until all from water supply systems, servicing vehicles
engines have been shut down and until the and aeroplane water systems are carried out
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cockpit personnel have ascertained that at least four times a year. Potable water
chocks have been inserted and that the servicers shall not be filled up from the same
aeroplane is not moving. tap as toilet servicers.
Potable water servicers and toilet servicers

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Note 1: shall not be parked in the same area. Per-

Company aeroplanes may be taxied on the sonnel engaged in toilet servicing shall not
movement area of an aerodrome only by a perform water service.
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person
The Company in cooperation with its han-
dling agents has drawn up a list of those
• authorised and found competent by
stations where uplift of potable water is
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the Company, and

permitted.
• competent to taxi the aeroplane and
to use the required means of com-
Removal and Disposal of Waste
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munication, and
According to Article 14(3) of the WHO's
• instructed in respect to aerodrome International Health Regulations, “every port
layout, routes, signs, marking, and airport shall be provided with an effective
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lighting, ATC instructions, and all system for the removal and safe disposal of
applicable procedures. excrement, refuse, waste water, condemned
food, and other matters dang-erous to
Note 2: health”. The Company's handling agent will
For ramp operations in ice, snow or freezing provide warning when the remo-val of waste
precipitation refer to Chapter 8.2.4.13. at a specific aerodrome is not

PART A 8 04-03-2021

ensured. Such information must be relay-ed, • Special Loads Notification, Dangerous
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by Ground Operations, to the flight deck and Goods Notification, (*)
cabin crews. • Dangerous Goods Transport
Document, (*)
Oxygen • General Declaration, (*)
Special safety provisions shall be observed • Passenger Manifest(s), Cargo Manifest(s)
when oxygen bottles of the aeroplane are (*)
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being filled or exchanged (i.e., • Air Mail Documents. (*)
connection/disconnection to/from system): * (when required for the flight)
• No passenger shall be on board.
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• No ground power unit shall be Forms
connected or disconnected. • Occurrence Report form,
• The AOM specifies which electrical • Aeroplane Technical Log form,
systems shall be “off" or, alternatively, • Air Traffic Incident form (as specified
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shall not be operating. by ICAO Doc. 4444, Attachment J),
• No fuelling/defuelling is permitted. • Bird Strike form,
• Filling/exchanging is not permitted • Dangerous Goods Occurrences Report
during a thunderstorm. form.
Cleaning of Cabin
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Note: For storage periods refer to Chapter
Cleaning should have been finished, and 2.1.
cleaning personnel should have left the
aeroplane before passenger embarkation. 8.2.2.17 Multiple Occupancy of Aero-
plane Seats
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If passengers stay on board during transit,

cabin cleaning should be performed in such a Multiple occupancy of crew seats, whether
way as not to disturb the passengers. The by crew members or by passengers, is
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flight deck may only be cleaned under strictly prohibited.

supervision of an authorised employee of the
company. For multiple occupancy of a passenger's
seat, refer to Chapter 8.2.2.2 and 8.3.11.2.
8.2.2.16 Documents and Forms for
Aeroplane Handling 8.2.2.18 Smoking Regulations
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Airport authorities prohibit smoking in

Documentation
designated areas of the terminal buildings as
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The following documentation or copies well as on the ramp. Refer to Chapter 8.2.1.2,
thereof shall be carried on board, and shall, 8.2.1.3, 8.2.2.1, 8.2.2.13. As far as smoking
upon request, be presented by the common board is concerned,' refer to 8.3.15.9.
ander of the aeroplane, to a authority
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representative: In order to minimize fire and health hazards,

smoking is prohibited on all United Nigeria
• Aeroplane Technical Log,
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flights. This is standing policy of the airline.

• Flight and Maintenance Report,
Operational Flight Plan, ATS Flight Plan
8.2.3 Procedures for the Refusal of
(in case of "repetitive" ("stored") flight
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Embarkation
plans, the appropriate details),
NOTAM/AIS/MET briefing documentation,
8.2.3.1 A passenger shall be refused carriage
• Mass and Balance Documentation, and/or removed from the aircraft when, in the
• Takeoff Data Sheet, exercise of reasonable discr-etion, the
• Special Categories of Passenger handling staff or the commander decides that
Notification, (*)

PART A 8 04-03-2021

− such action is necessary in the interest of who, in turn, will initiate the appropriate
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safety of the aeroplane or its occupants; or action, if necessary calling upon the service
− such action is necessary to prevent of law enforcement officers.
violation of laws, regulations or decrees of
any country to be flown from, Into or over; 8.2.4 De-Icing and Anti-Icing on the
or Ground
− the conduct, behaviour or appearance of 8.2.4.1 General
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the passenger make him objectionable to
other passengers; or Most of the difficulties during Cold Weather
− the age or mental or physical condition of Operations are encountered on the ground.
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the passenger is such as to require special Consequently, awareness and anticipation of
specific situations are required by all
assistance which cannot be provided.
personnel associated with the operation' of
8.2.3.2 Any person who appears to be under aeroplanes.
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the influence of alcohol or drugs to the extent
that the safety of the aeroplane or its Any deposit of frost, ice, snow or slush on the
occupants is likely to be endangered shall be external surfaces of an aeroplane may
refused embarkation. drastically affect its flying qualities because of
reduced aerodynamic lift, increased drag,
modified stability and control characteristics.
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Notes: Furthermore, freezing deposits may cause
1. The above requirements imply, of moving parts, such as elevators, ailerons, flap
course, that the cabin crew shall, in actuating mechanism etc., to jam and create
flight, be discreet in serving alco-holic a potentially hazardous condition.
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beverages to passengers. No such

beverages shall be served to Propeller, engine, APU and system
performance may deteriorate due to the
passengers who appear to be on the
presence of frozen contaminants to blades,
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verge of intoxication, or to inad-

missible/deported passengers or intakes and components. Also, engine
their escorts or to passengers or operation may be seriously affected by the
other persons admitted to the flight ingestion of snow or ice, thereby causing
deck. No person shall be allowed to engine stall or compressor damage. In
drink any alcoholic beverage unless addition, ice / frost may form on certain
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staff of the operator has served that external surfaces (e.g. wing upper and lower
surfaces, etc.) due to effects of cold fuel/
beverage to him.
structures, even in ambient temperatures well
2. This requirement does not apply to
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above 0°C.
medical patients who - even though It is imperative. therefore, that any deposits
under the influence of drugs - are adhering to a parked aeroplane are comp-
under proper care, i.e. the require-
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letely removed (de-icing) and, if conditions

ements of 8.2.2.3 must have been exist for the formation of ice before take-off,
met and, where considered nece- the aeroplane horizontal" surfaces and
ssary by the person issuing the
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controls are coated with an ice-preventing

written report on fitness for travel, an agent (anti-Icing) which will retain its effect-
escort has been provided. tiveness for the period between application
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and take-off (holdover time).

8.2.3.3 Whenever it becomes necessary to
remove a passenger from an aeroplane in Specific procedures must be followed when
accordance with 8.2.3.1 or 82.3.2 above, the ground de- / anti-icing is necessary. The
flight crew shall inform the handling staff various local rules concerning aircraft cold
weather operations are very specific and
shall be strictly adhered to.

PART A 8 04-03-2021

A pilot shall not take-off in an aircraft that Anti-Icing Fluid - Anti-icing fluid includes
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has: but is not limited to the following:
a) frost, snow or ice on any propeller, i) Type I fluid if heated to min 60° C
windshield or power plant Installation or at the nozzle;
on airspeed, altimeter, rate of climb or ii) Mixture of water and Type I fluid if
flight altitude instrument systems; iii) heated to min 60° C at the nozzle;
b) snow, slush or ice on the wings or iv) Type II fluid;
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stabilisers or control surfaces, in gaps v) Mixture of water and Type II fluid;
between the airframe and control vi) Type III fluid;
surfaces, or in gaps between' control vii) Mixture of water and Type III fluid;
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surfaces and control tabs or any frost on viii) Type IV fluid;
the upper surfaces of wings or ix) Mixture of water and Type IV fluid.
stabilisers or control surfaces. Note: On uncontaminated aeroplane
The contamination check shall include the surfaces Type II, III and IV anti-icing
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detection of clear ice and underwing frost. For fluids are normally applied
the limits on the thickness / area of unheated.
contamination the respective OM Part B has Check - An examination of an item against
to be consulted. the relevant standard by a trained and
Under no circumstances shall an aircraft that qualified person.
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has been anti-iced receive a further coating of Cold-soak Effect - The wings of an aircraft
anti-icing fluid directly on top of the are said to be "cold-soaked" when they
contaminated film. If an additional treatment contain very cold fuel as a result of
is required before flight, a complete de-icing / having just landed after a flight at high
altitude or from having been re-fuelled
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anti-icing shall be performed. Ensure that any

residues from previous treatment are flushed with very cold fuel. Whenever
off. Anti-icing only is not permitted in this precipitation falls on a cold-soaked
case. aeroplane when on the ground, clear
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icing may occur.

Under certain meteorological conditions de-
icing and/or anti-icing procedures may be Even in ambient temperatures between -2°C
ineffective in providing sufficient protection for and +15 °C, Ice or frost can form in the
continued operations. Examples of these presence of visible moisture or high humidity
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conditions are freezing rain, ice pellets and if the aircraft structure remains at O°C or
hail, heavy snow, high wind velocity, fast below. Clear ice is very difficult to be detected
dropping OAT or any time when freezing visually and may break loose during or after
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precipitation with high water content is take-off. The following factors contribute to
present. No Holdover Time Guidelines exist cold-soaking:
for these conditions. − temperature and quantity of fuel in fuel
cells,
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8.2.4.2 Definitions − type and location of fuel cells,

− length of time at high altitude flights,
Active Frost - Active frost is a condition
−
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temperature of re-fuelled fuel and

when frost is forming. Active frost occurs
when aircraft surface temperature is: − time since re-fuelling.
− at or below 0°C (32oF). and Contamination - Contamination is
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− at or below dew point. understood as all forms of frozen or

Anti-Icing - A precautionary procedure that semi-frozen moisture, such as frost,
provides protection against the form- snow, slush or ice.
ation of frost or ice and accumulations Contamination check- Check of
of snow or slush on treated surfaces of aeroplane surfaces for contamination,
the aircraft for a limited period of time to establish the need for de-icing.
(holdover time). . De-Icing - Procedure by which frost, ice,
PART A 8 04-03-2021

snow or slush is removed from an and/or the flight crew about the
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aeroplane in order to provide clean presence of frost, ice, snow or slush on
surfaces. the aeroplane surfaces.
De-Icing Fluid - Such fluid includes, but is Hail - Precipitation of small balls or pieces
not limited to, the following: of ice with a diameter ranging from 5 to
i) Heated water; >50 mm (0.2 to >2.0 in.) falling either
ii) Type I fluid; separately or agglomerated.
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iii) Mixture of water and Type I fluid; Holdover Time - Estimated time period for
iv) Type II fluid; which an anti-Icing fluid will prevent the
v) Mixture of water and Type II fluid; formation of frost or ice and the
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vi) Type III fluid; accumulation of snow on the prote-cted
vii) Mixture of water and Type III fluid; surfaces of an aircraft, under weather
viii) Type IV fluid; conditions, as specified und-er 8.2.4.8.
ix) Mixture of water and Type IV fluid.
Ice Pellets - Precipitation of transparent
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Note: De-icing fluid is normally ap- (grains of ice), or translucent (small hail)
plied heated to ensure maxi-mum pellets of ice, which are spherical
efficiency. or irregular and which have a diam-eter
De-lcing/Anti-lcing - is the combination of of 5 mm (0.2 in.) or less. The pellets of
the procedures described under "Anti- ice usually bounce when hitting hard-
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Icing" and "De-Icing" above. It may be ground.
performed in one or two steps. Light Freezing Rain - Precipitation of liq-
uidwater particles which freezes upon
Freezing Conditions - Conditions in which
impact with the ground or exp-osed
the outside air temperature is below
objects, either in the form of dro-ps of
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+3°C (37.4 OF) and visible moisture in

more than 0.5 mm (0.02 in) or smaller
any form (such as fog with visibility
drops which, in contrast to drizzle, are
below 1.5 km, rain. snow, sleet or ice
widely separated. Meas-ured intensity
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crystals) or standing water, slush, ice or

of liquid water particles are up to 2.5 mm
snow is present on the runway.
(0.10 in)/hour or 25 grams/dm2/ hour
with a maximum of 0.25 mm (0.01 in) in
Freezing Drizzle - Fairly uniform precipi
6 minutes.
tation composed exclusively of fine
drops (diameter less than 0.5 mm [0.02
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Lowest Operational Use Temperature

in]) very close together which freezes
(LOUT) - The lowest operational use
upon impact with the ground or other
temperature (LOUT) is the higher
exposed objects.
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(warmer) of
Freezing Fog - A suspension of numerous a) The lowest temperature at which the
minute water droplets which freezes fluid meets the aerodynamic
upon impact with ground or other
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acceptance test for a given type (high

exposed objects, generally reducing the speed or low speed) of aircraft, or
horizontal visibility at the earth's surface b) The freezing point of the fluid plus the
to less than 1 km (518 mile).
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freezing point buffer of 10oC for Type I

Freezing Precipitation - Corresponds to fluid and 7°C for Type II. III or IV fluids.
freezing rain or freezing drizzle. For applicable values refer to the fluid
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Frost / Hoar Frost - Ice crystals that form manufacturer's documentation.

from ice saturated at air temperatures Moderate and Heavy Freezing Rain–
below 0°C (320F) by direct sublimation precipitation of liquid water particles
on the ground or exposed objects. which freezes upon impact with the
Ground Ice Detection System (GIDS) ground or other exposed objects, either
System used during aeroplane ground in the form of drops of more than 0.5 mm
operations to inform the ground crew (0.02 inch) or smaller drops which,

PART A 8 04-03-2021

in contrast to drizzle, are widely meter of less than 1 mm (0.04 in.).
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separated. Measured intensity of liquid When snow grains hit hard ground, they
water particles is more than 2.5 do not bounce or shatter.
mm/hour (0.10 inch/hour) or 25 Note: For holdover time purposes treat
grms/dm2/hour. snow grains as snow.
Post Treatment Check - An external Snow Pellets - Precipitation of white,
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checkof the aeroplane after de-lcing opaque particles of ice. The particles
and/or anti-icing treatment accomp- are round or sometimes conical; their
lished from suitably elevated obser- diameter range from about 2-5 mm
vation points (e.g. from the de-icing (0.08-0.2 in.). Snow pellets are brittle,
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equipment itself or other elevated easily crushed, they do bounce and may
equipment) to ensure that the aero- break on hard ground.
plane is free from any frost, ice, snow, 8.2.4.3 Types of Icing
or slush.
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Frost -Ice-crystal deposits formed on cold,
Pre- Take-off Check - A check to assess clear nights by sublimation on surfa-ces
whether the applied holdover time is which have a temperature lower than
still appropriate. This check is norm-ally the surrounding air. Such depo-sits on
performed from inside the flight-deck .. leading edges and upper surf-aces,
Pre- Take-off Contamination Check – A even when they are very thin (hoar frost)
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check of the critical surfaces for cont- can seriously affect an aeroplane's
amination. This check will be perfor- performance. Frost 3mm or less on the
med when the condition of the critical lower surface of a wing has no effect
surfaces of the aeroplane cannot be and may be discounted. The OM Part B
effectively assessed by a pre-take-off specifies limits of frost deposits for take-
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check or when the applied holdover time off.

has been exceeded or if there is any Dry Snow - Fine, powderlike snow which
doubt regarding the effectivity of anti- does not stick and may be blown or
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icing. This check is normally brushed away.

accomplished from outside the aircraft Wet Snow - Has a much higher liquid
just before commencing take-off roll. content and tends to stick on airfra-
Rain and Snow - Precipitation in the form me/engine components and may
of mixture of rain and snow. freeze.
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Rime ice - An opaque white or milky

deposit formed by the rapid freezing of
Rain or High Humidity (On Cold Soaked supercooled water droplets, trap-ping
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Wing) - Water, visible moisture or air between them, as they impi-nge

humidity forming ice on the wing upon an
surface, when the temperature of the
aeroplane's wing surface is at or below
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exposed aeroplane. In fog, mist or

0°C (32o F). drizzle conditions with temperature at or
Slush - Snow or ice that has been reduced below freezing point rime ice can form
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to a soft watery mixture. on any part of the aeroplane and may

Snow- Precipitation of ice crystals, most of become very thick on the windward
which are branched, star-shaped or side.
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mixed with unbranched crystals. At Clear Ice - A coating of ice, generally clear
temperatures higher than -5°C (23oF), and smooth, but with some air pockets.
the crystals are generally agglome- It is formed on exposed objects at
rated into snowflakes. temperatures at, below or slightly above
Snow Grains - Precipitation of very small the freezing temperature by freezing of
white and opaque particles of ice that super-cooled drizzle, droplets or
are fairly flat or elongated with a dia- raindrops. Since only little
PART A 8 04-03-2021

air is trapped the result is a clear or conditions, such as freezing drizzle or rain,
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glazed appearance. may be beyond the certification envelope of
Crews must be aware of the difficulty the aeroplane.
of detecting clear Ice and, in some
situations; its presence may only be During the one-step procedure, holdover time
detected by touch. It can also form on begins at the commencement of de/ anti-
aeroplane surfaces below a layer of icing,whereas with the two-step procedure
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snow or slush. holdover time begins with application of the
Significant deposits can form on upper final (anti-icing) step.
wing surfaces in the vicinity of fuel tanks
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after refuelling with low temperature fuel In case the calculated holdover time after
or when sufficient supercooled fuel anti-icing has expired prior to take-off,
remains in tanks after a long flight at complete de/anti-icing must be performed. It
altitude. This has occurred with ambient must be assured that previous treatment is
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temperatures as high as 14°C. completely washed off or de-iced before a
Conversely, refuelling with relatively new coating of anti-icing is applied.
warm fuel can cause dry falling snow to
melt with the danger of refreezing on the Caution: Heavy precipitation rates high
upper surface of the wing. wind velocity or jet blast may
reduce holdover time below the
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8.2.4.4 De- / Anti-Icing Procedures
lowest time calculated in ta-bles
During Cold Weather Operations, two 8.2.4.8. Holdover time may also be
procedures are available, which can be used reduced when aeroplane skin
in combination. temperature is lower than OAT.
De-Icing, where any deposit of frost, slush or
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ice is completely removed from the wing, 8.2.4.6 AeroplaneDe-/ Anti-Icing Fluids
stabilizer and control surfaces. This is usually
regarded as one-step procedure. Aircraft manufacturers normally publish
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Anti-Icing, usually regarded as step two, but de-icing techniques in their Aircraft
also possible as stand-alone treatment in Maintenance Manuals.
case no prior contamination exists.
The de/anti-Icing process should be Other sources of guidance material
continuous and as short as possible. Anti- associated with de-icing are:
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icing should therefore be carried out as near • The Association of European Airlines
to the departure time as operationally (AEA) "Recommendations for De-Icing/
possible in order to utilize maximum holdover Anti-Icing of Aircraft on the Ground".
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time. • SAE International "Aircraft De-Icing!

Note: De-icing / anti-icing fluids shall be Anti-Icing Methods with Fluids·.
heated according to the fluid • ICAO Doc 9640-AN/940 "Manual of
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manufacturer's guidelines. Aircraft Ground De-lcing/Anti-lcing

Operations".
8.2.4.5 Holdover Time
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Holdover protection is achieved by a layer

Ofanti-icing fluid remaining on and TYPE I FLUIDS (unthickened type)
protecting aeroplane surfaces for a The freezing point of the type I fluid mixture
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defined period of time. used for either one-step de-icing/anti-icing or

as a second step in the two-step operation
Holdover times are not meant to imply that shall be at least 10°C (18 OF) below the
flight is safe in the prevailing conditions if outside air temperature. In no case shall this
the specified holdover time has not been temperature be lower than the lowest
exceeded. Certain meteorological opera-tional use temperature (LOUT).

PART A 8 04-03-2021

Due to its properties, Type I fluid forms a thin, Type II, III, and IV fluids used as de-icing!
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liquid-wetting film on surfaces to which it is anti-icing agents may have a lower temp-
applied, which gives a reduced hold-over time erature application limit of -25oC (-13oF). The
depending on the prevailing weather application limit may be lower, provided a 7oC
condition. (12,6oF) buffer is maintained between the
freezing point of the neat fluid and outside air
Type I fluids provide protection mainly against temperature. In no case shall this
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refreezing in conditions where precipitation is temperature be lower than the lowest
not expected. However, due to low viscosity, operational use temperature (LOUT).
it provides only limited anti-icing protection
during freezing precipitation. It is used
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With this type of fluid the holdover time can
predominantly for removing frozen deposits be extended by increasing the concentra-tion
from aircraft surfaces, either as the first step of fluid in the fluid/water mix up to the
in a two-step operation or where precipitation maximum holdover time available from
has stopped.
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undiluted fluid. These provide it with special
With this type of fluid, increasing the viscosity properties, which are a function of
concentration of fluid in the fluid/water mix the temperature and wind shear forces.
does not provide any extension in holdover
time. When the aeroplane is at rest or travelling
(taxiing) at low speeds, the fluid forms a
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Note: After a Type I fluid reaches the
uniform film over wing and tail plane. As soon
holdover time limit it may change its
as the speed exceeds 30 knots or more, the
condition from fluid to solid state (ice)
viscosity breaks down, causing the fluid to
in 30 seconds. This is known as a
flow-off the aerodynamic surfaces. This
flash freeze.
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leaves the aeroplane clean. The rapid flow-off

As for effective anti-icing an even layer of of these fluids is guaranteed even at
thickness of fluid is required over the temperatures of -25oC (-13oF), and thus
prescribed aeroplane surfaces, Type I fluids under arctic conditions.
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provide only limited holdover effectiveness.

Therefore, for longer anti-icing protection, TYPE II FLUID
undiluted, unheated Type II or Type IV fluids With Type II fluids AEA specifies a minimum
shall be used. freezing point of -32°C in undiluted form and
-10oC when diluted with 50% water. A
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TYPE II FLUIDS, TYPE III and TYPE IV minimum of four hours protection against ice
FLUIDS (thickened type) formation at -5oC under condition of high
These fluids contain a thickener and humidity (surface temperature of -5oC and air
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generally have a lower glycol content in its temperature of 0oC) is specified. A 30 minutes
concentrate form than Type I fluid thus protection period against freezing rain under
providing longer holdover time. This conditions of surface and air temperatures of
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effectively means that when applied to the -5oC is also specified.

surface of an aircraft the viscosity is high, thus
allowing the fluid to remain on and protect Type II fluids provide protection against
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against freezing precipitation for a period of, re-freezing in conditions of precipitation.

time.
TYPE III FLUID
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However, the increasing effect of the air-flow Type IIIfluid is a thickened fluid intended
over the wing during the take-off roll will especially for use on aeroplanes with low
effectively shear the fluid, reducing its rotation speed.
viscosity and allowing it to readily flow off the
critical surfaces.

PART A 8 04-03-2021

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TYPE IV FLUID
This fluid is similar in both composition and
operation to Type II fluids. However, thr-ough
the use of advanced thickening sys-temsit is
able to provide more holdover time than Type
II fluids, when used in conc-entrated form. As
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with Type II fluids the holdover time can be
extended by increasing the concentration of
fluid in the fluid/water mix. Type IV fluids are
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usually colored green.
Caution:
1. Fluids based on alcohol are prohibited.
because they can cause window crazing.
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2. The higher viscosity of Type II fluids and
Type IV fluids have the advantage of a
longer holdover time but may cause
problems to aeroplane types with a low
lift-off speed due to the viscous property.
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The low lift-off speed might not be
sufficient to allow the fluid to “run back"
and disappear from the aerofoil. As a
consequence the centre of pressure will
change, resulting in a delayed rotation
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and Iift-off. It is therefore Imperative to

check the instructions In the OM Part
B/AFM and in the crew bulletin for winter
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operation.
3. The application of type II, III, or IV fluid,
especially when used in a one step
process or in the first step of a two step
process, may cause residues to collect in
aerodynamically quiet areas, cavities and
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gaps. Dried residues may rehydrate and

freeze following a period of high humidity
and/or rain conditions. This may impede
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flight control systems. These residues

may require removal. The use of hot
water or heated mix of type I fluid/water
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for the first step of a two-step de-

icing/anti-icing process will minimise the
formation of residues.
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°C Degrees Celsius
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o
F Degrees Fahrenheit
OAT Outside Air Temperature
FP Freezing Point
LOUT Lowest Operational Use Temperature

PART A 8 04-03-2021

8.2.4.7 Guideline and Limits
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8.2.4.7.1 Guideline for Application of Type I fluid / Water Mixtures
(Minimum Concentration) as a Function of OAT
One-Step Procedures Two-step procedure
OAT De-Icing/Anti-icing First step: Second step:
De-icing Anti-Icing(1)
-3oC(27o F)
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Heated water or a heated Heated mix fluid and
and above Heated mix of fluid and mix of fluid and water water with a freeze
below water with a freeze point of Freeze point of heated fluid point of at least 10
-3 oC(27 oF) at least 10 o C(18 o F) below mixture shall not be more o
C(18 o F) below
C
o o
Down to LOUT OAT than 3 C(5 F) above OAT OAT
NOTE 1: Temperature of water of fluid/water mixtures shall be at least 60 oC (140 F) at the nozzle.
Upper temperature limit shall not exceed fluid and aircraft manufacturers recommendations.
NOTE 2: This table is applicable for the use of Type I Holdover Time guidelines. If holdover times
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are not required, a temperature of 60 oC(140 oF) at the nozzle is desirable.
NOTE 3:To use Type I Holdover Time Guidelines, at least 1 liter/m2 (-2 Gals/100ft2) must be applied
to the de-iced surfaces
CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified, a
stronger mix (more glycol) may need t be used to ensure sufficient freeze point
buffer.
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(1) To be applied before first step fluid freezes, typically within 3 minutes
8.2.4.7.2 Guideline for Application of type II, Type III and Type IV fluid / Water
Mixture (Minimum Concentration) as a Function of OAT
Concentration of neat fluid/water mixture in vo.% / vol%
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OAT One-Step Procedures Two-step procedure

De-Icing/Anti-icing First step: Second step:
De-icing Anti-Icing(2)
-3oC(27o F) 50/50 heated (3) o
Water heated to 60 C (140 F) minimum at 50/50
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and above Type II, III or IV the nozzle or a heated mix of type I, II, III Type II, III or IV
or IV with water
below 75/25 heated (3) Heated suitable mix of Type I, II, III or IV 75/25 (3)
-3oC(27o F) Type II, III or IV with FP not more than 3oC(5 F) above Type II, III or IV
to -14oC(7 oF) actual OAT
below 100/0 heated (3) Heated suitable mix of type I, II, III or IV 100/0
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-14oC(7o F) Type II, III or IV with FP not more than 3 oC(5 F) above Type II, III or IV
to actual OAT
-25oC(13 oF)
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below Type II / type III / Type IV fluid may be used below -25oC(-130F) provided that the freezing point of the fluid is at leat
-25oC(-13o F) 7oC (13oF) below OAT and that aerodynamic acceptance criteria are met (LOUT). Consider the use of Type I/water
mix when Type II, III or IV fluid cannot be used (see chapter 8.2.4.7.1)
1) Fluids must only be used at temperatures above their LOUT.
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2) To be applied before first step fluid freezes, typically within 3 minutes

3) Clean aircraft may be anti-iced with unheated fluid.
NOTE: For heated fluid and fluid mixtures, a temperature not less than 60 oC(140oF) at the nozzle is
desirable. When using in the first step a heated fluid/water mix with a freezing point above
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OAT, it is strongly recommended that the temperature at nozzle is at least 60oC and at least 1
liter/m2 (-2 Gals/100ft2) is applied to the surfaces to be deiced. Upper temperature limit shall
not exceed fluid and aircraft manufacture’s recommendations.
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CAUTION 1: Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger
mix (more glycol) may need to be used to ensure a sufficient freeze point buffer. As fluid
freezing may occur, 50/50 type II or IV fluid shall not be used for the anti-icing step of a
cold soaked wing as indicated by frost or ice on the lower surface of the wing in the area
of the fuel tank.
CAUTION 2: An insufficient amount of anti-icing fluid, especially in the second step of a two-step
procedure, may cause substantial loss o holdover time. This is particularly true when
using a Type I fluid mixture for the first step (de-icing).
CAUTION 3: Some fluids shall on y be used undiluted. For some fluids the lowest operational use
temperature may differ.
PART A 8 04-03-2021

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8.2.4.7.3 De-Icing temperature Limits (for heated first step fluid in two-step procedure)
Fluid (see tables 1 and 2 for procedure) Usable for de-icing down OAT
Hot water -3oC/27 oF (3oC/5 oF below freezing point)
Type I 3 oC/5 oF below determined freezing point
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(see table 4)
Type II/50 -17 oC/1 oF
Type II/75 -25 oC/-13 oF
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8.2.4.7.4 Anti-icing Temperature Limits – Lowest Operational Use Temperature (L.O.U.T)
Refer to fluid manufacturer’s documentation, for obtaining the Lowest Operational Use
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Temperature.
8.2.4.8 Table for Holdover Times

Note: Holdover time guidelines can also be obtained for individual fluid products and these
“brand name” holder times will be found to differ from the tables published here.
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8.2.4.8.1 Guideline for Holdover Time Anticipated for Type I Fluid Mixtures as a Function
of Weather Conditions and OAT
OAT Approximate holdover times under various weather conditions (hours:

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minutes)
o o Active Freezing *Snow/ ** Freezing Light Rain on cold Other ***
C F
Frost Fog Snow Drizzle Freezing Soaked
Grains Rain Wing
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-3 and 27 and 0:45 0:11-0:17 0:06-0:11 0:09-0:13 0:02-0:05 0:02-0:05 ****

above above
below - Below 0:45 0:08-0:13 0:05-0:08 0:05-0:09 0:02-0:05
3 to -6 27 to 21
Below - Below 21 0:45 0:06-0:10 0:04-0:06 0:04-0:07 0:02-0:05 CAUTION:
6 to -10 to 14 No Holdover time
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Guidelines exist
below Below 0:45 0:05-0:09 0:02-0:04
-10 14
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* In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times.
** If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain”
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holdover times.
*** Other conditions are: Heavy snow, snow pellets, ice pellets, hail, moderate freezing rain
and heavy freezing rain.
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**** No holdover time guidelines exist for this condition for 0oC(32oF) and below.
Type I fluid/Water Mixture is selected so that the Freezing Point of the mixture is at least
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10oC(18oF) below actual OAT.
Caution: The time of protection will be shortened in heavy weather conditions. Heavy
precipitation rates or high moisture content, high wind velocity or jet blast over
time may also be reduced when the aircraft skin temperature is lower than OAT.
Therefore, the indicated times should be used only in conjunction with a pre-take
off check.
PART A 8 04-03-2021

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Type I fluids used during ground de-icing/anti-icing are not intended for and do not provide ice
protection during flight.
8.2.4.8.2 Guideline for Holdover Time Anticipated for Type II Fluid Mixtures as a Function
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OAT Type II Fluid Approximate holdover times under various weather conditions
Concetration (hours: minutes)
Neat
o o Fluid/Water Active
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C F Freezing *Snow/ ** Light Rain on cold Other ***
(vol% /Vol% Frost Fog Snow Freezing Freezing Soaked Wing
Grains Drizzle Rain
100/0 8:00 0:35-1:30 0:20-0:45 0:30-0:55 0:15-0:30 0:05-0:40 ****
-3 and 27 and 75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25 0:05-0:25 *****
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above above 50/50 3:00 0:15-0:30 0:05-0:15 0:05-0:15 0:05-0:10
below -3 Below 27 100/0 ***** *****
to -14 to 21 8:00 0:20-1:05 0:15-0:30 0:15-0:45 0:10-0:20 CAUTION:
75/25 5:00 0:20-0:55 0:15-0:20 ***** ***** No Holdover time
0:15-0:30 0:05-0:15 Guidelines exist
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Below Below 100/0 8:00 0:15-0:20 0:15-0:30
-14 to 7 to 13
-25
below Below 100/0 Type II fluid may be used below -25oC (-13oF), provided the freezing point
-25 13 of the fluid is at least 7oC(13oF) below the OAT and the aerodynamic
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acceptance criteria are met. Consider use of Type I fluid when Type II
fluid cannot be used (see table 8.2.4.8.1)
oC Degrees Celsius OAT Outside Air Temperature

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o
F Degrees Fahrenheit VOL Volume
holdover times.
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*** Other conditions are: Heavy snow, snow pellets, ice pellets, moderate heavy freezing
rain.
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***** No holdover time guidelines exist for this condition below -10oC (14oF)
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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 also be reduced when the aircraft skin temperature is lower than OAT.
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off check.
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Type II fluids used during ground de-icing/anti-icing are not intended for and do not provide ice

PART A 8 04-03-2021

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8.2.4.8.3 Guideline for Holdover Time Anticipated for Type III Fluid Mixtures as a Function
OAT Type III Approximate holdover times under various weather conditions
Fluid (hours: minutes)
Concetra-
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oC oF tion Active Freezing *Snow/ ** Light Rain on ***
Neat Frost Fog Snow Freezing Freezing cold Other
Fluid/Water Grains Drizzle Rain Soaked
(vol% /Vol%) Wing
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100/0 2:00 0:20-0:40 0:10-0:20 0:10-0:20 0:08-0:10 ****
-3 and 27 and 0:06-0:20
above above 75/25 1:00 0:15-0:30 0:08-0:15 0:08-0:15 0:06-0:10 ****
0:02-0:10
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50/50 0:30 0:10-0:20 0:04-0:08 0:05-0:09 0:04-0:06 CAUTION:
below -3 Below 27 100/0 2:00 0:20-0:40 0:09-0:15 0:10-0:20 0:08-0:10 No Holdover time
to -10 to 14 75/25 1:00 0:15-0:30 0:07-0:10 0:09-0:12 0:06-0:09 Guidelines exist
Below Below 100/0 2:00 0:20-0:40 0:08-0:15

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-10 14
Type III fluid may be used below -10oC (14oF), provided the freezing point of the fluid is at least 7oC(13oF)
below the OAT and the aerodynamic acceptance criteria are met. Consider use of Type I fluid when Type III
fluid cannot be used (see table 8.2.4.8.1)
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oF Degrees Fahrenheit VOL Volume
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holdover times.
rain.
N
O
C
off check.
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Type III fluids used during ground de-icing/anti-icing are not intended for and do not provide ice
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PART A 8 04-03-2021

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8.2.4.8.4 Guideline for Holdover Time Anticipated for Type IV Fluid Mixtures as a Function
OAT Type IV Approximate holdover times under various weather conditions

Fluid (hours: minutes)
Concetra-
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oC oF tion Active Freezing *Snow/ ** Light Rain on ***
Neat Frost Fog Snow Freezing Freezing cold Other
Fluid/Water Grains Drizzle Rain Soaked
(vol% /Vol%) Wing
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100/0 12:00 1:15-2:30 0:35-1:15 0:40-1:10 0:25-0:40 ****
-3 and 27 and 0:10-0:50
above above 75/25 5:00 1:05-1:45 0:20-0:55 0:35-0:50 0:15-0:30 ****
0:05-0:35
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50/50 3:00 0:15-0:35 0:05-0:15 0:10-0:20 0:05-0:10 CAUTION:
below -3 Below 100/0 12:00 0:20-1:20 0:20-0:40 ***** ***** No Holdover time
to -14 27 - 7 0:20-0:45 0:10-0:25 Guidelines exist
75/25 ***** *****
5:00 0:25-0:50 0:15-0:35 0:15-0:30 0:10-0:20
Below Below 100/0 12:00 0:15-0:40 0:15-0:30
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-14 to 7 - 13
-25
Below Below 100/0 Type IV fluid may be used below -25oC (13oF), provided the freezing
-25 -13 point of the fluid is at least 7oC(13oF) below the OAT and the
aerodynamic acceptance criteria are met. Consider use of Type I fluid
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when Type IV fluid cannot be used (see table 8.2.4.8.1)

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oF Degrees Fahrenheit VOL Volume
holdover times.
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rain, hail.
No holdover time guidelines exist for this condition below -10oC(14oF)
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*****
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N
off check.
Type IV fluids used during ground de-icing/anti-icing are not intended for and do not provide ice
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PART A 8 04-03-2021

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8.2.4.9 Taxi-through De-Icing to start de-icing/anti-icing surfaces well away
De-icing with engines running may be from the open door, provided that:
performed in taxi-through facilities at a) the Commander is informed and has
particular airports. The OM Part B/AFM agreed to this procedure before spra-
prescribes procedures and checklists for this ying;
procedure. Pre-briefing must be conducted b) passengers and staff will not be
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between the flight crew and the ground agent subjected to fluid overspray;
personnel conducting the de-Icing to ensure c) fuselage in the vicinity of the open door is
that the ground personnel is aware of any not treated;
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specific requirements called for by the flight d) wind conditions are such that fluid or fluid
crew or dictated by the OM Part B/ AFM. VHF overspray cannot reach the passenger
contact must be maintained with the de-Icing door area.
supervisor throughout the operation. The de-
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Icing supervisor is respon-sible for confirming This procedure is not recommended if
that the aeroplane is completely free of ice or passengers are boarding the aircraft via
snow prior to releasing it. open stairs.
The lowest possible power setting should be
Note Doors shall not be closed until all ice
used, flaps extended (if not otherwise
or snow has been removed
LL
specified in OM Part B/AFM) and the air-
from the surrounding area.
conditioning switched OFF to prevent
de-icing fluid from entering the cabin.
8.2.4.11 Communication
Before leaving the de-Icing facility, perform a
During off-gate de-icing/anti-Icing a two-way
flight control and flaps check whilst ground
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communication between flight crew and de-

personnel observe control surface
icing/anti-icing operator/supervisor must be
movement.
established prior to the de-Icing/ anti-Icing
As soon as the aeroplane is clear of the
treatment. This shall be done either by
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facility, the air-conditioning may be switched

Intercom or by VHF radio. In case VHF is
ON again. Verify that the taxi and take-off
used, the register or "tail number" of the
checklists are duly completed. When lining up
aircraft instead of flight number must be used
for take-off and prior to releasing the brakes
during all communications. During treatment
accelerate the engines to verify proper
all necessary information to cockpit must be
operation.
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given by this means (Beginning of treatment.

treatment of sections requiring deactivation of
8.2.4.10 OFF-Gate de-icing
aircraft systems, anti-icing code, etc.).
In general, prior to the application of de-
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Contact with flight crew may be closed after

ic-ing/anti-icing fluids all doors and windows
anti-icing code and readiness for taxi-out has
should be closed and all service vehicles/
been announced.
personnel should be clear to prevent:
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When off-gate de-icing/anti-icing area is

a) galley· floor areas being entered by taxiing, a sufficient taxi and
contaminated with slippery de-icing stopping guidance must be arranged, or
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fluids marshaller assistance must be given. In case

b) upholstery becoming soiled; radio, contact must be established before
c) vehicles/personnel becoming
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entering the de-icing/anti-icing area, the signs

contaminated with fluid. with clearly marked operation fre-quency
must be visible from the cockpit before
However, when ramp activities have been entering this area.
completed and all doors, except the forward
passenger door, are closed, it is permissible The de-icing/anti-icing operator together with
the airport authorities must publish all

PART A 8 04-03-2021

necessary information about how to operate In case of continuing precipitation the
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on the off-gate site by NOTAM or in the OM Commander shall assess, whether or not the
Part C. applied holdover time is still appropriate. After
receiving the anti-icing code, he is
This information has to include at least the responsible for ensuring that the
location of, and standard taxi routing to the relevant control surfaces remain free of frost,
de-icing/anti-icing area, means to coordinate ice, slush and snow until take-off.
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the de-icing/anti-icing operation, means to
communicate before and during the de- Under normal circumstances the ground
icing/anti-icing operation and information handling agent is responsible for correct and
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about taxi and stopping guidance. comprehensive de-icing of the aero-plane
and for the visual check upon completion,
Following standard communication termi- paying particular attention to the upper
nology is recommended during off-gate de- surfaces of wings and stabiliser.
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icing/anti-icing procedures: The visual check may be performed by the
De-Icing: "Set parking-brakes, confirm aircraft flight crew.
is ready for treatment, inform on any special The following information shall be recorded
requests.” and be communicated to the Commander by
referring to the last step of the procedure and
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After aircraft is configured for treatment: in the sequence provided below:
Cockpit: "Brakes are set, you may begin
treatment and observe .....(any special 1) fluid type (I.e. Type I, II, III or IV)
requests like: ice under wing/flaps, clear-ice 2) concentration of fluid within the fluid/
on top of wing, snow on fuselage, ice on water mixture, expressed as a
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landing-gear, anti-ice with type IV fluid,etc)” percentage by volume (not required for
Type I)
De-Icing: "We begin treatment now and 3) local time (hours:minutes) at the
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observe .... (special request given, like “ice beginning of the final de-icing/anti-icing
under wing", etc.). I will call you back when step
ready". 4) date (day, month, year)
5) complete name of the anti-icing fluid
Only after equipment is cleared from aircraft ("brand name")
and all checks are made: Example: TYPE II/75 19:30 (08 DEC 2003)
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De-Icing: "De-icing/anti-icing completed, anti- ("complete name of anti-icing

icing code is:….. (plus any additional info fluid')
needed). I am disconnecting, standby for
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Protection period is measured from the time

clear signal at right/left and/or contact, of treatment start. After satisfactory de-/anti-
ground/tower for taxi clearance." icing it is for the Commander to decide
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whether the holdover time is adequate for

Cockpit: "De-icing/anti-icing completed, taxiing and take-off.
anti-icing code is…..”
Note: A degraded type II, type III or type
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IV fluid shall be used with the

8.2.4.12 Responsibility
holdover time guideline for type I
The Commander is responsible for effective fluids (see Chapter 8.2.4.8.1).
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de/anti-icing to conform with OM Part B and .

legal requirements. 8.2.4.13 Post De-Icing Check
His request for such treatment and the fluid When de-icing has been completed a careful
mixtures used will always take precedence inspection must be carried out by a trained
over locally recommended procedures. and qualified person and in accordance with
the manufacturer's recommendation. This is
to confirm that flying and control surfaces

PART A 8 04-03-2021

have been cleared and that hinge slots, static taxiways. Test braking and steering
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vents, intakes and drain holes are free of any capabilities frequently. Maintain a greater
obstruction. If possible, control surfaces and distance than normal from other traffic to
linkages should be moved through their full avoid jet-blast which could adversely affect
ranges. anti-ice treatment and/or blow contaminants
onto the aeroplane.
Any contamination found shall be removed
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by further de-icing/anti-icing treatment and Engine thrust may need to be higher than
the check shall be repeated. normal to overcome the drag caused by slush
or snow. Changes should be made slowly and
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8.2.4.14 Information to Commander carefully to avoid blowing equipment and/or
contaminants into other aircraft.
Whenever de-icing has taken place the
commander (or the person designated by the
Flaps should be kept UP when taxiing through
commander) must make an appropriate entry
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slush or standing water, with pretake-off
in the technical log showing the local time of
checks delayed until they are able to be
start, the de-icing fluid type and the
lowered and anti-skid selected ON.
concentration.
8.2.4.16 Take-off
8.2.4.15 Ramp and Taxi Precautions
Take-off is prohibited if any of the following
Icy conditions on the ramp/gate area mean
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conditions exist:
that the push-back vehicle may not be able to
develop sufficient traction to push the
a) snow, ice or frost deposits are adhering to
aeroplane with engines running. In this case,
the wings, control surfaces, engines or
after completing checks down to eng-ine
propellers of the aeroplane;
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start, have the aeroplane pushed back, to a

b) heavy fall of wet snow with ambient
position from which it can taxi forward, before
temperature around freezing point;
starting engines. Be aware that idle thrust
c) moderate or heavy freezing rain;
may be sufficient to move the aeroplane
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d) the runway braking action is reported as

forward even though the parking brake is set.
“poor" (braking coefficient less than 0.25).
Be alert to the possibility of engine inlet ice
Observe appropriate performance limitat-ions
build-up during taxi and ground holding
for take-off. Acceleration will be adversely
operations. Ice can form in engine inlets at
affected by slush or standing water on the
temperatures above 10°C with high humi-dity
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runway, which cause significantly greater

present during extensive ground holds with
drag. Be alert for conditions which could
the engines at idle. If visible moisture is
affect stopping and directional control should
present with a temperature below that
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it become necessary to abort.

specified in the OM Part B, nacelle anti-ice
systems must be selected ON after each Line up carefully and ensure that the nose
engine is started. wheel is straight, as skidding of an offset nose
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Ensure that probe and sensor heating wheel upsets directional control. Apply thrust
systems are ON before taxiing. slowly to prevent asymmetry which would
also affect directional control.
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Taxi with great care since rutted areas cause

steering problems. Neither aircraft nor ground During take-off roll maintain positive forward
vehicles are capable of stopping quickly. pressure on the nose wheel and use rudder
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When guide lamp installations are available, for directional control as soon as it becomes
make use of them to align the aircraft in the effective.
gate area. Snow may cover the normal taxi
markings. Be alert to the possibility of foreign
object damage due to high snow in ramp
areas or along narrow

PART A 8 04-03-2021

(same areas, same amount and type of fluid,
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8.2.4.16.1 Rejected/Aborted Take-off same mixture strength), even if the frost is
only present on one wing. The trained and
Directional control problems may be qualified person releasing the aircraft must
aggravated during an aborted take-off due to check that the treatment was done
excessive anti-skid cycling and/or individual symmetrically and that all frozen deposits
wheels skidding. The rudder must be used as have been removed, and then report the
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the primary steering aid and, to regain details of the treatment to the Commander.
directional control, be prepared to release
wheel brakes, cancel reverse thrust and Note: Holdover times do not apply.
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re-select forward idle. Brakes should be re-
applied when directional control is regained. 8.2.4.18 Residues
Do not “pump” the wheel brakes when the Dried fluid residues occur when surfaces
anti-skid system is ON. have been treated but the aircraft has not
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subsequently been flown and not been
8.2.4.16.2 Rotation Technique subject to precipitation. The fluid may than
During take-off in poor weather conditions or have dried on the surfaces.
in a contaminated runway situation, take-off
roll and rotation shall be the same as for a Repetitive application of thickened de-icing/
normal take-off situation, holding light forward anti/cing fluids may lead to subsequent for-
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pressure and using rudder and aileron to mation/buildup of a dried residue in aero-
maintain directional control. Target pitch dynamically quiet areas, such as cavities and
attitude shall be attained using normal gaps. This residue may re-hydrate if exposed
rotation rate of 2-3°/sec. This will ensure that to high humidity conditions, prec-ipitation,
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any abnormal pitch-up tendency due to washing, etc and Increase to many times its
possible residual contamination over the original size/volume. This residue will freeze
airfoil is detected early and the wing angle of if exposed to .conditions at or below 0oC. This
attack does not become higher than normal. may cause moving parts such as elevators,
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ailerons, and flap actuating mechanisms to

If pitch-up or lateral Instability is exper-ienced stiffen or jam in- flight.
after lift-off, use elevator, rudder and aileron
to maintain the desired attitude. Apply Re-hydrated residues may also form on
maximum available thrust and use smooth exterior surfaces, which can reduce lift,
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continuous control inputs to avoid over increase drag and stall speed.
controlling.
Re-hydrated residues may also collect inside
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Do not allow further increase in pitch attitude control surface structures and cause clogging
until full lateral control has been regained. of drain holes or imbalance to flight controls.
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Select wing and stabilizer anti-Ice systems to Residues may also collect in hidden areas:
ON as soon as practicable after lift-off. around flight control hinges, pulleys grom-
mets, on cables and in gaps.
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8.2.4.17 Local wing frost removal

8.2.4.19 Training and Qualification
For frost limited to a small patch on the upper
De-Icing/anti-icing procedures must be
wing surface only, and when no precipitation
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carried out exclusively by personnel trained

is falling or expected, "local area" de-icing
and qualified on this subject.
may be carried out.
Companies providing de-icing/anti-icing
Spray the affected area with a heated fluid/ services should have both a Qualification
water mix suitable for a One-Step Proced-
ure, then spray the same area on the other
wing. Both wings must be treated identically
PART A 8 04-03-2021

Programme and a Quality Assurance Pro- k) Special provisions and procedures for
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gramme to monitor and maintain an contract de-icing/anti-icing (if applica-
acceptable level of competence. ble).
l) Environmental considerations, e.g.
Training for crews where to de-ice, spill reporting,
Both initial and annual recurrent training for hazardous waste control.
flight crews and ground crews shall be m) New procedures and development,
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conducted to ensure that all such crews lessons learned from previous winters.
obtain and retain a thorough knowledge of n) Conditions which can lead to the
aircraft de-icing/anti-Icing policies and formation of ice on the aircraft.
procedures, including new procedures and
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lessons learned. Training success shall be Records
proven by an examination/assessment which Records of personnel training and quail-
shall cover all training subjects. fications shall be maintained for proof of
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qualification.
The theoretical examination shall be in
accordance with Nig.CARs or any equ-ivalent
requirements. The pass mark shall be 75%
and only persons passing this examination
can be qualified.
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For personnel performing the actual de-
Icing/anti-Icing treatment on aircraft, practical
training with the de-icing/anti-icing equipment
shall be included.
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Training subjects shall include but are not

limited to the following (when applicable):
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a) Effects of frost, ice, snow, slush and fluids

on aircraft performance.
b) Basic characteristics of aircraft de-
icing/anti-icing fluids, including causes
and consequences of fluid degradation
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and residues.
c) General techniques for removing
deposits of frost, ice, slush, and snow
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from aircraft surfaces and for anti-Icing.

d) De-icing/anti-icing procedures in gen-eral
and specific measures to be perfo-rmed
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on different aircraft types.

e) Types of checks required.
f) De-icing/anti-icing equipment and
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facilities operating procedures including

actual operation.
g) Safety precautions.
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h) Emergency procedures.
i) Fluid application and limitations of
holdover time tables.
j) De-icing/anti-icing codes and communi-
cation procedures.

PART A 8 04-03-2021

8.3 FLIGHT PROCEDURES VFR are, and will continue to be such as to
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make it possible for the flight to be conducted
8.3.1 VFR/IFR Policy in accordance with VFR.
8.3.1.1 General
8.3.1.5 Visual Look-out to be main-
Except as local VFR flights, no flight shall be
tained
operated unless full use of air traffic control
The general policy to maintain a· visual look-
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services or advisory services are made. All
out to avoid collision with otherflying objects
flights (except local VFR-flights) shall be
(e.g., met-balloons, gliders, aero-plane ... ) or
operated in accordance with the instrument
obstacles shall be enforced during VFR
flight rules. There may be routes, where
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flights and VFR-portions en-route.
portions thereof do not allow IFR flights due
to missing Instrument facilities and/or air Special attention must be paid to the traffic
traffic control services. This will primarily be situation at or in the vicinity of a VFR airport.
the case, when departing from an Small and low speed aeroplanes (e.g., 70
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uncontrolled VFR airport and/or landing at KIAS) may create problems when in the same
such an airport. Those flights will be identified traffic pattern; gliders, in particular, are
on the ATS-flight plan as follows: “Y” - when difficult to see and to recognize due to their
the flight is started under IFR “Z” - when the low frontal profiles!
flight is started under VFR 8.3.2 Navigation Procedures
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All NUA flights must have filed IFR flight plan 8.3.2.1 General
and obtained an appropriate ATC clearance An aeroplane shall not be operated unless the
before commencement. navigation equipment required or othe-rwise
The flight operations manager may - with the installed is approved and installed in
accordance with the applicable requirem-ents
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approval of the Authority - specify exceptions

from the general policy to operate under IFR including operational and airworthiness
permitting pure VFR flights on some very requirements and the minimum standards
applicable.A failure of a single unit required
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short routes or when operating non-revenue

flights or local sight-seeing flights. for operation may not result in the inability to
operate safely on the route to be flown.
8.3.1.2 Flights taking off from VFA
Airports expecting an IFR Detailed information about the required
Clearance for the En-route operational status of equipment is provided in
Portion of the Flight the MEL
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No aeroplane shall take-off from a VFR air- Note: Operation in a designated special area,
port unless able to maintain full VMC (as per or usage of specialized navigation system,
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8.1.4, Annex 2 or national VFR-minima) until requires prior satisfactory demon-stration

the IFR clearance becomes effective. flight for the Authority.
8.3.1.3 Flights which are planned to
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terminate at a VFR Airport Similarly, no one may operate an aircraft type

in commercial air transport unless a
No aeroplane shall cancel IFR unless ob- satisfactory initial certification demonstration
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served and reported Met-conditions permit flight is first conducted for the Authority on the
the maintenance of full VMC from that point aircraft type.
where IFR is cancelled until landing.
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8.3.1.4 Pure VFR-Flights, VFR-Portions The Authority may authorize deviations from
En-route this section if the Authority finds that special
VFR flights shall not be commenced unless circumstances make full compliance with this
current meteorological reports or a combi- section unnecessary.
nation of current reports and forecasts indi-
cate that the conditions along the route or
along that part of the route to be flown under
PART A 8 04-03-2021

Whether navigating on manually tuned
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8.3.2.2 Policy navigation aids, on the navigation system or
Navigation and communication equipment is on radar vectors, cross-checks of the primary
installed to enable or to assist flight crews to aids are essential. The sole use of the
perform and/or to optimize flights with regard airborne navigation systems carried on the
to safety, comfort and economy. Pilots are aeroplane is not adequate for all phases of
responsible for the correct use of the flight and should be supplemented by specific
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equipment in accordance with the limitations independent checks using those equipment
laid down in the OM Part B. not directly required for navigation.
Flight plans activated in the navigation
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Continuous monitoring of the equipment and
its performance is mandatory during any use system shall be checked by both Pilots
of it. way-point by waypoint against the- flight plan.
Where a FMS is also suitable and authorised
Special attention must be paid to the eng- for preflight planning (when an Operational
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agement status of systems used in order to Flight Plan is not available) and for inflight
avoid late recognition of mode or config- replanning, all available means (e.g., Route
uration changes which could result in abn- Facility Charts) shall be used to crosscheck
ormal situations (e.g., unscheduled the corresponding data.
disengagement).
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For adhoc in-flight replanning (other than
8.3.2.3 Flight Guidance on preplanned routes as outlined under
Flight guidance consists of those functions 8.1.7.4 or 8.1.7.5), pilots must not only check
which assist the crew in tracking flight par- if the fuel requirements of chapter 8.1.7 will
ameters selected manually or generated by a be met, but also if the available navigational
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navigation or a performance system. They aids for the replanned route and/or the
make use of systems and their associated replanned destination as well as the airborne
controls (e.g., Autopilot, Flight Director). equipment will be sufficient and satisfactory
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for a safe conclusion of the flight.

8.3.2.4 Compulsory Use
Phases of flight requiring compulsory use of 8.3.2.7 Procedures
the systems are specified in the OM Part B
Notwithstanding the overall responsibility of
(e.g., Autopilot, Flight Director).
the commander for precise navigation and
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proper use and handling of navigation sy-

8.3.2.5 Procedures for System
stems, the Pilot Flying (PF) is responsible for
Degradation
the selection of the navigation aids and of the
Degradation of on-board equipment must be
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required navigation system configuration.

taken into consideration for any in-flight
planning/replanning with regard to destin-
The PF, whenever flying manually, will direct
ation and alternate weather, and for fuel
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the Pilot Non Flying (PNF) to set specific

planning for en-route conditions.
nav-aids. In such cases, the PNF is re-
Any downgrading of ground facilities must be sponsible to set, identify and check the nav-
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assessed with regard to possible increased aids specified by the PF and to establish the
landing minima at destination and/ or required navigation system configuration.
alternate airports. When flying on autopilot, the PF sets and
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identifies the nav-aids and checks the navi-

8.3.2.6 Navigation gation system configuration. Any changes
The most important principle governing the made by PNF shall be made at request of,
performance of all navigation tasks is redu- and be checked by the PF.
ndancy, as navigational errors carry a
significant risk potential.

PART A 8 04-03-2021

The pilots shall inform each other of any A DME distance check at glide slope inter-
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doubts about the reliability of a navigation cept should be performed whenever possi-
aid or of a system. ble. An altitude check must be performed at
For flights or portions of a flight conducted at the OM position or its equivalent.
altitudes where safe terrain clearance is not FMS vertical navigation features may not
contingent upon navigation accuracy, the substitute for altitude preselect procedures
on-board navigation system redundancy and practices.
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may be considered acceptable as long as
the aeroplane's computed positions are 8.3.2.8 Navigation Aids
checked at regular intervals against
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displayed navigation aids, where these aids Navigation aids should be selected for cov-
are available. In areas where such aids are erage and geometry with adequate cross
not available (e.g., sea, desert)" traffic checks. Distance information for cross
separation provided by ATC accounts for the checks shall be used only if a DME is co-lo-
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reduced navigation accuracy. cated with a VOR which coincides with a
Safe terrain clearance is dependent on waypoint. DMEs co-located to ILS or ap-
navigation accuracy for take-off and climb. proach localizers normally indicate zero DME
at touch down and therefore unless otherwise
If the departure procedures are stored in the specified, are not suitable for navigational
navigation database, the on-board nav- purposes other than the final approach.
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igation system must be in the update mode Notwithstanding the above crew shall ensure
and the system-computed positions checked that for each route and area, the navigation
continuously against displayed navigation system and facilities enable navigation
aids. If these conditions cannot be met, take- aircraft;
off and climb must be performed according
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1) Within the degree of accuracy

to conventional radio-navigation. required for ATC and
If the arrival procedures for descent and 2) To the airports in the OFP within
necessary degree of accuracy for
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approach are stored in the navigation data-

base the on-board navigation system must operation.
be in the update mode and the system- For routes outside controlled airspace, crew
computed positions must be checked con- shall use Nig. CAR’s approved non-visual
tinuously against displayed navigation aids. ground aids in Ops Specification. Route
The use is restricted down to MOCA/ segments requiring celestial or other means
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MORA/MSA and intermediate approach al- of navigation will be done on Nig. CAR’s
titude, unless the system is certified for use approval.
in the approach according to the AOM.
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If these conditions are not met, the whole 8.3.2.8.1 Report of Navigation and
descent and approach procedure must be Communication failure while operating in
controlled airspace, the commander shall
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performed by using conventional radio-nav- report as soon as practical to ATC any

igation. malfunction of navigation, approach or
ILS facilities of all categories are known to
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produce false beams outside their coverage communication equipment occurring in flight.
sectors due to radiation aberrations. Such These reports shall specify:
beams are subject to being captured without
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a warning flag. In order to ensure proper 1. Aircraft identification

localizer beam capture, the ILS mode shall 2. Equipment affected
not be armed until the vicinity of the beam has 3. The degree to which his capacity to
been ascertained and checked by operate under IFR in the ATC system
independent navigation aids and the capture is impaired and
shall be monitored by the same means. 4. Nature and extent of ATC assistance
desired.

PART A 8 04-03-2021

Note: Climb for Obstacle Clearance. If unable Navigation and approach aids must not be
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to contact ATC, or if ground obstructions used:
intervene, each pilot shall climb to a higher - Whenever positive identification is not
IFR altitude immediately after passing the possible.
point where minimum altitude applies, at or - Whenever reports or other information
above the Minimum Crossing Altitude. (e.g., NOTAMS) indicate that a system
might be unreliable or inadequate for en-
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Enroute facilities may be expected to provide route navigation or approach. Published
reliable information along the published minima apply to the unrestricted
routes define. The coverage area of an en- availability of approach aids.
route navigation facility depends on power
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output, sitting and disturbances. VHF facilities 8.3.2.9 MNPS Navigation
require line-of-sight conditions while NDB For operation in Minimum Navigation
reception is affected by atmospheric electro- Performance Specification (MNPS) Navigation
magnetic activity.
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airspace, Company
Locators in TMAs normally provide reliable
guidance within 25 NM only. - Aeroplanes are equipped with navigation
equipment that complies with the minimum
ILS localizer beam width and range available navigation performance specifications
for guidance is normally of 30 on either side of according ICAO Doc 7030 (Regional
the centerline, and10 NM respectively. Within Supplementary Procedures). “Description
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300 on either side of this sector, coverage is and Requirements” for MNPS are also listed
provided normally tothe extent that a full- on Jeppesen ATLANTIC ORIENTATION
scale deflection to the correct side is CHARTS (En-route Chart AT(H/L)1/2).
available. and
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ILS glide path azimuth coverage sector width - flight crew are trained and authorized to
is normally 80 on either side of the centerline perform such operations by the
and extends normally to at least 10Nm. The Authority.
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elevation available for guidance ranges Detailed procedures (including e.g.

normally from at least 20above to 1,50 below timekeeping) and information are
the nominal glide path, below which full-scale provided in the OM part B.
fly-up deflection is available.
For RSVM-Procedures and information refer
Aberrations affecting these design features to Appendix 4 of this chapter.
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ranging from multipath interference to

fluctuations due to reflections from taxiing 8.3.2.10 POLAR Navigation
aeroplanes and from antenna over-flights (Reserved)
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may still occur within the ILS coverage sector,

particular when weather condition do not 8.3.2.11 RNAV
require low visibility procedure restrictions. AREA Navigation (RNAV) is a method of
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navigation which permits aircraft operation on

If not otherwise specified for certain any desired flight path. Aircraft position is
procedures, annually tuned navigation aids determined by processing data from one or
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more sensors (VOR, DME, INS, GPS, etc.).

must be positively identified at the time of Navigation parameters such as distance and
selection. VOR or ILS associated DMEs bearing to waypoint are computed from the
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require separate identification. aircraft position and the location of the

Whenever elements of information relative to waypoint.
position are contradictory, the reliability of any The Required Navigation Performance (RNP)
relevant navigation aid(s) should be verified is a parameter describing lateral deviations
by additional independent means. from assigned or selected track as well as
along track position.

PART A 8 04-03-2021

The navigation database installed in the upon the nature of the reported failure and the
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aircraft must be checked for its validity before overall traffic situation. Continued operation
the flight. in accordance with the current ATC clearance
may be possible in many situations. When
It is the crew’s responsibility to ensure that the
this cannot be achieved, a revised clearance
navigation accuracy is maintained. In
may be required to revert to VOR/DME
particular, the utmost care will be taken to
navigation. The crew will then, on each ATC
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avoid the following the following common
frequency change, report the situation by
mistakes:
announcing “NEGATIVE - RNAV” on initial
a) Insertion errors. The pilot has the
contact.
correct coordinates or waypoints of his
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cleared route, but he inserted incorrect
8.3.2.12 P-RNAV
data into the system; particular care
should be exercised in case of re- Background
clearance. Precision-RNAV (P-RNAV) is the natural
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b) De-coupling. The pilot allows the progression from Basic RNAV (B-RNAV).
autopilot to become de-coupled from the Initial application is in the terminal Area and
equipment which he thinks is providing P-RNAV track keeping equates to cross track
steering output. accuracy of RNP 1 (+ 1 NM). P-RNAV
c) Using faulty equipment. The pilot might procedures are designed to a common set of
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continue to use a navigation system design principles specific to RNAV equipped
which was becoming inaccurate. aircraft.
These P-RNAV procedures will replace the
B-RNAV
wide variation of RNAV procedures in
B-RNAV (Basic Area Navigation) is in
European ECAC Terminal Airspace that do
application since 1998 in both lower and
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not have a common basis. It has been

upper European airspace. B-RNAV implies
recognized that a large variation of principles
RNP 5, that is during 95% of the flight time,
and requirements in RNAV operations is not
no more than maximum 5 NM error from
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without safety implications.

intended flight path is allowed.
P-RNAV is expected to be progressively
replaced by RNP-RNAV operations from
In order to comply with the above
about 2005.
requirement, the aircraft must be certified for
B-RNAV operation in order to file an IFR flight
Flight Planning
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plan in the B-RNAV FIRs/UIRs.

For an aircraft with P-RNAV approval, “P”
shall be inserted in the FPL Item-10, in
See MEL requirements and applicable
addition to the “R” for BRNAV approval.
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aircraft procedures related to navigation

accuracy.
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When filing a flight plan for an aircraft fitted

with RNAV equipment, having a navigation
accuracy meeting RNP-5, insert the NOTAMS
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designator “R” in item 10 of the flight plan. The NOTAMS must advise lack of availability
As a result of a failure or degradation of the of any navigation infrastructure required for
RNAV system below RNP 5, an aircraft shall the intended operation, including any non-
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not enter the B-RNAV airspace, nor continue RNAV contingencies and must be confirmed
operations in accordance with the current air for the period of intended operation. GNSS
traffic control clearance. ATC must be specific: if a stand-alone GPS is to be used
advised and a revised clearance shall, for P-RNAV, the availability of RAIM must be
whenever possible, be obtained by the pilot. confirmed with account taken of the latest
Subsequent air traffic control action in respect information from the US Coastguard or from
of that aircraft will be dependent the EUROCONTROL AUGUR website

PART A 8 04-03-2021

(www.ecacnav.com) which gives details of Database
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satellite non-availability. The onboard navigation database must be
current and appropriate for the intended
Minimum Equipment List (MEL) operation and include the relevant navigation
Any Navigation equipment unserviceability aids, waypoints, and coded Terminal Area
must be checked against MEL for effect on Procedures for the departure, arrival and
RNAV operations. alternate airfields. The database must be
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Availability of the onboard navigation provided by an approved supplier or be
equipment necessary for the route to be flown checked via an approved company
must be confirmed. In certain areas, this may procedure.
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include the availability of an autopilot and/or
a flight director to maintain track keeping Procedures
accuracy. Where the responsible airspace All P-RNAV procedures must be flown in
authority has specified in the AIP that dual P- LNAV mode. If, for some reasons, it is
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RNAV systems are required for a specific impossible to perform the flight in L-NAV, or
Terminal Area P-RNAV procedure, the the performance of the navigation system is
availability of dual P-RNAV systems must be outside 1,0 NM, the requirements to continue
confirmed. This typically will apply where the P-RNAV procedure are must be selected
procedures are effective below the applicable from the database and flown without
minimum obstacle clearance altitude or modifications other than those imposed by
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where radar coverage is inadequate for the ATC, such as direct to waypoint within the P-
purposes of supporting P-RNAV. This will RNAV procedure or altitude corrections
also take into account the particular hazards according to the SID/STAR procedure laid
of a Terminal Area and the feasibility of down.
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contingency procedures following loss of P-

RNAV capability. These restrictions are based on the FMC
database waypoint definitions, such as “fly-
Dispatch Procedures
over”, “fly by” or other path terminators
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As P-RNAV is becoming a requirement in

inaccessible to pilots in flight.
more and more European Terminal Areas,
the MEL must reflect items necessary to
BEFORE START
perform P-RNAV procedures.
System Initialization
Items required for P-RNAV, but unserv- At system initialization, the flight crew must
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iceable, will not necessarily lead to a no go confirm that the navigation database is
situation. current and verify that the aircraft position has
If the same item is not required for been entered correctly.
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conventional procedures, the flight may be Flight crew must use normal CDU set-up for
dispatched after signing it out in the Tech Log. all phases of P-RNAV operations.
Before each departure the flight crew must
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In these cases P-RNAV is not permitted.

perform a full alignment (approx. 10 min.) of
For minimum equipment required for P-RNAV the IRS systems.
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operations for each individual aircraft refer to

the respective MEL. A P-RNAV procedure shall not be used if
Contingency procedure must be executed if any doubt exists concerning the validity of
the stored procedure or RNAV compliance.
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any of these systems are lost during a P-

RNAV procedure.

PART A 8 04-03-2021

The creation of new waypoints by manual TAKE OFF
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entry into the RNAV system by the flight crew Prior to Take Off
would invalidate the P-RNAV procedure and Prior to commencing take off, the flight crew
is not permitted. must verify that the RNAV system is available
and operating correctly and the correct airport
Where the contingency to revert to and runway data have been loaded.
conventional procedures is required, the flight
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crew must make the necessary preparation. Line Up
Unless automatic updating of the actual
Check of the Active Flight Plan departure point is provided, the flight crew
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The active flight plan should be checked by must ensure initialization on the runway either
comparing the charts, SID or other by means of a manual runway threshold or
application documents, with the map display intersection updates, as applicable. This is to
(if applicable) and the MCDU. This includes preclude any inapp-ropriate or inadvertent
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the confirmation of the correct waypoint position shift after take-off.
sequence, reasonableness of track angles
and distances, any altitude or speed GNSS specific: the signal must be acquired
constraints, and correct identification, where before the take off roll commenced and
possible, of waypoints as fly-by or fly-over GNSS position then may be used in place of
waypoints. Pilots shall particularly focus on the runway update.
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any segment of the P-RNAV procedure which
is below MSA. If required by a procedure, a DEPARTURE
check will need to be made to confirm that Flight Plan Monitoring
position updating will use a specific
During the procedure and where feasible,
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navigation aid, or to confirm exclusion of a

specific navigation aid. A procedure shall not flight process should be monitored for
be used if don’t exists as to the validity of the navigational reasonableness, by cross-
procedure in the navigation database. checks, with conventional navigation aids
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using the primary displays in conjunction with

Note: As a minimum, the departure checks the MCDU. If P-RNAV capability is not based
could be a simple inspection of a on GNSS equipment, transition to the P-
suitable display to achieve the RNAV structure shall only be made from the
objectives of this paragraph. point where the aircraft has entered
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DME/DME coverage.
Route Modifications
Route medications in the Terminal Area may Note: When a procedure is designed to
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take the form of radar headings or ‘direct to’ be started conventionally, then the
ATC clearances and the flight crew must be first point of the P-RNAV
ready to react promptly. This may include the procedure will be identified on the
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insertion in the flight plan of a waypoint charts.

sequence loaded solely from the database as
part of an alternative Manual entry or Track keeping Monitoring
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modification by the flight crew of the loaded When using autopilot and/or flight director,
procedure, using temporary waypoints or particular attention should be paid to the
fixes not provided in the database, is not selected/armed mode as the resultant track
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permitted. Any published altitude and speed keeping accuracy may vary. Track keeping
constraints must be observed, unless monitoring of a P-RNAV procedure below
otherwise instructed by ATC. MSA will also require particular attention in
degraded conditions such as engine failure,
as both the vertical and the lateral obstacle
clearance are more critical.

PART A 8 04-03-2021

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DESCENT AND ARRIVAL Where the MCDU is not capable of dis-
CHECK OF THE Active Flight Plan playing accuracy in decimal units, then an
As for departure prior to the arrival phase, the approved alternative means of checking
flight crew should verify that the correct will have to be followed.
terminal procedure has been loaded. The
active flight plan should be checked by GNSS specific: for GNSS based systems,
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comparing the charts with the map display (if absence of a triggered alarm is considered
applicable) and the MCDU. sufficient. If the check fails, a conventional
This includes the confirmation of the waypoint procedure must then be flown. Where the
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sequence, reasonableness of track angles contingency to revert to a conventional arrival
and distances, any altitude or speed procedure might be required, the flight crew
constraints, where possible, which way- must make the necessary preparation and
points are fly-by and which are fly-over. briefing.
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Some P-RNAV procedures, called open
procedures, are terminated by means of a Track Keeping Monitoring
heading segment to assist sequencing and to As for departure, when using autopilot and/or
prevent automatic turns onto final approach. flight director, particular attention should be
Again, pilots shall particularly focus on the paid to the selected/armed mode as the
segment P-RNAV procedures which are response to the track keeping demand may
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below MSA. If required, a check will need to vary.
be made to confirm that updating will include
or exclude a particular navigation aid as Contingency Procedures
appropriate. Contingency include failure or degradation of
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A procedure shall not be used if doubt exists RNP required accuracy. Contingency
as to the validity of the procedure in the procedures address cautions and warnings
navigation database. for the following conditions:
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Note: As a minimum, the arrival checks (a) Failure of the RNAV system components
could be a simple inspection of a including those affecting flight technical
suitable display to achieve the errors (e.g. failures of the flight director or
objectives of this paragraph, the crew automatic pilot).
briefing shall include reversion to a (b) Multiple system failures.
conventional procedure and the go (c) Failure of the navigation sensors.
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around procedure. As for departure, (d) Coasting on inertial sensors beyond a

the creation of new waypoints specified time limit.
manual entry into the RNAV system
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by the flight crew is not permitted as The Commander must notify ATC of any
it would invalidate the P-RNAV problem with the RNAV system that results in
procedure. the loss of the required navigation capability,
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together with the proposed course of action.

System Accuracy Check In this case contingency procedures must be
For RNAV systems without GNSS updating, followed:
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reasonableness check is required during the

descent phase before reaching the initial 1. Revert to basic flight instruments
Approach Waypoint (IAWP). For example, (conventional navigation).
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where feasible, display by bearing/range to a 2. Report to ATC “UNABLE PRECISION

VOR/DME on the RNAV system and RNAV” and follow new instructions.
compare it to the actual RMI reading of that 3. Climb to MSA until under radar
particular navaid. It should be noted that for vectoring from ATC, or established on a
some systems the accuracy may be derived NON P-RNAV procedure.
from the navigation mode or accuracy mode.

PART A 8 04-03-2021

Contingency procedures during departure UNABLE (designator) DEPARTURE
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and approach must be briefed by the PF and (OR Arrival) DUE RNAV TYPE
will be executed for the respective phase of
flight: If for any other reason, the pilot is unable to
comply with an assigned terminal area
Departure:
procedure, the pilot shall inform ATC
• Continue LNAV track, state “UNABLE
immediately by the use of the phrase:
PRECISION RNAV” and request radar
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vectors or request reversion to a UNABLE (designator) DEPARTURE
conventional procedure or as instructed (OR Arrival) (reasons)
by ATC, climb at least until reaching MSA
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(Minimum Sector Altitude). If ATC is unable to assign a RNAV arrival or
departure procedure requested by a pilot, for
Arrival: reasons associated with the type of on-board
• Continue LNAV track, state “UNABLE RNAV equipment indicated in the FLIGHT
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PRECISION RNAV” and request radar PLAN, ATC shall inform the pilot by the use
vectors to final or request reversion toa of the phrase:
conventional approach procedure and
execute the following: UNABLE TO ISSUE (designator)
- If the aircraft is below MSA (Minimum DEPARTURE (or ARRIVAL) DUE RNAV
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Sector Altitude), climb to MSA on the TYPE
LNAV track, inform ATC and forward If for any other reason, ATC is unable to
your request. assign an arrival or departure procedure
- If the aircraft is at or above MSA, requested by the pilot, ATC shall inform the
maintain altitude, inform ATC and pilot by use of the phrase:
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forward your request.

UNABLE TO ISSUE (designator)
In the event of communications failure, the DEPARTURE (OR Arrival) (reasons)
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flight crew should continue with the RNAV

procedure in accordance with the published As a means for ATC to confirm the ability of a
lost communication procedure. pilot to accept a specific RNAV arrival or
departure procedure, ATC shall use the
RTF Phraseology phrase:
The phrase “NEGATIVE – RNAV” shall be
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ADVICE IF ABLE (designator)

included by the pilot immediately following the DEPARTURE (or ARRIVAL)
aircraft call sign whenever initial contact on an
air traffic control frequency is established.
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If a RNAV arrival or departure procedure,

which has been assigned, cannot be
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accepted by the pilot, for reasons of either the

RNAV equipment or circumstances
associated with its operational use, the pilot
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shall inform the ATC immediately by use of

the phrase:
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PART A 8 04-03-2021

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ED
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PART A 8 04-03-2021

4. After each setting of altimeter the
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8.3.3 Altimeter Setting Procedures readings on the flight deck shall be
These procedures provide adequate vertical compared as prescribed in the OM Part
separation from other aeroplanes and, in B. this shall include the standby and
conjunction with correct navigation metric (if installed) altimeters when these
procedures, ensure adequate terrain are used (e.g., in States of former USSR,
clearance during all phases of flight. China, Mongolia etc.).
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5. If an altimeter indicator is not within the
8.3.3.1 Altimeter Setting Reference Datum specified tolerance follow procedures as
Three altimeter settings are used as shown in outlined in OM Part B or AFM.
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Table 8.3.3.1.1 below. The indicated vertical
distance above the selected reference datum 8.3.3.3 Transmission Altitude
assumes international Standard Atmosphere
conditions and errors become significant at During flight at or below “Transition Altitude”
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extremely low temperatures (see Para. an aeroplane is flown at “Altitudes” based
8.3.3.9.1 below). upon QNH, the altimeter setting will be the
Table 8.3.3.1.1 Regional QNH, unless operating below a
Terminal Area (TMA) when the Zone QNH or
Altimeter Reference Altimeter associated Aerodrome QNH should be set. A
setting Datum Indication Transition Altitude is normally specified for
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each aerodrome by the State in which it is
Standard 1013.2 hPa Flight level
located and is shown on TMA and/or IAL
29.92 ins
charts.
QNH Local mean Altitude
sea level
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8.3.3.4 Transition Height

pressure
QFE Aerodrome Height In the states of the former U.S.S.R (except for
(or above
the Baltic states), Bulgaria, China, Mongolia
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threshold) reference
and the D.P.R of Korea and at some Military
elevation elevation aerodromes (e.g. RAF) where procedures are
based upon QFE, Transition “height” is used
8.3.3.2 Altimeter Serviceability Checks with aerodrome QFE as the datum. The QFE
reference is the “Aerodrome Elevation”.
1. Before leaving the ramp the pressure
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However, Threshold Elevation shall be used

scales of all altimeters shall be set to the as the datum for a precision approach runway
actual QNH of the aerodrome, except that and for a non-precision approach runway with
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standby and metric (if installed) altimeters the threshold 2 metres (7 feet) or more below
may be set to standard. the aerodrome elevation. Conversion tables
2. The altimeter indications thus obtained for meter to feet are provided on the approach
shall be observed and checked against
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charts.
the elevation of the aerodrome at the
location of the aeroplane. 8.3.3.5 QFE Altimeter Setting Procedure
3. When the altimeter does not indicate the
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In the states listed under 8.3.3.4 vertical

reference elevation or height exactly, but dimensions are metric. IAL charts for these
is within the tolerance specified in OM aerodromes indicate all vertical distances as
Part B or AFM, no adjustment of this
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altitudes (QNH) in feet with conversion to

indication shall be ignore by the pilot heights in feet-QFE and metres-QFE.
during flight. 1. Air traffic control instructions and flight
crew reports concerning vertical
navigation below transition height/level

PART A 8 04-03-2021

are expressed in “metres QFE” (height). 2. Change from flight level to altitude shall
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be made at the transition level when
2. For departure, for en route flying at or descending, and from altitude to flight
below transition altitude/level and for level at the transition altitude when
intermediate and final approach, both climbing.
altimeters shall be set to QNH and the
QNH/QFE conversions used to Note: In exceptional cases approach or
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established and report vertical position. departure procedures may prescribe
3. A third altimeter (which may be metric) flight at an altitude above the
should be set to QFE for monitoring. transition altitude, or at a flight level
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below the transition level (but not
8.3.3.6 Flight Levels
below the transition altitude). In these
cases it is the responsibility of ATC to
Flight above the Transition Altitude is
ensure that vertical separation is not
conducted at “flight Levels” which are
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infringes.
surfaces of constant atmospheric pressure
based on the “Standard” altimeter setting of
3. When the aeroplane has been cleared to
1013.2 hPa/29.92 in. The Flight Level is the
climb to a flight level the Pilot-flying
altimeter reading divided by 100 (e.g. 23000
(PF) may set the altimeter to Standard
ft = FL230)
Setting. When passing the transition
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Note: In several Eastern European and a altitude during climb, all altimeters will be
few Asian countries, Flight Levels are set to Standard Setting.
metric and the complete altimeter 4. When an aeroplane has been cleared to
reading is used so that 5000 metre descend to an altitude, the pilot flying
(16400 ft) is stated as “Flight Level
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may set his altimeter to the appropriate

5000 metre Standard”. Conversion QNH If flight level information can be read
tables are found on the enroute off an additional altimeter (e.g., standby
charts. altimeter) which is set to Standard
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Setting.
8.3.3.7 Transition Level Note: Metric altimeters – if installed -, if
The transition level is the lowest flight level not used for approach, are
available for use above the transition altitude. exempted from this regulation.
It is determined by the approach control office
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or aerodrome control tower for use at the 8.3.3.9 Checking of Terrain Clearance –
relevant aerodrome depending on QNH. see also Chapter 8.1.1
(Minimum Flight Altitudes)
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8.3.3.8 Transition Layer 1. The cruising flight level/altitude shall

1. The transition from flight levels to always be equal to or higher than true
altitudes and vice versa in the vicinity of minimum safe en-route altitude/min-
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an aerodrome is effected in the airspace imum safe grid altitude. When selecting
between the transition altitude and the cruising levels the following factors must
transition level called the transition layer. therefore be taken into account:
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Note: The vertical dimensions of the • Actual QNH (1hPa = 30ft)

transition layer may vary according to • OAT (100C ISA Dev. Corresponding
atmospheric pressure. Where 4% altitude).
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required to ensure vertical Note: Low pressure and low temperatu-

separation, the vertical dimensions of re require additional safety.
the transition layer will be at least 2. Example: FL 160 OAT-300c
1000 feet. MEA 12,000ft
Lowest QNH 977 hPa

PART A 8 04-03-2021

conducting Category II/III approaches the
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Step 1: Temperature Correction radio altimeter must be set to the appropriate
Standard Temperature radio altimeter setting height (RA).
OAT FL 160 = -300c
ISA Dev. -130C Note: For explicit procedures refer to the
130C = 5% respective OM Part B/AFM.
12000 + 5% = 12,600ft
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8.3.3.9.1 Altitude Correction
Step 2: QNH Correction Under most unfavorable conditions, such as
1013-977 = 36 hPa temperatures significantly lower than ISA,
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12600 + (36 x 30) = 13680 true altitude will be lower than indicated. This
Lowest usable flight level altimetry error may be significant and can
FL 140 become extremely important when
FL 160 is safe. considering obstacle clearance in very cold
temperatures.
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3. The adequacy of terrain clearance during
the departure phase of flight and during In this case, and only when following
the approach to land is determined by published procedure altitudes, pilots should
using the QNH altimeter setting of the add the values derived from the Altitude
aerodrome concerned (generally no Correction Chart to the altitudes published in
temperature correction has to be applied; the approach charts, such as MSA, MDA, DA
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see 4. below). and restricting altitudes relevant for the
4. For circling, final approach and landing respective procedure.
generally no correction need be applied.
At aerodromes with high circling minima, ATC should be advised of the correction
applied.
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however, due consideration should be

given to the temperature correction if the
outside air temperature is low. The
specified circling height which is the true
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height above official aerodrome elevation

must then be converted into indicated
circling height.
Altitude Correction Chart

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Aerodrome Height above the elevation of the altimeter setting source (feet)
Temperature
(0C) 200 300 400 500 600 700 800 900 1.000 1.500 2.000 3.000 4.000 5.000
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0 20 20 30 30 40 40 50 50 60 90 120 170 230 280

-10 20 30 40 50 60 70 80 90 100 250 200 290 390 490
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-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1.210
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-50 60 90 120 150 180 210 240 270 300 450 590 890 1.190 1.500
Example: Aerodrome elevation 1.500ft, reported temperature -300C;

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280ft must be added to altitude.
8.3.3.10 Setting of Radio Altimeters

Whenever the type of radio altimeter permits
it should be set to 2.000 feet in the enroute
phase as a routine procedure for ground
proximity warning purposes. When

PART A 8 04-03-2021

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unserviceable and the MEL for the particular
8.3.4 Altitude Alerting System aeroplane type permits it to remain so for a
Procedures specified period.
The purpose of the altitude alerting system is The following paragraphs are intended as a
to alert the flightdeck crew by the automatic guide to the purposes and the use of GPWS
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activation of a visual and/or an aural signal generally; specific technical details of
(see respective OM Part B) when the particular equipment will be included in the
aeroplane is about to reach or is leaving the AFM/OM Part B for the aeroplane type.
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preselected altitude/flight level. The system
and its operation shall ensure an accurate GPWS automatically provides aural
altitude adherence during all phases of the warnings, which may be supplemented by
flight. The type related crew coordination visual signals, on one of the following:
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concept (and the OM Part B/AFM) will specify - sink rate,
which crew member will set the altitude. - ground proximity,
During climb, the alert altitude shall be set to - altitude loss after take-off or go-around,
the altitude/flight level, the flight is cleared to - incorrect landing configuration, and
during climb (or; eventually an intermediate - downward glide slope deviation.
altitude/flight level) or the cruising level.
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These warnings and alerts require immediate
During cruise, the altitude alerting system
action by the flight crew.
shall be set to the assigned cruising level.
• An immediate and positive response
When descending, the altitude alerting must be made to all GPWS alerts and
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system shall be set to the respective warnings.

altitude/flight level the aeroplane is cleared to • GPWS response action may result in
descent. During an approach to a VFR airport high pitch angles
• Investigation of the reason for an
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without air traffic control the altitude alert

system shall be set to the minimum terrain alert/warning must take second place
clearance altitude. to the response action.
Alerts and warnings are defined as follows:
Depending upon the design of the alerting (a) Alert – a warning generated by the
system (see OM Part B), prewarnings are GPWS equipment.
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given 1,000 ft or 2,000ft before reaching the (b) Warning – a command generated by the
selected altitude/flight level. One CM must GPWS equipment which may be:
answer the warning by a call-out “…1,000ft to (i). genuine, i.e. in accordance with its
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level off…”. Further details will be specified in technical specification;

the CCC/OM Part B of the respective type. (ii). Nuisance, i.e. although the
equipment is operating as intended,
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Note: The altitude alerting system does not the pilot is following an authorized,
in any way relieve the flight deck crew safe procedure;
from the responsibility of ensuring
(iii). False, i.e., the equipment is not
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that the aeroplane levels off or will be

operating as designed and the
leveled off at the correct altitude or
warning is spurious.
flight level.
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Irrespective of their nature, all alerts and

8.3.5 Ground Proximity Warning Sys- warnings are to be reported to the Company
tem Procedures so that the circumstances may be
The ground proximity warning system investigated and the reliability of the
(GPWS) is to be energized and used
equipment established. Flight crews must
throughout flight, unless it has become
beware of becoming slow to react to GPWS

PART A 8 04-03-2021

alert/warnings purely on the basis of previous
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performance.
The following table illustrates the relationship between alerts, warnings and modes.
BASIC EQUIPMENT ADVANCED EQUIPMENT
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GPWS Mode Alert Warning Alert Warning
1. Excessive - ‘Whoop Whoop ‘Sink Rate ‘Whoop
descent Pull Up’ Whoop Pull
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rate Up’
2. Excessive - ‘Whoop Whoop ‘Terrain ‘Whoop
terrain Pull Up’ Terrain Whoop Pull
closure Up’
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rate
3. Altitude - ‘Whoop Whoop ‘Don’t Sink’ ‘Whoop
loss after Pull Up’ Whoop Pull
take-off or Up’
go-around
4. Unsafe 4a. Proximity - ‘Whoop Whoop ‘Too Low ‘Whoop
Pull Up’ Gear’
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terrain to terrain Whoop Pull
clearance Gear not Up’
while not locked
in the down
landing
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configurati
-on
4b. Proximity - ‘Whoop Whoop ‘Too Low ‘Too Low
to terrain Pull Up’ Flaps’ Terrain (see
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Flaps not in note below)

a landing
position
5. Descent ‘Glideslop -
below e’
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glideslope
6. Descent - - ‘Minima’ -
below
minima
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Note: - Although some manufacturers of GPWS equipment may show in their literature “Too Low
Terrain” to be an alert, the response to this must be as for a warning.
- For specific details of the GPWS refer to the relevant AOM.
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8.3.5.1 Action on Receipt of the glideslope as quickly as possible, until

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Alert/Warning the alert ceases.
8.3.5.1.1 Basic GPWS

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As indicated in the above Table, basic Whenever a warning is received, the

GPWS equipment gives warnings, rather immediate response must be to level the
than alerts, in all modes except Mode 5, wings and initiate a maximum gradient
Descent Below Glideslope. In this mode, climb to the minimum safe altitude (MSA)
activation will cause the aural warning for the sector being flown (but see para
“Glideslope” to be repeated, and the flight 8.3.5.1.3, below).
crew must take immediate action to regain
PART A 8 04-03-2021

signals. This information is displayed on a
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8.3.5.1.2 Advanced GPWS Terrain Awareness Display. It gives the Flight
– if Installed – Crew sufficient alerting time to prevent
“Controlled Flight Into Terrain”-events (CFIT).
The more advanced GPWS equipment It also provides forward looking capability and
indicates the mode of operation and provides a terrain clearance floor.
alerts as well as warnings (see Table above).
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The immediate action on receiving flight and 8.3.5.3 Unwanted Warnings
aeroplane configuration, but should involve Unwanted (i.e. false or nuisance) warnings
correcting the condition for which the alert may be received during normal, safe
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was valid. No attempt should be made to operations when for example, the aeroplane
recover the original flight path until the cause is being vectored by ATC and is descending
of the alert has been positively established in an area of hilly terrain, particularly at high
and eliminated. speed with a high closure rate and/or intense
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rising sand storm. A Mode 5 (glideslope) alert
Whenever a warning is received, however, may be triggered when the aeroplane is being
the immediate response must be to level flown outside the validity area of the
the wings and initiate a maximum gradient glideslope signal, such as when maneuvering
climb to the (MSA) for the sector being visually to land on a non-instrument runway
flown, except as in para, 8.3.5.1.3, below. following an approach to the ILS runway. An
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alert/warning may also be triggered if the
8.3.5.1.3 Warnings – Discretionary approach is flown with the flaps set to a
Action by Commander different position from that normally used for
landing. Provided that flight crews remain
The response to warning, as outlined in paras
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fully aware of these limitations of equipment,

8.3.5.1.1 and 8.3.5.1.2, above, may be limited
however, and follow the recommended
to that appropriate to an alert only if:
procedures immediately on receipt of GPWS
(a) the aeroplane is being operated by day in
alerts and warnings, its use may well avoid an
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conditions which enable it to remain

otherwise inadvertent closure, or contact,
within a distance of 1nm horizontally and
with the ground. It is emphasized that even
1000 feet vertically from cloud, and in a
if a warning is anticipated or suspected to
flight visibility of at least 5nm; and
be false or nuisance, immediate and
(b) it is immediately obvious to the
aggressive action is required by the crew
commander that the aeroplane is in no
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unless it is beyond doubt that para

danger in respect of its configuration,
8.3.5.1.3 can be complied with.
proximity to terrain or current flight
maneuver.
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8.3.6 Policy and Procedures for the use

of ACAS
8.3.5.2 Terrain Awareness and Warning
Airborne Collision Avoidance System II
System (TAWS)
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(ACAS II) is installed on each United Nigeria

– If Installed -
aircraft must be serviceable and used in
In addition to the basic or advanced GPWS
flight.
equipment, the TAWS functions give forward
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looking warnings to the flight crew. This

It should be noted that ACAS may not be
information is not only databased onRadio
capable of accurately resolving the bearing
Altitude but also uses a database with terrain
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and heading of conflicting traffic; Traffic

information.
Advisory information of conflicting-traffic-
vertical-rate is not sufficiently accurate to
Terrain Awareness and Warning Systems
permit vertical avoidance maneuvers.
automatically provide visual and aural
In case a Resolution Advisory is detected, the

Commander, or the pilot to whom conduct of
REVISION 01
PART A 8 04-03-2021
19-06-2022
Page 97
the flight has been delegated, must ensure aeroplane should be promptly returned to
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that any corrective action as indicated by the its intended flight path, and ATC
RA is initiated immediately, unless doing so informed.
would jeopardize the safety of the aircraft. Notes:
1. Crew member should always be aware of
ACAS relies upon information received from the fact that a visual identified traffic is
transponder equipped aircraft by aircraft not necessarily the intruder.
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which are similarly fitted. RAs will only be 2. If an instruction to maneuver is received
generated if both the receiving aircraft and the simultaneously from RA and from ATC,
potential intruder are transponding in altitude and the instructions conflict, the advice
Mode “C”. the equipment is not capable of
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given by the RA should be followed.
resolving with complete accuracy the bearing, 3. The corrective action must be the
heading or vertical rates of intruding aircraft; minimum possible to comply with the RA.
pilots should not therefore attempt to
maneuver solely on the basis of TA Even if TAs and RAs are suspected of being
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information. Pilots must be aware of the nuisance or false advisories, they should be
limitations of the particular equipment, as the treated as genuine.
full range of TAs and RAs may not be
During visual approach to closely-spaced
produced beyond the minimum and
parallel runways or to converging or
maximum altitudes specified for its operation.
intersecting runways use of TA Only mode is
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8.3.6.1 ACAS recommended once the aeroplane is
ACAS provides collision avoidance maneuver established on final approach course, and
advice in the vertical plane, in either of two glidepath intercept has occurs. Continued
forms: operation in TA/RA mode may result in RAs
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(a) Traffic Advisories (TAs), which indicate for aeroplanes on approach for the adjacent
the approximate position relative to the runway, and may cause unnecessary go-
subject aeroplane, either in azimuth arounds.
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only, or azimuth and altitude, of nearby

transponding aircraft which may 8.3.6.3 Reporting Policy
become a threat; Whenever, as a result of a ACAS warning, an
(b) Resolution Advisories (RAs) which aeroplane has been maneuvered such that it
recommend manoeuvres or manoeuvre has departed from its air traffic control
restrictions in the vertical plane to clearance, the appropriate ATC unit is to be
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resolve conflicts with aircraft informed as soon as possible of the

transponding SSR Mode C altitude. departure, and of the return to the previously
cleared flight conditions. Whenever an
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8.3.6.2 Action
aeroplane has departed from an air traffic
If a TA or a RA is received, the following
control clearance in compliance with a RA,
action must be taken:
the pilot must file an Air Safety Report. Flight
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(a) TA – a TA is intended to alert the crew

Crew are to report any runway breaking
that a RA, requiring a change in flight
action that defers from ATC exiting report and
path, may follow.
write it in Captain’s Voyage Report.
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(b) RA – is intended to advise pilots on the

maneuver they must carry out in order to
achieve or maintain adequate separation
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from an established threat. The required

maneuver must be
initiated immediately and it must never
be in a sense opposite to that indicated
by the RA. ATC must be informed about
the corrective action (e.g. “TCAS climb”).
Once the ACAS indicates that adequate
separation has been achieved the
PART A 8 04-03-2021

or to divert so as to perform a safe landing
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8.3.7 Policy and Procedures for Inflight with not less than final reserve fuel, or
Fuel Management (b) The final reserve if no alternate
The fuel situation must be continually aerodrome is required, the commander
monitored by the flight crew. Changes in the must take appropriate action and proceed
operational status of the aerodrome of to an adequate aerodrome so as to
intended landing and of alternate aerodromes perform a safe landing with not less than
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and deviations from the original flight plan final reserve fuel.
(e.g. ordered by ATC) must be taken into
account. The commander shall declare an emergency
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when calculated usable fuel on landing, at the
The commander must ensure that fuel checks nearest adequate aerodrome where a safe
are carried out at not less than hourly landing can be performed, is less than final
intervals during a flight. On a flight of less than reserve fuel.
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an hour an intermediate check is to be made
at a convenient time when the cockpit The commander shall declare “MINIMUM
workload permits. The relevant fuel data must FUEL” if the remaining fuel on board preclude
be recorded on the operational flight plan and any ATC delay and this shall be done stating
evaluated to: the fuel endurance in Minutes.
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(a) Compare actual consumption with On flight using the Pre-determined Point
planned consumption, (PDP) procedure, or in case of in-flight re-
(b) Check that the usable remaining fuel is planning, in order to proceed to the
sufficient to complete the flight, in destination aerodrome, the commander must
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accordance with the requirements below, ensure that the usable fuel remaining at the
and PDP is at least the total of:
(c) Determine the expected usable fuel
remaining on arrival at the destination (a) Trip fuel from the PDP to the destination
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aerodrome. aerodrome, and

(b) Contingency fuel from the PDP to the
The commander must ensure that the flight is destination aerodrome calculated in
conducted so that the expected usable fuel accordance with chapter 8.1.7.2 (c), and
remaining on arrival at the destination (c) Fuel required according to chapter
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aerodrome is not less than: 8.1.7.3 (a)(iv).

(a) The required alternate fuel plus final
reserve fuel, or
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(b) The final reserve fuel if no alternate

aerodrome is required.
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However, if as a result of an in-flight fuel

check, the expected usable fuel remaining on
arrival at the destination aerodrome is less
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than:
(a) The required alternate fuel plus final

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reserve fuel, the commander must take

into account the traffic and the
operational conditions prevailing at the
destination aerodrome, at the destination
alternate aerodrome, in deciding whether
to proceed to the destination aerodrome

PART A 8 04-03-2021

2. For obvious reasons of safety, a flight
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8.3.8 Adverse and Potentially crew operating under IFR must not
Hazardous Atmospheric deviate from the course or altitude or
Condit-ions flight level without a proper ATC
clearance. When weather conditions
8.3.8.1 General encountered are so severe that an
immediate deviation is necessary and
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This chapter contains a compilation of time will not permit approval by ATC the
hazardous atmospheric conditions and commander’s emergency authority may
recommended practices and procedures for be exercised.
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operating in and/or avoiding those conditions
associated with: 3. When a flight crew requests clearance for
a deviation or for an ATC radar vector,
- Thunderstorms, the controller must evaluate the air traffic
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- Icing conditions, picture in the affected area, and
- Turbulence, coordinate with other controllers before
- Windshear, replying to the request.
- Jetstreams,
- Volcanic ash cloud, 4. It should be remembered by flight crews
- Heavy precipitation, that the controller’s primary function is to
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- Sand storms, provide safe separation between
- Mountain waves, aeroplanes. Any additional service, such
- Significant temperature inversions. as weather avoidance assistance, can
only be provided to the extent that it is not
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8.3.8.1.1 ATC Inflight Weather Avoid- detrimental to the primary function. The
ance Assistance separation workload is generally greater
than normal when weather disrupts the
1. To the extent possible, controllers will usual flow of traffic.
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issue pertinent information on weather or 5. Therefore it is very important that the

chaff areas and assist flight crews in request for deviation or radar vector be
avoiding such areas when requested. forwarded to ATC as far in advance as
Flight crews should respond to a weather possible. The following information
advisory by acknowledging it and, if should be furnished to ATC when
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considered necessary, requesting an requesting clearance to detour around

alternative course of action as follows: weather activity:
• Request to deviate off course by - Proposed point where detour will
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stating the number of miles and the commence;

direction of the requested deviation. - Proposed route and extent of detour
In this case, when the requested (direction and distance);
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deviation is approved, the pilot is - Point where original route will be

expected to provide his own resumed;
navigation, maintain the altitude - Flight conditions (IMC or VMC);
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assigned by ATC and to remain - Any further deviation that may

within the specified mileage of his become necessary as the flight
original course. progresses;
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• Request a new route to avoid the - Advise if the aeroplane is equipped

affected area. with functioning airborne radar.
• Request a change of altitude. 6. The assistance that might be rendered by
• Request radar vectors around the ATC will depend upon the weather
affected areas. information available to controllers. Due
to the extremely transitory nature of

PART A 8 04-03-2021

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severe weather situations, the
controller’s weather information may be
of limited value if based on weather
observed on radar only. Frequent
updates by pilots giving specific
information can be of considerable value.
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8.3.8.2 Thunderstorms
These are classified as;
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- Frontal thunderstorms and
- Air mass thunderstorms.
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Frontal thunderstorms may exist as
- Warm front thunderstorms

- Cold front thunderstorms and
- Occluded front thunderstorms.
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Air mass thunderstorms are divided into
- Convective thunderstorms and

- Orographic thunderstorms.
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8.3.8.2.1 Frontal thunderstorms form in

squall lines and generate heavy rain and
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possibly hail, and produce strong gusty winds

and possibly tornadoes. Large horizontal
wind changes in speed and direction at
different altitudes are characteristic for a
frontal thunderstorm. Resulting airflows in the
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storm accelerate to much higher vertical

speeds which ultimately result in higher
horizontal wind speeds at the surface.
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8.3.8.2.2 Air mass thunderstorms are

caused either by thermal convection or by
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moist air moving uphill on the windward side

of a mountain.
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PART A 8 04-03-2021

8.3.8.2.3 Convective Storms and are a serious threat during take-off and
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(Thunderstorms, Rain/Snow landing.
Showers)
Air mass thunderstorms appear to be 8.3.8.2.4 The vertical extension of
randomly distributed in unstable air and thunderstorms is up to 25000 ft during winter
develop from localized heating of the earth’s time and up to the troposphere during
surface. The heated air rises and cools to summer, the horizontal range is 10 to 20 km.
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form cumulus clouds. As the cumulus stage besides the dangerous situations already
continues to develop, precipitation forms in mentioned there might be additional dangers
the higher portion of the cloud and falls. as sudden heavy precipitation with poor
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Precipitation signals the beginning of the visibility below the clouds, possibly hail
mature stage and presence of a downdraft. showers, heavy icing formation, and severe
turbulence.
In the later stages of development, the heated
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updraft creating the thunderstorm is cut off by 8.3.8.2.5 Lighting is not a direct danger for
rainfall, and the thunderstorm begins to the crew and passengers as the electrical
dissipate. Many thunderstorms produce an load will stay outside as aeroplane (Faraday
associated cold air gust front as a result of the Cage) but lightning strikes may disturb or
downflow and outrushing rain-cooled air. damage the navigation system.
These gust fronts are usually very turbulent
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8.3.8.2.6 Use of Weather Radar – Guidance for Pilots
Flights Echo Characteristics

Altitude Shape Intensity Gradient of Rate of
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(1000s of ft) Intensity Change

0-20 Avoid by 10 miles Avoid by 5 Avoid by 5 Avoid 10 miles
echoes with hooks miles echoes miles echoes echoes showing
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fingers, scalloped with sharp with strong rapid change of

edges or other edges or strong gradients of shape, height or
protrusions intensities intensity intensity
20 – 25 Avoid echoes by 10 miles
25 – 30 Avoid echoes by 15 miles
Above 30 Avoid echoes by 20 miles
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Applicable to sets with Iso-Echo or a colour is tall, growing rapidly or has an anvil top.
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display. Iso-Echo produces a hole in a strong • Intermittently monitor long ranges on

echo when the returned signal is above a pre- radar to avoid getting into situations
set value. Where the return around a hole is where no alternative remains but the
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narrow, there is a strong gradient of intensity. penetration of hazardous areas.

• Avoid flying under a cumulonimbus
Notes: overhang. If such flight cannot be
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• If storms clouds have to be overflow, avoided, tilt antenna full up occasionally

always maintain at least 5000 ft vertical to determine, if possible, whether
separation from cloud tops. It is difficult to precipitation (which may be hail) exist in
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estimate this separation but ATC or MET or is falling from the overhang.
information on the altitude of the tops • Pilots are strongly advised to continue
may be available for guidance. monitoring the weather radar in order to
• If the aeroplane is not equipped with select the safest track for penetration
radar or it is inoperative, avoid by 10 under all circumstances.
miles any storm that by visual inspection

PART A 8 04-03-2021

• The local activity of thunderstorms can Clear Ice is associated with cumuliform
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often be of relatively short nature, 20-30 clouds and forms when the temperature is
minutes. Therefore, if a take-off or relatively warm (-10 C or warmer). Droplet
landing is planned during times of sizes are relatively large (drizzle or rain
thunderstorm activity consideration of the sized), and they tend to impinge further aft
development of the storm shall determine and flow back before freezing to form sheet
whether a delay might cause the worst ice on the upper and lower surfaces of the
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effects to be avoided. wing. These areas may not be protected by
anti/de-icing equipment. Any deposit greater
8.3.8.3 Icing Conditions in Flight than light can significantly degrade
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performance, causing problems in roll and
Ice: Water that has frozen and become solid. pitch control with, in the extreme case,
Ice formation on the ground and its effects are uncontrollable pitch up and stall.
explained in Chapter 8.2.4. Pilots must be
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aware that flight in icing conditions involves Clear ice can form on aerofoil surfaces with
additional hazards. In particular, they must few visual cues to the pilot. The absence of
understand the peculiarities of in-flight icing the usual indications, such as ice formation
conditions and its effect on aircraft on the windshield posts and/or wipers, does
performance and handling as well as the use not mean that clear ice is not forming. The
and limitations of aircraft deice and anti-ice terms “freezing drizzle” or “freezing rain” in a
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equipment. terminal forecast/report indicate a strong
probability of conditions for clear ice.
8.3.8.3.1 Types of Ice
Mixed Ice is a combination of clear and rime
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The usual small sized droplets tend to follow ice with all the hazards of both. It forms when
the aerodynamic flow around the wing. They droplets vary in size (e.g. drizzle in stratiform
are swept away, but larger, heavier droplets cloud) and the temperature is in the range -
tend to “impinge” aft of the leading edge. The 10C to -15C. The proportional make-up
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larger (and hence heavier) the droplet (drizzle varies with the weather system.
or rain-size), the further aft it will impinge.
Furthermore, large droplets are relatively Summary:
warm and as a result tend to run back and
spread out in liquid state before freezing. This In Flight Icing Types
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effect is known as “flowback”, and its effect Category Descrip Icing Where
depends directly upon size, temperature and tion Onset found
velocity of water droplets and wing surface Clear Clear & Rapid Cumuli
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temperature. smooth -form

clouds
Impingement and flowback result in ice Rime Milky & Gradual Stratus
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collecting not only on the leading edge, but rough clouds

also on the upper and lower surfaces of a Mixed Combin Varies varies
wing, where there may be no ice protection. ation
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Rime ice is associated with strait form cloud,

and forms when droplets are small and the
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temperature relatively cold (-15C or colder).

Not all of the droplets follow the airflow and
some impact upon the wing and tailplane
leading edges with little or no flow-back,
freezing quickly into rime ice. Therefore,
leading edge anti/de-icing equipment is
relatively effective against this type of ice.

PART A 8 04-03-2021

supercooled droplets and snow or ice
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particles.
8.3.8.3.2 Ice Accumulation Rates
In Flight Icing Accumulation Rates
Cat Some aerofoils are degraded by even a thin
Trace Ice becomes perceptible, but is of accumulation of ice aft of the deicing boots
no consequence and does not which can occur in freezing rain or freezing
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affect the performance of the drizzle.
aeroplane. It should be reported
by pilots for meteorological
purposes.
For this reason, the AFM/AOM must always
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Light The rate of accumulation may
be consulted for aeroplane type specific
create a problem if extended flight information regarding flight in known icing
in this condition occurs. It can be conditions. The following sections describe
safely handled by the aeroplanes generally applicable flight procedures in icing
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anti/de-icing equipment. No conditions. Particular attention is drawn to the
restriction to operations provided dangers of uncommanded and uncontrolled
the systems are used. roll upset as well as tailplane stall.
Moderate The rate of accumulation is such
that even short encounters Deice and/or anti-ice equipment must be
become potentially hazardous. turned on prior to entering areas with the risk
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The aeroplane is anti/de-icing of icing. Flight in known severe icing
equipment will safely handle it. conditions is not allowed. If such conditions
However, for practical purposes, it are nevertheless encountered, alter the flight
should be a signal to the pilot to path/altitude as quickly as possible. Strictly
after his flight path so as to avoid
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observe any minimum speeds associated

further exposure.
with icing conditions. Remember that stalling
Severe Adverse icing condition in which
the rate of accumulation is such
speeds with contaminated wings are higher
than normal and that therefore a stall may be
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that the anti/de-icing equipment

fails to reduce or control the entered without warning.
hazard. Pilots must change the
flight path immediately to establish Winter jet-streams and storm centres are
more favourable conditions or more intense and clear air turbulence is more
land as soon as possible. common. Frequently check weather
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conditions for destinations and alternates as

8.3.8.3.3 Flight procedures in Icing ceilings and visibilities can be very low.
Conditions Particular care must be taken when there are
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reports of freezing rain or drizzle. There is the

It is important for pilots to understand that an possibility of longer holding times in these
aeroplane equipped with some types of deice conditions when landing weather is at or
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and/or anti-ice systems may not be approved below minimum.

for flight into known icing conditions. To be
approved for such flight, the aeroplane must Make sure that the arrival briefing includes
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be specifically certified to operate in known landing conditions, braking, use of reverse

icing conditions. thrust, flaps and spoilers as well as ground
handling/taxiing techniques (see also
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Also, it is important to remember that the Chapter 8.2.4).

certification standards provide protection for a
wide variety of atmospheric conditions
encountered, but not for freezing rain or
freezing drizzle or for a mixture of

PART A 8 04-03-2021

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8.3.8.3.4 Exposure to Severe Icing 8.3.8.3.5 Control Anomalies in Icing
Conditions
Severe icing is often associated with The formation of ice on the aeroplane
supercooled large droplets (i.e. freezing structure could create a situation from which
drizzle or rain). Flight in these conditions is the pilot might have difficulty recovering and,
not covered by icing certification rules. in some instances, may not be able to recover
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Droplets covered by icing certification at all. For this reason, the following
envelopes are so small that are usually below paragraphs describe two particular types of
the threshold of detectability. control upsets likely to be encountered during
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flight in severe icing conditions.
Note: Consult the AFM/AOM for specific
information regarding handling Roll upset is an uncommanded and
techniques if inadvertently encou- uncontrolled roll phenomenon which may
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ntering severe icing conditions. occur as a consequence of, or prior to, a wing
stall due to anomalous forces that cause the
The most effective means of identifying ailerons to deflect or because the ailerons
severe icing conditions are cues that can be have lost effectiveness. Deflection of ailerons
seen, felt or heard. This includes visual or loss of aileron effectiveness may be
inspection of aeroplane surfaces, e.g. wings, caused by ice accumulation in a sensitive
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propeller or windscreen. At temperatures area of the wing aft of the deicing boots. It
near freezing it may be possible to detect occurs under unusual circumstances
large droplets splashing or splattering upon associated with supercooled large droplets
impact with the windscreen. and, rarely, normal cloud droplets in a very
narrow temperature range near freezing. Roll
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When exposed to severe icing in the form of upset can result from severe icing conditions
supercooled large droplets, perform the even without the usual symptoms of ice
following actions: accumulation or a perceived aerodynamic
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stall.
1. Disengage the autopilot and hand-fly the
Pilots can minimize the chance of a roll upset
aeroplane. The autopilot may mask
by being sensitive to cues that identify severe
important cues or may self-disconnect
icing conditions and by promptly exiting the
and present unusual attitudes or control
severe icing conditions before control or
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conditions.
handling characteristics of the aeroplane are
2. Advise air traffic control and promptly exit
degraded to a hazardous level.
the condition, using control inputs that are
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smooth and small as possible. It is important to review the AFM/AOM for

3. Change heading, altitude or both to find aircraft type-specific information. Also, pilots
an area that is warmer than freezing, should check any available icing related
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substantially colder than the current bulletins from the aeroplane manufacturer.
ambient temperature, or free of clouds.
4. When severe icing conditions exist, Tailplane (empennage) stall is another
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reporting may assist other crews in significant hazard of airframe icing.

maintaining vigilance. Submit a PIREP of Sharpedged surfaces are more susceptible to
the observed icing conditions. It is collecting ice than large blunt ones. For this
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important not to understate the conditions reason, the tailplane may begin accumulating
or effects of the icing observed. 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 deiced.

PART A 8 04-03-2021

A tailplane stall occurs when, as with the 8.3.8.4.1 The intensity specifications for
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wing, the critical angle of attack is exceeded. turbulence reporting have been defined as
Since the horizontal stabilizer counters the follows:
natural nose down tendency caused by the
centre of lift of the main wing, the aeroplane • Light = Slight discomfort
will react by pitching nose down, sometimes • Moderate = Moderate changes in
uncontrollably, when the tailplane is stalled. aeroplane attitude and/or altitude
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Application of flaps can aggravate or initiate accompanied by small variations in
the stall. Use caution when applying flaps airspeed. Walking is difficulty, loose
during approach if there is the possibility of objects move around.
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icing on the tailplane. • Severe = Abrupt changes in aeroplane
attitude and/or altitude. The aeroplane
Perhaps the most important characteristics of may be out of control for short periods
a tailplane stall is the relatively high airspeed accompanied by large variations in
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at the onset and, if it occurs, the suddenness airspeed. Occupants are forced violently
and magnitude of the nose down pitch. A stall against seat belts. Loose objects are
is more likely to occur when the flaps are tossed around.
approaching the fully extended position, after
nose down pitch and airspeed changes 8.3.8.4.2 Turbulence may be one of the
following flap extension, or during flight following types:
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through wind gusts. • Convective turbulence
• Orographic turbulence
Warning: • Wake turbulence.
Once a tailplane stall is encountered, the
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stall condition tends to worsen with 8.3.8.4.3 Convective turbulence is caused

increased airspeed and possibly may by thermal instability and is met in connection
worsen with increased power setting at with the development and activity of
the same flap setting. Airspeed, at any
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thunderstorms. It can cause extreme air

flap setting, in excess of the aeroplane motion with vertical speeds up to 6000 ft/min.
manufacturer’s recommendations for the mostly it is encountered with severe
flight and environmental conditions, turbulence in connection with thunderstorm
accompanied by unclear ice conta- activity.
mination on the tailplane, may result in a
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tailplane stall and uncommanded pitch 8.3.8.4.4 Mountain waves at the lee side of
down from which a recovery may not be a mountain may cause severe turbulence,
possible. A tailplane stall may occur at called orographic turbulence. Typical signs
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speeds less than the flaps extension are lenticulars, rotor clouds and clouds with
speed. “water-fall” appearance. The strongest
turbulence may be found in rotor clouds.
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8.3.8.4 Turbulence
Turbulence is define as a disturbed, irregular 8.3.8.4.5 Clear air turbulence (CAT) is of
flow of air with embedded irregular whirls or special significance, since its presence
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eddies and waves. An aeroplane in turbulent cannot be detected before it is encountered.

flow is subjected to irregular and random It is caused by large wind shears with rapid
changes of wind direction horizontally and/or
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motions while, more or less, maintaining its

intended flight path. vertically.
Abrupt changes of wind direction in a sharp

troughline may cause considerable turbul-

PART A 8 04-03-2021

ence and a change of flight level will normally • decreasing performance shear caused
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alleviate the problem. by decreasing headwind/increasing tail-
wind component or vertical downdrafts.
CAT may also be expected on the upper side 8.3.8.5.3 Conditions for potentially
of a sloping tropopause. hazardous wind shears are:
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Further large horizontal and vertical shears of • Convective conditions (thunderstorms,
wind speed in the transition zone between rain/snow showers)
cold and warm air masses as well as at the • Frontal systems
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tropopause associated with jet streams may • Jet streams
cause severe CAT. These areas of • Strong or gusty surface winds
turbulence are normally shallow, narrow and • Other cases (temperature inversion,
extended patches which move with the wind. mountain waves, and sea breeze
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circulations).
8.3.8.4.6 PIREPs Relating to Turbulence
When encountered turbulence, pilots are 8.3.8.5.3 Wind shear events are typically
urgently requested to report such conditions one to two miles in diameter and mostly occur
to ATC as soon as practicable. The PIREPs near the ground (below 500ft) during take-off
and landing.
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should state:
- Aircraft location; 8.3.8.5.4 There is only limited time for wind

- Time of occurrence in UTC; shear recognition and action, typically 5 to 15
- Turbulence intensity; seconds. Several factors can impede wind
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- Whether the turbulence occurred in or shear recognition:

near clouds;
- Aircraft altitude or flight level; • Marginal weather conditions
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- Type of aircraft; • High crew work load conditions

- Duration of turbulence. • Illusion of normally: during the initial part
of the wind shear encounter, everything
8.3.8.5 Wind shear may appear normal. Even severe wind
In order to avoid dangerous wind shear shear onset may not provide dramatic
phenomena it is important to know what wind early indications to the flight crew.
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shear is and in which meteorological and

geographical environment it can be expected. 8.3.8.5.5 Standard response of the flight
The following definition seems to be the most crew should be:
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suitable for aviation:

- Control of flight path through pitch
Wind shear is any rapid change in wind attitude; resist a downward change in
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direction and/or speed along the flight path of pitch attitude as normal response to low
an aeroplane. airspeed.
- Unusual stick forced may be required to
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8.3.8.5.1 Wind shear, with or without maintain pitch attitude during airspeed
turbulence, alters the lift force acting on an variations away from normal target
aircraft, resulting in a significant sinking or airspeed.
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rising motion. Therefore wind shear may be - Low airspeed must be accepted. Flying at
categorized as airspeeds below normal reference
speeds may be required in order to utilize
• increasing performance shear caused by the full performance capability of the
increasing headwind/decreasing tailwind aeroplane.
component or vertical updrafts,

PART A 8 04-03-2021

surface temperature (> 60C) across the front
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and if the front is moving rapidly at more than
- If necessary “firewall” the throttles then 30 kt.
land as soon as possible for engine
checks.
8.3.8.5.9 Large wind speed changes near
8.3.8.5.6 The term “downbursts” describes the ground can be found in many
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a severe downward rush of air and its meteorological situations, including the
outburst of damaging winds on or near the frontal conditions. Terrain irregularities or
ground. It has been classified into macroburst buildings which interrupt the wind flow can
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and microburst. They are different in their size produce significant wind shears close to the
with radial outflow at the earth’s surface ground.
lasting from 3 to 20 minutes.
8.3.5.10 Precautions
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8.3.8.5.7 Downbursts can occur wherever
convective weather conditions exist. Avoidance is the best precaution. In case of
Approximately 5 percent of all thunderstorms unexpected severe wind shear encounter
produce microburst. during take-off or on approach, special
precautionary techniques can be applied by
Downdrafts associated with microburst are the flight crew to reduce the effect of wind
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typically only a few hundred to 1000m across. shear. The following precautions should be
When the downburst hits the ground, it taken into consideration:
spreads out horizontally and may form one or
more horizontal vortex rings around the - Thrust setting:
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downdraft the up to 2000 ft AGL. Maximum take-off thrust should be used

for take-off. It shortens the take-off roll
In downbursts with vortices very powerful and provides the best climb performance
updrafts and roll forces in conjunction with which leads to increasing altitude
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wind speed changes up to 45 kt can be available for recovery if required.

expected. During approach, thrust reductions
should be minimized.
The time period over which wind speeds - Runway selection:
exceeds half the peak value may last from1 The longest suitable runway should be
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to 8 minutes. Depending on the movement used taking into consideration cross-wind

and the height of the base of parent cloud, and tailwind limitations, and obstacles in
microburst may occur as stationary or take-off or landing path.
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moving, surface or midair, wet or dry ones. - Flap selection:

Microbursts have occurred in relatively dry The flap setting is dependent on the type
conditions of light rain or precipitation that of aeroplane. Although for take-off
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evaporates before reaching the earth’s greater flap setting provides better
surface. performance for wind shear encounters
on the runway and lesser flap setting
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8.3.8.5.8 Frontal wind shear is present in gives better performance in the air, the
both cold and warm fronts, but exist in a performance difference between flap
different relative location in each type of front. settings is rather small.
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Because the cold front boundary slopes back Experience has shown that for landing,
behind the frontal surface, the wind shear line the flap setting recommended in the AOM
also slopes back. The frontal boundary of the provides the best overall recovery
warm front slopes upward ahead of the performance for a wide range of wind
surface front and so does the wind shear. shears.
Significant wind shears can be expected if
there is a big difference in

PART A 8 04-03-2021

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Airspeed:
Available field length and runway Advanced warning of such conditions will
condition must be taken into assist other flight crews in avoiding or coping
consideration when increasing airspeed with a wind shear on approach or departure.
for take-off and/or landing.
An increased airspeed at rotation The recommended method for wind shear
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improves the ability to handle a wind- reporting is to state the loss or gain of
shear after lift-off. Increased airspeed airspeed and the altitudes at which it was
improves the flight path, reduces encountered.
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potential exposure to flight near stall
speed, and reduces the workload of the 8.3.8.5.13 Crosswind Operation
flight crew. During approach increased
airspeed improves climb performance Aeroplanes will not take-off or land in
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capability and reduces the potential for crosswinds exceeding the limits laid down in
flight at stick shaker speed during the OM Part B. in interpreting OM Part B
recovery from wind shear encounter. The limitations, pilots will also take into account
increased speed should be maintained associated conditions which might adver-sely
into the flare. affect the landing or take-off, such as
turbulence, ice or standing any of the above,
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- Use of autothrottle, autopilot and flight no crosswind landing shall be attempted,
director: unless justified by an Emergency, when
For take-off only speed-referenced flight braking action is reported as poor or when
directors with wind shear recovery aquaplaning conditions exist.
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guidance should be used.

During approach flight director, autopilot 8.3.8.6 General Guidelines for
and auto throttle should be used to the Operation in Turbulence,
maximum extent practical. This will Windshear and near
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relieve the workload of the flight crew and Thunderstorms

give them more time to monitor
instruments and weather conditions. - Fasten shoulder harness.
When the use of autopilot and/or - Switch on cockpit lighting to high intensity
autothrottle becomes unproductive they to avoid dazzling by lighting in
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should be disconnected. thunderstorm.

- Consider turning off autothrittle and
8.3.8.5.11 Conclusion manually set thrust to maintain target
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speed (see OM Part B).

The actions to be taken by the flight crews - Fly the recommended turbulence speed
can be summed up as follows: according to OM Part B procedures.
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- Use autopilot as recommended in the OM

- Evaluation of the weather situation, Part B. if autopilot is off, leave stabilizer
- Avoidance of known wind shear, trim in level-flight trim setting (do not
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- Consideration of precautions, overcontrol).

- Using standard operating techniques
when crossing areas of wind shear and Altitude
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recovering. At maximum cruise altitude, the margin

between low speed and high speed buffet is
8.3.8.5.12 Wind Shear PIREPs small and any increase of g-loads, whether
caused by maneuvering or by turbulence,
Pilots are urged to promptly volunteer reports may lead to serious difficulties. This shall be
to controllers to wind shear conditions they considered when trying to top a turbulence
encounter. region.

PART A 8 04-03-2021

Recovery
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Therefore do not select maximum cruise Should control be partially lost due to severe
altitude. Allow altitude to vary. Large altitude turbulence, resulting in a steep dive, the
variations are possible in severe turbulence. following recommendations may be helpful
Sacrifice altitude in order to maintain the for a successful recovery:
desired attitude and airspeed. - Use appropriate means to prevent a rapid
Assess best penetration altitude. speed build-up. The pitching effect
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Never chase altitude! caused thereby is secondary to the need
Large and persistent altitude variations may to keep the speed at a reasonable value.
smoothly be corrected by only small elevator - Roll the wings level before attempting to
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inputs and appropriate power corrections. pitch up. If the aeroplane is in a spiral
dive, elevator up force will tighten the
Airspeed/power setting spiral. Unless affected by compressibility
Large speed fluctuation and difficulties in the aeroplane’s natural stability will result
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instrument reading are to be expected due to in a pitch up with increase in airspeed
yawing and head-on gusts, therefore: provided the wings are level and the trim
Do not chase airspeed! is unaltered.
Maintain the recommended turbulence speed - Elevator forces can become very heavy
as target speed. Set thrust as required and as speed increases, thus being a
then do not change it unless required by large safeguard against excessive g-loads. If
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and/or persistent airspeed or altitude stabilizer trim is used for recovery, use it
variations. The aircraft’s real airspeed will with utmost caution so as to avoid heavy
remain within reasonable limits as long as loads and a possible over trim which
thrust is set properly, while avoiding large and could result in a renewed loss of control.
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rapid throttle movements, and a reasonable - If strong elevator forces are applied, the
constant attitude maintained. trim motors might become ineffective
If caught unaware by turbulence, do not slow (stalled). By reducing the elevator forces,
the aircraft down hurriedly. the trim motors will be enabled to drive
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the stabilizer in the desired direction.

Attitude
Control pitch attitude with smooth control 8.3.8.7 Jet stream
inputs to the elevator. Closely monitor the
ADI/FD as it is the only correct indication Near the tropopause there can be narrow
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while all other instruments may be seriously bands of wind with extremely high speeds up
erratic. to 300 kt called jet streams. The extent in
Maintain Constant Attitude! length is up to several thousand miles, the
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width can be several miles. The main

Use of Autopilot and Flight Director direction of the jet stream is south-west to
Since the autopilot will not be subject to false north.
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attitude interpretations or difficulties in erratic

instruments, its use in the appropriate 8.3.8.7.1 In mid latitudes there is a common
“turbulence” mode is strongly recommended. area for clear air turbulence (CAT) around the
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The flight director can effectively reduce jet stream, above and below the jet core and
workload and is therefore recommended for to the polar side. Taking a cross section of a
use in turbulence. It will give a good reference jet stream looking downwind, the turbulent
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for control about all axes and will further call region would be to the left of the jet core in
for proper control inputs. Northern Hemisphere and to the right in
Southern Hemisphere.

PART A 8 04-03-2021

8.3.8.7.2 To avoid or to leave the areas of
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CAT the following procedures should be 8.3.8.8.3 When encountering ash cloud
applied: following procedures are recommended:
- When flying parallel with the jet stream, • fly on the upwind side,
changing altitude up to 1,000 ft. • turn on continuous ignition,
- When flying perpendicular to the jet • declare an emergency,
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stream, changing altitude by 1000ft from • do not climb in order to overfly the ash
the warm to the cold side downwards, cloud,
form the cold to the warm side upwards. • reduce power to additional engine stall
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- If the temperature is changing in the CAT margin and lower turbine temperature,
area the flight should be continued on • try to escape the ash cloud by
course; probably the CAT area will be descending and flying a 1800 turn (if
crossed in a short time. terrain clearance permits),
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- If the temperature remains constant the • monitor attitude versus airspeed,
course should be altered in order to leave • keep as many engine which was shut
the CAT area. down due to EGT exceeding the limits.
If an engine fails to restart repeated
8.3.8.8 Volcanic Ash Clouds attempts should be made immediately to
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avoid solidification of molten ash on the
Flying through an ash cloud should be turbine blades,
avoided by all means because of extreme
• turn on all accessory airbleeds including
hazard for the engines and the aeroplane.
all air conditioning packs, nacelles, and
wing anti-ice. This will provide an
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8.3.8.8.1 Volcanic ash may extend for

additional engine stall margin by reducing
several hundred miles, and eruption may
engine pressure.
send ash plumes up to 40,000 ft.
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8.3.8.8.4 For additional procedures the OM

Do not rely on weather-radar to detect ash
Part B/Emergency checklist of the respective
clouds or volcanic dust as they cannot be
type of aircraft must be checked.
detected by the weather radar.
8.3.8.8.5 Following encounter with an ash
8.3.8.8.2 If the aeroplane enters an ash
cloud a landing at the next suitable airport is
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cloud the flight crew can expect:

recommended. If the visibility through the
- smoke, dust or acrid odours similar to
windshield is impaired a runway with auto
electric sparks in the cockpit,
land capability should be considered.
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- at night heavy static discharges around

the windshield,
8.3.8.8.6 Flight crews are requested to
- a decrease in engine rpm, a decrease in
make special air-reports when volcanic
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fuel flow, and an increase in EGT, engine

eruption is observed or when volcanic ash
surge or overheat,
cloud is observed or encountered.
- engine flame-out, (see reporting form on 11.6-5)
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- unreliable airspeed indication,

- pressurization and electrical systems 8.3.8.8.7 Information on volcanic activities,
may be affected, including pre-eruption activity, volcanic
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- at night, St. Elmo’s fire or other static eruption and volcanic ash clouds is
discharges accompanied by a bright transmitted to aeroplanes operating on routes
orange glow in the engine inlets. that could be affected.
This information is also published by

NOTAMS and SIGMETS up to a 12 hours

PART A 8 04-03-2021

validity period and, if necessary, turbulences, represent a danger at low
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recommendations on re-routings will be heights as well as the strong downslope wind
included. at the lee side of the mountains.
8.3.8.9 Heavy Precipitation Frequently, a second rotor will form up to 100

Heavy precipitation may occur as rain NM from the lee side of the mountain,
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showers, snow showers and hail. The producing original wave action. Flight crews
greatest hazards to flight are the reduced should be aware of the potential hazard at
visibility and the risk of icing in combination airports within the flow regime of the wave.
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with low temperature.
Depending on moisture content of the air,
On the ground contaminated runways may lenticular (lens-shaped) clouds may be
influence the performance, crosswind present.
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limitations and give a risk of aquaplaning. The
special procedures of the OM Part B of the 8.3.8.11.1 When approaching a mountain
respective aeroplane must be followed. range from the upwind side, there will usually
8.3.8.9.1 Partial loss of orientation may be a smooth updraft. Therefore, it is not quite
occur after changeover from instruments to as dangerous an area as the lee of range.
visual flying during the approach, especially From the leeward side, it is always a good
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in snow showers and blowing snow. idea to add an extra thousand feet or so of
altitude because downdrafts can exceed the
8.3.8.9.2 In falling or blowing snow, landing climb capability of the aircraft. Never expect
lights should be used with caution as the an updraft when approaching a mountain
reflected light may actually reduce the
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chain from the leeward. Flight crews should

effective visibility and even cause false always be prepared to cope with a downdraft
impression of drift during flare and roll-out. and turbulence.
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8.3.8.10 Sand Storms 8.3.8.11.2 If severe turbulence is

Sand may be ingested into engines or encountered, simultaneously reduce power
penetrated bearings and hinge points, and and adjust pitch until aircraft approaches
accumulations may occur on shock struts and maneuvering speed, then adjust power and
actuator sliding parts. As severe damage can trim to maintain maneuvering speed and fly
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be caused by the abrasive and congestive away from the turbulent area.
characteristics of sand and dust, it is
important to avoid sand storms whenever 8.3.8.12 Significant Temperature Inver-
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possible. sions
Sand storms are not endemic to the Strong inversions pre-cold-front situations
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company’s area of operation. However, may be associated with strong low altitude jet
sanded aprons, runways and certain landing winds immediately above the ground. The
sites can inflict ingestion damage on turbine main negative performance factor is caused
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engines, and every caution should be by the decrease in engine power resulting
executed to prevent such and other damage from temperature rise. In case of known or
typically caused by sand or dust. forecast temperature inversion corrections to
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the performance limits must be applied as per

8.3.8.11 Mountain Waves the OM Part B.
Mountain waves and downslope wind shear 8.3.8.12.1 At night during the spring and
are caused by a significant airflow crossing a summer months strong jet winds can occur
mountain range together with special close to the ground. The wind shear is caused
atmospheric conditions. The strong vertical when radiation cooling reaches
and horizontal wind shears, so called rotor
PART A 8 04-03-2021

maximum and a moderate to strong pressure of the location of the vortex flow generated by
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gradient exists. a preceding aeroplane and adjust his flight
path accordingly.
8.3.8.12.2 Lake and sea breeze wind shear is Tests with large/heavy aeroplanes have
caused by the differential heating rate of land shown that the vortex flow field – in a plane
and water under conditions of strong solar cutting through the wake at any point
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radiation. The land heats more rapidly than downstream – covers an area about twice
the sea. When the off-shore component of the the wing span in width and one wing span
prevailing surface wind is not too large and in depth. The vortices from the two tips
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the temperature difference is big enough, remain spaced and will drift with the wind.
warm air is raising over the land and will be
Vortex generation on take-off will begin at
substituted by colder air from the sea. It
rotation, with the creation of lift being
begins as a light breeze in the mid-morning
initialized, and ends with the touchdown on
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and increases through the day to 15 kt up to
landing.
50 km inland. With moist and unstable air
over the land a sea breeze front with The votices will sink with a rate of descent of
characteristics of thunderstorms may occur. 400-500 fpm. There is a tendency that the
At night the sea breeze will change to a land vortices will “level off” about 800-1,000 ft
below the flight path of the vortex generating
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breeze because the radiation cooling from the
land surface occurs more rapidly than over aeroplane. Vortex strength diminishes with
the sea. The temperature differences at night time and distance behind the aeroplane.
are smaller than during the day and therefore
the land breeze is not as strong as the sea In calm wind conditions, the remaining
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breeze. vortices from a landing aeroplane may persist

without noticeable weakening or dissipation
Normally only moderate wind shear is caused for up to 5 minutes.
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by a land or sea breeze. But, together with a

microburst when both phenomena strengthen To create safe separation margins between
each other, strong wind shear may occur. aeroplanes landing/departing the same
runways, national authorities and ICAO have
8.3.8.12.3 Flight crews must be aware of sea established minimum separation criteria
breeze wind shear especially on flights to taking into account the relation between
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islands in summer time where the runways aeroplane weight and the strength of wake
are often close to the shore. Airfields near the turbulences being generated.
coast will be more affected than those inland.
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Wake turbulence separation minima are

therefore divided into three categories
8.3.9 Wake Turbulence according to the maximum certificated take
off mass:
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Wake turbulence is generated by a pressure

exchange between the lower and upper • Heavy (H) – all aeroplane types of 136
surface of the wing. This pressure exchange tons or more;
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causes counter rotating vortices trailing from • Medium (M) – aeroplane types less than
the outer wing tips. The larger the aeroplane 136 tons but more than 7 tons;
the larger those vortices will be. The wake of • Light (L) – aeroplane types of 7 ton or
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a large aeroplane may generate large control less.

inputs on an aeroplane flying in the area
behind it. Those control inputs may exceed Some MEDIUM types – such as the B757,
the roll control capability of the following creating vortices as strong as heavy
aeroplane. The pilot must be aware aeroplanes – should be considered as

PART A 8 04-03-2021

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HEAVY aeroplanes regarding wake
turbulence generation. In case adequate separation cannot be
provided or when vortices are encounters
Usually ATC uses the following separation despite adequate separation, the following
criteria for approaches onto the same should be remembered:
runway:
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• when taking off, remember the lift off
a) RADAR SEPARATION point of the preceeding aeroplane. If
Leading Following Separation possible, arrange your lift off point well
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aeroplane aeroplane before the lift off point of the preceeding
H H 4 NM aeroplane.
M 5 NM If this cannot be done, consider delaying
L 6 NM the take-off for a few seconds –
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M H 3 NM depending upon the size of the preceding
M 3 NM aeroplane and wind conditions on
L 4 NM ground.
L H 3 NM
M 3 NM • When approaching behind a vortex
L 3 NM generating aeroplane, flying above the
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flight path of the preceding aeroplane,
b) NON RADAR SEPARATION normally, will avoid the vortex zone. It is
When approaches are separated by not uncommon to encounter a wind shear
time intervals, the following minimum on approach with headwind reported on
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time separation will apply behind an H the runway while tailwind prevails on
aeroplane approach. Be aware that in such
conditions the vortices of the preceding
2 minutes – if followed by an M aeroplane may be blown forward with the
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aeroplane possibility that its vortex zone may be

encountered even though a flight path
3 minutes – if followed by an L above that of the preceding aeroplane
aeroplane was maintained.
In all cases be alert for possible
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Apart from the above standards for vortex aeroplane upset and exceedance of roll
separation, the controller/commander may control capability of the autopilot.
arrange for a larger separation in calm
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conditions or for other terrestrial factors which • During approach/landing behind a vortex
might enforce/retain the vortex energy for a generating aeroplane, try to land at a
longer time. The same may apply for touch down point at the runway past the
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operations in parallel or near parallel touch down point of the heavier

runways, where the danger may exist, in aeroplane – if runway length permits.
crosswind situations, that vortices are
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encountered from a preceding aeroplane The following figures may illustrate the
approaching/departing on/from the parallel problem of wake vortices.
runway.
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On the other hand separation may be

reduced in strong crosswind conditions when
operating into/from single runway
environments.

PART A 8 04-03-2021

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Figure 1 - VORTICES
WAKE TRUBULENCE Known VFR traffic will be advised of
heavier group aeroplanes when they may
Wake turbulence could descend into the be affected.
circuit of another airport.
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Aeroplanes and vehicles will also be
cautioned about wake turbulence whenever
the potential for it exists.
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Controllers will caution taxiing aeroplanes and
other vehicles manoeuvreing behind a heavy
aeroplane.
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Rolling take-off by a heavy aeroplanes will not
be approved if its jet engine blast may be
hazardous to a following aeroplane or vehicle,
or to taxiway lights.
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Helicopters hovering or airborne while taxiing
should be kept well clear of light aeroplanes.
WATCH FOR
a) calm or stable air,
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b) a light cross wind or tall wind which

could keep a vortex on the runway,
c) turbulence drifting to another runway.
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Figure 2 – Wake turbulence separation Minima for

Crossing and following Aeroplane
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PART A 8 04-03-2021

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REVISION 01
PART A 8 04-03-2021
19-06-2022
Page 116
Controlled rest taken in this way may never
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8.3.10 Crew Members at their Stations be considered to be part of a rest period for
the purposes of calculating flight time
During take-off and landing each flight crew limitations nor used to justify any duty period.
member required to be on the flight deck duty
shall be at his station.
8.3.11 Use of Safety belts for Cabin
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During all other phases of flight each flight Passengers
crew member required to be on flight deck 8.3.11.1 Crew members and Occupants of
duty shall remain at his station unless his the Flight Deck
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absence is necessary for the performance of
During take-off and landing, and whenever
his duties in connection with the operation, or
deemed necessary by the commander in the
for physiological needs provided at least one
interest of safety, each crew member shall be
suitably qualified pilot remains at the controls
properly secured by all safety belts and
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of the aeroplane at all times and a cabin crew
harnesses provided. The harnesses
is in the cockpit. He or she must have full
incorporate a device which will automatically
situational awareness and have
restrain the occupant’s torso in the event of
Unobstructed access to the flight control.
rapid deceleration. During all other phases of
the flight, each flight crew member on the
On all decks of the aeroplane that are
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flight deck shall keep his safety belt fastened
occupied by passengers, required cabin crew
while at his station.
members shall be seated at their assigned
stations during critical phases of the flight. All provisions above apply to any other
occupant of the flight deck not being a flight
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8.3.10.1 Controlled Rest on the Flight crew member (see Chapter 8.3.12).
Deck
8.3.11.2 Passengers
During all phases of flight each flight crew The commander shall instruct and brief the
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member required to be on flight deck duty passengers or have them instructed/briefed

shall remain alert. If a lack of alertness is (Chapter 8.3.16) and ensure or be assured
encountered, appropriate countermeasures that each passenger on board.
shall be used. If unexpected fatigue is
experienced a controlled rest procedure, • during taxing,
•
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organized by the Commander, can be used, before and during take-off or landing,
if workload permits. • whenever deemed necessary in the
interest of safety
•
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The rest period may not be longer than 45 occupies a seat or berth with his safety
minutes and it must be terminated latest 30 belt, restraining belt or, where provided,
minutes before top of descent. harness properly secured.
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Cabin crew must be advised of the rest Note: it shall be recommended to

procedure. One cabin crew member is to passengers to keep, when occupying their
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contact the remaining flight crew member seats, their safety/restraining belts/harnesses
every 20 minutes, either by a visit to the flight secured during the entire flight.
deck or via interphone, during these periods.
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Handling staff, cabin crew and the

The recovery period following such a rest commander shall ensure that multiple
period shall be at least 20 minutes. occupancy of aeroplane seats and does not
occur other than by one adult and one infant
who is properly secured by a supplementary
loop belt or other restraint device. (See also
Chapter 8.2.2.2).

PART A 8 04-03-2021

8.3.11.3 Securing of Belts, Harnesses 8.3.12.1 Flight Deck Door Principles
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At each unoccupied seat or berth, the safety The flight deck door shall be closed before
belt/restraining belt and shoulder harness, if engine start for take-off and will be locked
installed, shall be secured so as not to when required by security procedure or when
interfere with crew members in the deemed necessary by the Commander, until
performance of their duties or with the rapid engine shut down after landing, except when
deemed necessary for authorized persons,
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egress of occupants in an emergency.
as stated in chapter 8.3.12, to access the
8.3.12 Admission to Flight Deck flight deck.
No person, other than operating crew Access to the flight deck will only be granted
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assigned to the flight, shall be admitted to, or after positive identification of such a person.
carried on, the flight deck.
Representatives of the Authority responsible
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for certification, licensing or inspection, if this
is required for the performance of official
duties, shall be granted access to the flight 8.3.13 Use of Vacant Crew Seats
deck.
Other persons, carrying a permit of Chapter 8.3.12 contains the relevant
provisions as to the disposition of vacant crew
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authorization issued by the Postholder Flight
Operations, may also be granted access to seats on the flight deck. The final decision as
the flight deck. to the disposition if other vacant crew seats,
again, rests solely with the commander.
The final decision regarding the admission to Normally, such permission will only be
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the flight deck of persons of the above granted to employees of the Operator, or of
categories rests with the Commander who other Operators, or to employees of
normally shall request credentials or aeronautical or other authorities, holding
identification of such persons before granting
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reduced fare transportation. Crew seats (e.g.,

such admission. In the interest of safety, crew rest on a non-passenger carrying deck)
admission to the flight deck shall not cause which are not certified for occupation by crew
distraction and/or interfere with the flight’s members during take-off/landing or specified
operation. Persons duly authorized by the other phases of flight (e.g.., because of
Authority, entitled to enter and remain on the emergency – evacuation problems), shall, of
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flight deck in order to be able to perform their course, not be occupied by other persons
duties, shall only be denied access by the during such phases of flight. Vacant crew
commander if he deems this necessary in the seats (except those on the flight deck). In
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interest of safety. order to be occupied by other persons, shall

A person shall not be carried on the flight at least meet the emergency relevant
deck provided that a seat with safety requirements for passenger’s seat (oxygen,
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belt/safety harness is available and that the seat belt/harness, instruction card,
requirements concerning supplemental accessibility to all verbal or other instructions
oxygen are met. The commander shall insure given to passengers by cabin or flight crew at
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that such a person is instructed to keep the all times, visibility of exit signs). The
safety belt/safety harness fastened at all commander shall not grant permission for
times (see Chapter 8.3.11.1), not to touch any occupation of a vacant crew seat located at
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controls, switches, instruments, circuit an emergency exit to any person who must
breakers, and that such a person is briefed in be denied seating at such exit in accordance
the use of all flight deck relevant emergency with Chapter 8.2.2.2, or to any other person
equipment and all relevant procedures. lacking sufficient strength or dexterity to
operates and open the emergency exit, to exit
expeditiously, and to assist others in getting
off an escape slide (if any).

PART A 8 04-03-2021

In-flight pilot incapacitation is an important
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Note: NUA shall grant access and safety hazard and has already caused many
cooperation for inspection to the Authority of accidents.
her organization, facilities and aircraft,
including contracted services of our Incapacities have occurred more frequently
operations and maintenance. Also the than other emergencies which are the subject
provision of a forward observer’s seat of extensive training (such as engine failure,
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suitable for monitoring crew actions, cabin fire etc). Aviation history and statistics
conversations and radio communications are indicates that incapacities may occur in all
determined by the Authority. NUA shall allow age groups and during all phases of the flight.
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the Authority to conduct on-going validation, There are many forms of incapacitation
test and inspections in determination of its ranging from obvious sudden death to a
compliance with applicable laws, regulations lingering and difficult to detect partial loss of
and AOC, Ops and Maintenance manuals. functions.
The crew member responsible for safety in

the cabin shall be a person who has granted
permission to occupy a vacant crew seat on
all safety relevant aspect connected with that
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8.3.14.3 Types of Incapacitation
- Obvious incapacitation; means total
functional failure and loss of capabilities.
This generally will be easily detectable
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and, if it is an emergency exit, on how to and will be a prolonged condition. Among
operate and open the door in an emergency the possible causes are heart disorders,
(stressing, however, that the door shall be severe brain disorders, severe internal
opened only after the appropriate command bleeding, etc.
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has been given). - Subtle incapacitation; this may be

considered a more significant operational
8.3.13.1 Vacant Crew Seat on the Flight hazard, because it is difficult to detect
Deck and the effects can range from partial
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(reserved) loss of functions to complete

unconsciousness, possible causes might
8.3.14 Incapacitation of Crew be minor brain seizures, hypoglycemia
Members (low blood sugar), other medical
disorders or preoccupation with personal
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8.3.14.1 Definition problems. Since the crew member

concerned may not be aware of, or
Incapacitation of a crew member is defined as capable of rational evaluating his
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any condition which affects the health of a situation, this type of incapacitation is
crew member during the performance of very dangerous.
duties – associated with the duty/position
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assigned to him – which renders him 8.3.14.4 Causes and Effects

incapable of performing the assigned duties.
As explained before, incapacitation may
range from minor cases of physiological
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The definition includes either total or partial

incapacitation which does not allow the upsets associated with intercurrent mild
fulfillment of duties in the “normal” way. disease or mental stress which may result in
reduced levels of judgment or physical
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coordination up to a complete collapse
8.3.14.2 General The causes for a mild incapacitation include:

PART A 8 04-03-2021

- Body pains such as toothache, At the worst he may simply have fallen
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headache, gastroenteritis, the delayed asleep.
effects of alcohol, drugs or medication,
common disorders such as a cold, etc. Other symptoms of the beginning of an
- Heart troubles, an acute infection, incapacitation are:
thrombosis, epilepsy, hypoglycemia
(extremely low sugar level) and others • incoherent speech;
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belong to the more serious causes of a • strange behavior;
sudden collapse. At least one incident is • irregular breathing;
known, where a crew member had a • pale fixed facial expression;
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heart attack right after his aviation • jerky motions that are either delayed or
medical exam is not a guarantee! too rapid.
It is obvious that a healthier lifestyle may If any of these are present, incapacitation
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reduce the number of occurrences of crew must be suspected and action taken to check
member incapacitation. the state of the crew member.
This includes avoidance of drugs, moderate 8.3.14.6 Actions to be taken when an

consumption of alcohol, adequate rest time – incapacity is recognized.
and its proper use of recreation – adequate
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sleep and nutrition but also the avoidance of First Step
stress in your business and private life.
• take over control of the aeroplane by
Chapter 6.1 covers the subject of health announcing “I have control”,
•
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precautions. engage autopilot,

• declare an urgency or emergency –
8.3.14.5 Recognition of Incapacity whichever is applicable -,
• if possible have the incapacitated cockpit
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An early recognition of incapacity is of utmost

importance. A silent collapse will hardly be crew member removed from his seat. In
detected during normal activities (for instance any case his seat should be moved fully
during the cruise phase of a flight), as back to prevent obstruction of flight
communications may sometimes be reduced controls, switches, levers, etc. The help
to a minimum. This requires that all crew of other crew members or passengers
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members monitor each other very closely. might be required.

• If necessary, reset COM and NAV to your
“Closely” means observing the other crew side.
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members for any “abnormal” reaction/action

or behavior. One good method is to use the Second Step
so called “TWO WAY COMMUNICATION
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RULE”. This simply means. That one crew • take care of the incapacitated crew
member’s comment must be answered by the member by trying to provide first aid (ask
other crew member(s). if doctors or other medical persons are
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aboard).
If – for instance – the PNF reports the • Arrange a landing at the nearest suitable
aeroplane being left of course, it is essential, airport as soon as practicable after
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that the PF not only corrects this problem but considering all pertinent factors,
also confirms this verbally. If a crew member • Arrange medical assistance after landing
doesn’t answer any question or checklist item – giving as many details about the
in the normal way, there is reason to condition of the crew member as
possible.
believe that there might be the beginning of a
subtle incapacitation. Third Step
PART A 8 04-03-2021

unusual action of another crew member,

•
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prepare for landing (cockpit and cabin), as this might also be an indication of the
but do not press for a hasty approach onset of incapacitation.
• perform approach checklist earlier than 4) Once an incapacitation is identified,
normal (request assistance from other remember the three basic steps:
crew members or “capable” persons),
• request radar vectoring and make an Step 1) Take over the aeroplane and
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extending approach – where possible to bring it under YOUR control
reduce workload, Step 2) Take care of the incapacitated
• for landing do not change seats – fly the pilot (either have him removed
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aeroplane from your normal position from his seat or secured so that
he will not interfere with the
• organize work after landing; this will controls).
include Step 3) Prepare for landing.
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- depending on the situation, a change
of seats for taxiing in, but only after Finally, it is emphasized that incapacitation
the aeroplane has come to a requires special actions using the good
complete stop; judgment of the crew member left in
- arrangements for the parking of the command of the aeroplane.
aeroplane.
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- having the incapacitated crew 8.3.15 Cabin Safety Requirements
member offloaded to the ambu-lance
as quickly as possible; The provisions of Chapter 8.2.2.2 (Allocation
of Seats), 8.2.2.3 (Sick, Disabled and
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Note: 1. The Company operations Handicapped Passengers, PRMs), 8.2.2.4

department must be kept (Transportation of inadmissible Passengers,
informed at all times regarding Deportees), 8.2.2.5 (Permissible size and
Weight of Hand Baggage), 8.2.2.6.3
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the above circumstances for

immediate relay to the Manager (Securing of Load, Cabin), 8.2.2.7.4 (Live
Flight Operations. Animals), 8.2.3 (Procedures for the Refusal of
2. In case of incapacitation of the Embarkation and Removal of Passengers),
system panel operator, pilots 8.3.11.2 (Seat Belts/Passengers), 8.3.13
shall refer to procedures as (Use of Vacant Crew Seats) and 8.3.16
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published in the AOM. (passengers Briefing) relate, more or less

directly, to cabin safety.
8.3.14.7 Summary
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The procedures to be followed during

The problems involved with incapacitation of passenger embarkation and disembarkation
crew members may be summarized as are outlined in Chapter 8.2.2.1, the operation
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follows: of aeroplane doors in chapter 8.2.2.12.

1) If you do not feel well, say “NO” before
the flight. The procedures in the event of fueling with
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2) Remember, that the best medical passengers embarking or disembarking or on

examinations as well as a healthy lifestyle board have been described in Chapter
still do not guarantee that an 8.2.1.3.
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incapacitation during flight will not

happen to you or to your other crew Of cabin safety relevance, n the wider sense,
members. are Chapter 8.8 (Oxygen
3) The “TWO WAY COMMUNICATION
RULE” must be used in order to have a
chance of detecting any incapacitation in Requirements), Chapter 8 (Dangerous goo-
time. Take notice of any abnormal or ds and Weapons), Chapter 10 (Security,
Procedures for Handling Crime On Board),
PART A 8 04-03-2021

AOM 3.1 (Abnormal and Emergency The commander, or by delegation of the
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Procedures: provisions relating to fire and commander, the senior cabin attendant will
smoke drill resp. unpressurised/partly conclude the cabin briefing by allotting to
pressurized flight), AOM 11 (Emergency each individual cabin crew member, the tasks
Evacuation Procedures). that crew member is to perform on board and
the station he is to occupy prior to/during/after
Note: In the following provisions, the term take-off and landing (emergency station).
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“cabin attendant” shall be substituted
by “appropriate crew member” as far 8.3.15.3 Prior to Boarding of
as the operation of aeroplanes, not Passengers
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requiring the carriage of cabin
attendant(s), is concerned. Maintenance personnel shall mark inoper-
ative emergency exits in accordance with the
8.3.15.1 General provisions laid down in the MEL (see AOM).
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Legal provisions require all crew members
not to perform any activities during critical On taking over their aeroplane at he
phases of the flight other than those required beginning of a day’s flight or series of flights
for the safe operation of the aeroplane. the cabin crew shall check the type-specific
(see AOM) cabin emergency equipment
This means that all cabin attendants shall, in using a check list. Equipment found at a
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the critical phases during taxiing and prior to wrong place shall be re-stowed at the
take-off/landing, concentrate on their appropriate location. Switching and thereby
designated task of securing the cabin and checking of emergency exit lights shall be
shall, if necessary, firmly and politely refuse performed as early as possible to ensure
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service requests by the passengers. sufficient time for repair in case of

malfunction. On completion of the check list
On the other hand, cabin attendants shall in the senior cabin attendant will advise the
these flight phases refrain from distracting the commander of any discrepancies so that
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flight crew members from concentration on these may be rectified or, if this is not
their duties (unless safety requires such practicable, entered in the Aeroplane
distraction), and shall assist the flight crew by Technical Log.
providing, in due time, the “CABIN SECURE”
report. Note: MEL “No-Go” deficiencies must be
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rectified before flight.

8.3.15.2 Cabin Crew Briefing
In the interest of hygiene and passenger
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A cabin crew briefing shall be conducted by comfort/well-being the cabin attendants shall
the commander prior to each flight or series check that the cabin (inclusive of lavatories
of flights (if to be operated on the same day and galleys) has been cleaned and tidied up
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by the same flight deck crew/cabin crew). He appropriately. They shall keep in mind that
will inform his crew of particulars (e.g., known the appearance of the cabin’s public image.
deficiencies of cabin/safety equip-ment,
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special passengers/load, expected Safety and courtesy render it necessary to

meteorological conditions, etc,) and events ensure that no unstowed catering, galley or
pertinent to the operation of the flight. other equipment/load inconveniences board-
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ing passengers nor impedes the orderly flow

Whenever a tour of duty for the whole crew of boarding.
begins at home base (duty after crew rest) the
commander or the senior cabin attendant
will check that the cabin crew is proficient in 8.3.15.4 Prior to Taxiing
and familiar with the relevant emergency
items and procedures. After passenger boarding and closing of all
doors and – where applicable – after the
PART A 8 04-03-2021

appropriate announcement by the senior Furthermore, any activity which could distract
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cabin attendant shall ensure that each any flight crew member from his duties is not
assisting means for emergency evacuation, authorized.
that deploys automatically, is armed at the
door(s) and emergency exit(s) for which he Thus flight attendants are not to enter or call
has been designated responsible. (The the cockpit except in the event of an
respective AOM may prescribed a cross emergency or for a safety related problem
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check between different stations). (see chapter 8.3.10 and 8.3.11.1).
Cabin attendant must check if the seating of 8.3.15.5 Prior to Take-off
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handicapped passengers, children, infants Prior to take-off, the cabin attendants shall
and persons in custody complies with the occupy their assigned stations and fasten
provision of 8.2.2.2; if not, they must arrange their safety belts and, if installed, their
for their reseating. harnesses.
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Cabin attendants shall ensure that all At night, the cabin lights shall be dimmed in
passengers are seated with their safety order to improve the night vision of cabin staff
belt/harness properly secured (see Chapter and passengers. The senior cabin attendant,
8.3.11.2), that no food, beverage or tableware having received the appropriate cabin report
is located at any passenger seat and that food from each cabin attendant shall report
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and beverage trays as well as passengers “CABIN SECURE” to the flight crew
backrests are in the upright position. In confirming:
addition, it shall be ascertained that all
passengers and crew baggage, catering • passengers seated with seat belts
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equipment and other cabin load is properly fastened, backrests upright and
secured (see chapter 8.2.2.6.3) and stowed tables/trays in stowed position,
where it cannot impede evacuation or cause • equipment and baggage properly
injury by falling or other movement. Overhead
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secured, galleys and lavatories checked,

bins, if installed, shall be closed. locked, secured, stowage spaces and
bins closed,
By an announcement and by visual checks, • all exits and escape paths unobstructed,
cabin attendants shall ensure that no curtains and doors (see chapter 8.3.15.4)
passenger uses any portable electronic secured in the “open” position,
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device that can adversely affect the • all doors in “FLIGHT” condition,
performance of the aeroplane’s system and
• cabin lights dimmed (night),
equipment.
• passenger briefing (see chapter 8.3.16)
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completed.
Cabin crew shall strictly enforce the “NO
SMOKING” instruction, given in accordance
The CABIN SECURE report shall be
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with Chapter 8.3.16

acknowledged by the commander.
All exits and escape paths shall be
Before take-off, the Pilot Non Flying (PNF)
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unobstructed. If it is necessary to pass

shall make a P.A. Announcement in order to
through a doorway or curtain to reach any
alert the cabin attendants.
requires emergency exit from any passenger
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seat, the door or curtain shall be secured in

the open position.
All relevant emergency equipment shall

remain easily accessible for immediate use. 8.3.15.6 In Flight
After take-off all cabin crew members shall
remain seated with seat belt/harnesses
PART A 8 04-03-2021

fastened until the “FASTEN SEAT BELT”

adversely affect the aeroplane’s system and
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signs have been switched off unless the
senior cabin crew member has obtained the equipment.
permission of the Commander to start the When it becomes necessary to administer first
service earlier. When encountering aid oxygen the cabin staff must inform the flight
turbulence in flight and the “FASTEN SEAT crew.
BELT” sign has been switched on, exemption
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from this obligation may be obtained by the When discovering a container with combustible
or quickly vaporizing fluid, cabin crew members
senior cabin crew members to his staff. When
must place the container into crushed ice (not dry
necessary, the flight crew will instruct the ice) and inform the commander.
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cabin crew members to fasten seat belt, by
using the public address system. Unless the Note: Also refer to chapter 9.1.4.
degree of suddenly encountered turbulence All breakdown or malfunctions of electrical
renders it too dangerous, cabin crew member equipment in the cabin shall be immediately
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shall, in case of turbulence, ensure that reported to the flight crew. Cabin crew
baggage and other load is re-stowed and members should be aware of the fact that
secured so as not cause injury by falling or resetting of circuit breakers – without knowing
other movement. the reason of the failure – increases the fire
During turbulence, in the absence of any risk.
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instructions by the Commander, the senior
cabin crew member may discontinue non For the security aspect of serving alcoholic
safety related duties and advise the flight beverages to passengers, refer to chapter
crew of the need to switch on the “FASTEN 8.2.3.2.
SEAT BELT SIGNS”.
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For fire avoidance/detection cabin staff shall All occurrences which may affect the safety of
conduct regular checks and observe the the operation and the well-being of the
following provisions: They shall passengers shall be immediately reported to
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the flight crew, e.g., illness on board, unusual

• enforce strict observation of the “NO noise, odour and other observations.
SMOKING” sign,
• look out for passengers who have fallen Note: For a bomb warning during flight,
asleep refer to chapter 10
• search trays for cigarettes and cigars
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before stowing. They shall never dispose 8.3.15.7 Prior to Landing

of burning cigarettes/cigars in waste The “FASTEN SEAT BELT” signs will be
boxes, switched on at a time (prearranged between
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• restrict spreading of papers by the Commander and the senior cabin crew
passengers on the cabin floor, member) which will enable the cabin staff to
• check lavatories for signs of smoke, and conclude passenger services and to prepare
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open flaps of waste boxes (automatic fire the cabin for landing. The cabin crew
extinguishers!), check the temperature of members, after securing and locking galleys
the hot water and the proper working of and lavatories, shall ascertain that all
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electric toilet appliances. These checks passengers are safely seated and that all
shall be made at intervals of 15 minutes baggage/load has been properly re-stowed.
when infrequent use of lavatories may
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prevent detection by passengers. At this stage of the flight, all provisions

outlined in chapter 8.3.15.4 and 8.3.15.5
must again be observed by the cabin
attendants. They shall, on receipt of
• conduct regular checks in order to instruction from the flight deck occupy their
ensure that no passenger does use a designated stations and fasten seat
portable electronic device that can

PART A 8 04-03-2021

belts/harnesses (see chapter 8.3.10 and from each required flight crew member
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8.3.11.1). station, be capable of operation within 10
seconds by a cabin crew member at each
The senior cabin attendant, having received station from which its use is accessible and
attendant, having received the appropriate must be audible and intelligible at all
cabin report from each cabin attendant shall passenger seats, toilets, cabin crew seats
report “CABIN SECURE” to the flight crew. and work stations.
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The cabin secure report shall be Note: For each required floor level
acknowledged by the commander. passenger emergency exit which has an
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adjacent cabin crew seat, there must be a
8.3.15.8 After Landing microphone which is readily accessible to the
seated cabin crew member. One microphone
After the aeroplane has touched down cabin
may serve more than one exit only if the
staff shall ensure that the passengers remain
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proximity of the exits allows unassisted verbal
seated with their seat belts fastened until the
communication between seated cabin crew
final parking position has been reached and
members.
the engines have been switched off.
Immediately before reaching that parking For use by crew members during an
position, and upon instruction from the flight emergency evacuation, the installation of one
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deck, each cabin attendant shall ensure that or more (see MEL) megaphone(s) as a back-
the automatically deploying means for up means for verbal briefing is prescribed on
emergency evacuation, at the passenger carrying aerop-lanes with a
door(s)/emergency exit(s)he has been maximum approved passenger seating
designated responsible for, are armed or configuration of more than 60. Where one
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disarmed as prescribed in the type specific megaphone is required, it should be easily

instructions of the AOM. For opening of doors accessible from a cabin crew member’s
refer to Chapter 8.2.2.12, for disembarkation assigned seat; where two or more
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to Chapter 8.2.2.1. megaphones are required they should be

suitably distributed in the passenger cabin
8.3.15.9 Smoking on Board and be readily accessible to crew members
assigned to direct an emergency situation.
In order to minimize fire hazards, smoking
is prohibited in an aeroplane at all times. Briefing by visual means: Each passenger
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shall be provided as soon as seated, with a

8.3.16 Passenger Briefing Procedures safety briefing card which provides, by means
Legal Provisions prescribe that passengers of a pictorial presentation, information and
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shall be briefed on all safety relevant matters detailed instructions on the use of emergency
• verbally and by demonstration (or by an equipments and exits intended to be used by
audiovisual presentation), and passengers. Pictorial placards(pictograms)
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• by means of a safety briefing card, and and picture type instructions shall indicate the
• by means of pictograms or signs. location and the use of emergency
installations. Visual means for passenger
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8.3.16.1 Means of Briefing Passengers briefing include the “FASTEN SEAT BELT”
and the “NO SMOKING” signs the installation
As a means for the prescribed verbal of which is prescribed on all aeroplanes
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briefings legal provisions prescribe the where the commander cannot see all the
installation of a public address system on all passenger seats from his own seat.
aeroplanes with a maximum approved
passenger seating configuration of more than 8.3.16.2 Contents and Timing
19 passengers. This system must operate
independently of the interphone systems,
8.3.16.2.1 Prior to Embarkation
must be readily accessible for immediate use

PART A 8 04-03-2021

At check-in, passengers shall be briefed on • the location and the use of life jackets
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which articles are prohibited to be carried on when the aeroplane is planned to fly over
their person, in their hand baggage or even in and at a distance of more than 50 NM
checked baggage (see Chapter 9.1.3.4). they from the shore, or to take-off or land at an
shall be briefed on the permissible size and approach path is so disposed over water
weight of their hand baggage (see Chapter that in the event of a mishap there is a
8.2.2.5). likelihood of ditching.
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Prior to boarding they shall be briefed on the 8.3.16.2.3 Climb and Cruise
“NO SMOKING” requirement, the “NO
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SMOKING” signs, and on all other provisions After take-off, the passengers shall be
relevant to their safety before and during their briefed, either verbally or by switching on or
embarkation (see also chapter 8.2.2.1). off the illuminated signs, on
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8.3.16.2.2 Prior to Take-Off • the smoking ban
• the use of safety belts and/or safety
When the aeroplane’s doors have been harnesses (which may again become
closed and armed, a designated crew necessary, e.g., when encountering
member shall brief the passengers on the turbulence in cruise flight). It shall be
following provisions/regulations/procedures: recommended that passengers, for their
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own benefit – even if the “FASTEN SEAT
• Observation of the :NO SMOKING” signs BELT” sign has been switched off – keep
which have remained switched on the their seat belts fastened.
aeroplane being on the ground,
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prohibition of smoking during flight in

Note: In case of turbulence the “NO
lavatories and aisle
SMOKING” signs may additionally be
• Location of slides/sliderafts switched on in order to reduce the
•
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backs of the seats to be in the upright risk of fire or for the well-being of the
position and tray tables stowed, passengers as nicotine increases the
• location of the emergency exits, susceptibility to air-sickness.
• location and the use of floor proximity
escape path markings, 8.3.16.2.4 Prior to Landing
• stowage of hand baggage, The “FASTEN SEAT BELT” sign shall be
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• to switch off any portable electronic switched on in due times prior to landing in
devices, such as cellular phones, order to brief the passengers to occupy their
computers, CD-players, etc., that can
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seats, thus enabling the cabin attendants to

adversely affect the performance of the properly secure the cabin (see Chapter
aeroplane’s systems and equipment, 8.3.15.7) without disturbance. The
• location and contents of the safety designated crew member shall verbally brief
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briefing card. the passengers
The passengers shall be demonstrated: • on the imminence of approach and

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landing.
• the use of safety belts and/or safety • On the requirement to observe the “ NO
harness, including how to fasten and SMOKING” sign as soon as it is switched
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unfasten these, on again,

• On the requirement to observe the
• the location and use of oxygen equipment “FASTEN SEAT BELT” sign (i.e., to
if such is required (see chapter 8.8). fasten safety belts and/or safety
passengers shall also be briefed on harnesses), to stow the tray tables, to
procedure when oxygen is being used or adjust the backrests of the seats to the
supplied
PART A 8 04-03-2021

upright position, and to re-stow hand
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baggage in its appropriate location, Special announcements should be made in
• On restrictions on the use of portable order to explain departure or arrival delays, a
electronic devices. diversion or abnormal events (e.g., lighting
strike), a go-around. Usually, a flight crew
Shortly before landing, the “NO SMOKING” member will be designated responsible for
sign shall be switched on. the passenger announcement(s), however,
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cockpit workload may render it necessary to
8.3.16.2.5 After Landing delegate this task to a member of the cabin
crew.
After landing the passengers shall be
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reminded, either verbally or by means of the
8.3.16.2.8 Operations Without Cabin
illuminated signs, about
Crew.
In Operations where Cabin Crew are not
• observing the smoking ban,
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Used, the occupant of the cabin shall be
• keeping safety belts and/or safety Briefed by the flight Crew on Communication
harnesses fastened until the aeroplane Procedures and the locations and use of the
has come to a full stop and the engines Emergency equipments such as
have been shut down, and • .Seats Belts
• keeping their mobile phones switched off • .Emergency Exits
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until they have disembarked the
• .Emergency Evac
aeroplane.
• .Life Jackets/ Floatation devices
In addition, they shall be informed of all other • .Oxygen masks and Emergency
provisions relevant to their safety during Oxygen
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disembarkation. • .Abnormal situations

• .Emergency evacuation.
8.3.16.2.6 Emergency Situations
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8.3.17 Cosmic Radiation

In an emergency, passengers shall be A crew member - while on duty - should not
instructed in such emergency action as may be exposed to a high cosmic radiation dose
be appropriate to the circumstances (see OM due to inherent health risks.
Part B).
As per health regulations, a radiation dosis
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8.3.16.2.7 Optional Passenger of 6 mSv (milli Sievert) per year is

Announcements considered to be high. Any radiation dose
which does not exceed 1 mSv per year is
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As a matter of courtesy, a welcome considered to be normal.

announcement should be made to The exposure level for cosmic radiation
passengers after embarkation and an
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depends upon
announcement bidding good-bye before
• the altitude,
disembarkation. Other announcements
• the latitude, and
should help to satisfy the passengers’ need
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• the time spent at altitude.

for information. Announcements could
contain information on: Altitudes below 27.000 ft are unlikely to
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• the planned route of flight, produce a yearly exposure level in excess

• cruising altitude, speed and OAT, of 1 mSv.
• the expected flight time,
• possibly some technical details (take-off
The effective radiation dose is stronger at
mass, fuel on board),
the poles but far less at the equator.
• prior to landing: the local time and the
weather at destination.
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The following table shows the hours of exposure for a dose of 1 mSv per year:
ALTITUDE (ft)
Latitude
30.000 33.000 36.000 39.000 42.000 45.000
60o 440 hrs 320 hrs 250 hrs 200 hrs 165 hrs 140 hrs
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Note:This table is based on the CARI-3
computer program.
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Example: A crew member spending 200
Hrs per year at an altitude of approximately 39.000 ft at latitudes of 60' North will be
exposed to a radiation dose of 1 mSv.
The above table shows that the yearly "limit" of 6 mSv will hardly be reached - or even exceeded -
considering the average total yearly flight time and the route network of the company.
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8.3.17.1 Procedures for Aeroplanes operated whenever requ-ired Cosmic or Solar Rad-
iation Detection Equipment is carried
As flight operations are not conducted at altitudes exceeding 15.000m I 49.000ft, the carriage
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of cosmic or solar radiation equipment is not required.

8.3.18 Standard Operating Procedures
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the commander shall ensure that clarity is

8.3.18.1 General Operating Procedure obtained from the ATC unit as to the content
8.3.18.1.1 Policy on the Use of Autopilot of the Clearance.
and Autothrust Therefore it is necessary that all crew
During flight autopilot and autothrust should members required to be on the flight deck
be used to the maximum extent practical. But shall wear the headset with boom mike when
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no autopilot use below 500ft enroute or at an on ground when receiving the departure
altitude that is less than 50ft below the MDA clearance and when the engines are running.
when on approach. This will relieve the In flight the use of headsets is required below
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workload of the flight crew and give them FL 100.

more time to monitor instruments and The PIC shall ensure that clearances are
weather conditions. When the use of autopilot obtained and two-way communication
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and/or autothrust becomes unproductive they maintained with control tower from before
should be disconnected. start through taxi and changes as required by
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Note: Detailed policies are found in ATC facility for take-off, climb, cruise,
Chapter 2 of the OM Part B. descent, approach (prior to 4nm from
aerodrome and within 2500ft AGL) and
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8.3.18.1.2 Policy on Radio Communica- landing using service call sign on first
tion contact. Special attention in areas of high
The Pilot Monitoring shall be responsible for terrain.
all primary ATC Communications. On Ground
It is imperative that both pilots understand All ATC Clearances shall be read back
and concur on all ATC Clearances. If there is verbatim unless local rules indicate
any doubt or conflict in what was transmitted, otherwise.

PART A 8 04-03-2021

In any event all “HOLD SHORT” instructions AFM/FMS entries.
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shall be read back in full. Caution shall be
exercised when operating in regions where 8.3.18.1.6 Operation in High Barometric
non-standard terminology is used. Pressure
In the event that the QNH exceeds 1051 ATC
In-Flight should be informed of the altimeter setting
The Pilot Monitoring shall read back all that will be used (e.g. 1050) and request that
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Heading, flight Level, Frequency and separation standards be maintained by
Route/Waypoint changes. suitable adjustments to the ATC clearance. It
is most likely that other aircraft will be in the
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A continuous listening watch has to be same situation. Any procedural heights
maintained with the appropriate ATS shown be flown as published. Use Radio
Authority throughout flight unless SELCAL Decision Height (if available), otherwise use
has been established. the published barometric decision altitude
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and accept that the aircraft will be higher than
8.3.18.1.3 Sterile Cockpit Procedure indicated.
In critical phases of flight the cockpit crew 8.3.18.2 Flight Phase Related Operating
should only perform necessary duties, so that Procedures
they are able to concentrate on the situation
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outside the aircraft and to fly the aircraft. 8.3.18.2.1 Taxi
During any taxi operation all flight crew
Critical phases of flight in this respect include members will monitor ATC radio
taxi, take-off, landing and climb/descent transmissions.
below 10,000ft AGL Both pilots have to monitor their taxi charts.
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Surface markings must be observed, if any

At these critical phase of flight NO flight crew doubt about the position is given, the aircraft
shall vacate their station for the any reason to shall be stopped and ATC or Apron shall be
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transfer duties to another crew member. informed.

Before crossing an active runway the “Hold
During these flight phases it is mandatory to short” or “Crossing” clearance has to be
use the headsets and boom microphones for confirmed by both flight crew members.
ATC communication.
8.3.18.2.2 Take-off
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The cabin crew should be briefed in this

respect, to make sure they do not interrupt the Immediately prior to take-off the commander
flight crew during critical flight phases for non- must re-check the weather and the runway
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safety issues. condition to ensure a safe take-off and

departure.
8.3.18.1.5 Cross Checks
Except otherwise directed by Authority, Noise
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For flight safety reasons critical flight crew

Abatement Procedure is same in all airports
actions require a cross check.
on each aircraft type.
Critical flight crew actions in this respect are:
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Prior to every departure the take0off data

- configuration changes, must be calculated in accordance with the
- heading, altitude, altimeter and procedures outlined in the OM Part B. this
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calculation must be cross-checked by

airspeed (bug) settings, another flight crew member. The take off
- transfer of controls, briefing must include the actual departure
- changes to the AFS (Auto Flight route, special performance aspects, the RTO
System), the FMS (Flight Management aspects and noise abatement procedures as
System) and radio navigation aids during a minimum.
the departure or approach phase,
- performance calculations, including
PART A 8 04-03-2021

The initial turn after take-off shall not be made - accelerate to flaps-up speed with flap
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below 500ft AGL unless local regulations retraction
dictate otherwise (for instance when so At 3,000ft:
required by the one engine out - accelerate to enroute climb speed.
procedure) or when justified by an Note: These noise abatement procedures

emergency. must only be flown in case they do
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However, no track changes is permitted at a not interfere with local departure
height of less than 50ft above the end of the procedures.
take-off run available or at a height equal to
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one half of the wing span. Then climb above 8.3.18.2.3 Cruise
1500 ft AGL as soon as possible due to
arriving traffic. The cruise portion of the flight may be the
most uneventful part of the flight time, es-
Noise Abatement Procedure pecially during long-range operations. When
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Nothing in this procedure shall prevent the above F250, it is mandatory that the pilot at
pilot-in-command from exercising authority in the controls use oxygen mask when only one
regards to the safe operation of the pilot is in the cockpit.
aeroplane. The pilot-in-command must exert all positive
effort to obtain clearance to fly at flight levels
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The noise abatement departure procedures that can achieve a safe maneuver margin and
(NADPs) have been developed so as to an optimum fuel mileage.
assure that the necessary safety of flight
operations is maintained whilst minimizing Flight crew members shall check and record
exposure to noise on the ground. Therefore a in the OFP the fuel data as laid down in
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departure procedure has been developed to chapter 8.3.7.

meet the close-in noise abatement objective. 8.3.18.2.4 Descent
And another one has “been developed to
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meet the distance noise abatement objective. Prior to starting descent the flight crew has to
check terrain and applicable minimum al-
1. Noise close to the aerodrome (NAP 1): titudes. The PF must brief all flight crew
Take-off to 800 ft above aerodrome elevation: members about restrictions during descent.
- take-off power Extreme high rates of descent must be
- take-off flap
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avoided. Descent to enter traffic pattern at

- climb at V2 + 10 to 20 kt. 1500ft AGL until further descent is required
At 800 ft: for landing.
- reduce thrust to climb power
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- climb at V2 + 10 to 20 kt. Maximum Rate of Descent

At 3,000 ft: Down to an Altitude Max. Rate of
of Descent
- accelerate to enroute climb speed with
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10,000 ft above terrain Not specified

flap retraction on schedule. 5,000 ft above terrain 5,000 ft / min
4,000 ft above terrain 4,000 ft / min
2. Distant Procedure (NAP 2):
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Take-off to 800ft above aerodrome elevation: 2,000 ft above terrain 2,000 ft / min
Below 1,000 ft above 1,000 ft / min
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terrain
- take-off power
- take-off flap Note: Some published approach profiles
- climb at V2 + 10 to 20 kt. mayrequire a higher rate of de-
At 800ft: scent than 1.000 ft/min below
- reduce thrust to climb power 1.000 ft AGL. In this case a rate of

REVISION 001
PART A 8 19-06-2022
04-03-2021

130
descent of up to 1.500 ft/min is ac- Authority in NUA Operations Specifications.
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ceptable provided the aeroplane is No landing below state minimum visibility.
in a stabilized descent when pass- On approach, descent below authorized DH
ing 1.000 ft AGL. or MDA (whichever the case) shall be only
8.3.18.2.5 Approach when:
The approach briefing should be done before 1. The aircraft is continuously in a position
from which a normal rate of descent to
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reaching Top-of-descent, preferably in
phases of low workload. When on Visual landing can be made using normal
Approach Slope Indicator, crew shall maneuvers;
maintain an altitude at or above the glide 2. The descent rate will allow touchdown to
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slope until a lower altitude is necessary for a occur within the touchdown zone of the
safe landing. On ILS, fly at or above glide runway of intended landing;
slope from interception to middle marker. 3. The reported flight visibility is at or above
that prescribed in the standard
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The approach briefing should contain as a instrument approach being used or the
minimum: controlling RVR is above specified
minimums; and
− The type of approach, Navaids, Inbound
course, 4. At least one of the following visual
− Radio altimeter settings, references for the intended runway is
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− Obstacle situation, distinctly visible and identified to the pilot-
− Landing runway, 5. The approach light system, except that
− Landing Distance Available, Landing the pilot may not descend below 100ft
Distance Required, above the touchdown zone elevation
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− Flap Setting, Spoilers, Thrust using the approach lights as a reference

Reversals, brakes. unless the red terminating bars or the red
− Missed Approach Point, Missed Ap- side row bars are also distinctly visible
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proach Procedure, and identifiable;

− Special operational aspects, e.g. aircraft 6. The threshold;
malfunctions, weather phenomena, 7. The threshold markings;
expected lighting or high field elevation. 8. The threshold lights;
9. The runway end identifier lights;
Stabilization of an approach has priority over 10. The visual approach slope indicator;
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all other issues like noise abatement, traffic 11. The touchdown zone and touchdown
flow or zone markings;
fuel savings. 12. The touchdown zone lights;
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Full use of radio navigation and landing aids 13. The runway or runway markings; or
shall be made during all weather conditions. 14. The runway lights.
For all approaches the relevant minimum
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shall be set. Stabilized Approach

All flights must be stabilized by 1.000 ft above
Generally all NUA flights shall culminate in airport elevation in instrument meteorological
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standard instrument approach procedure conditions (IMC) and by 500 ft above airport
prescribed by the authorities having elevation in visual meteorological conditions
jurisdiction over the aerodrome, unless (VMC).
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otherwise authorized by that Authority.
Instrument approaches, shall be in

accordance with IFR weather minimums and
Instrument Approach Procedures established An approach is considered stabilized when all
for that aerodrome as set forth by the of the following criteria are met:
1. The aircraft is on the correct flight path;
REVISION001
PART A 8 04-03-2021
19-06-2022
Page 131
2. Only small changes in heading / pitch members must have identified the
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are required to maintain the correct flight aerodrome.
path;
3. The aircraft speed is not more than V ref Go-Around
+20 kts indicated airspeed and not less A Go-Around is a normal procedure which
than Vref; should be applied without hesitation.
4. The aircraft is in the correct landing The stabilized approach concept describes
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configuration; the different criteria to be met, and that an
5. Sink rate is not more than 1000 ft/min; immediate Go-Around shall be executed if
6. Power setting is appropriate for the air- one or more of these criteria are not met.
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craft configuration and is not below the
minimum power for approach as de- All Go-Arounds must be carried out promptly
fined in the respective OM Part B; to ensure a minimum loss of height.
7. All briefings and checklists have been
8.3.18.2.6 Landing, After Landing and
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conducted;
8. ILS approaches must be flown within Parking
one dot of glide slope and localizer. For landing on wet or contaminated runway
an increment must be made to the required
landing distance for dry runways (see OM
Note: Unique approach procedures or Part B for details). Touchdown must be
abnormal conditions requiring a deviation
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accomplished within the first 1500 ft and not
from the above elements of a stabilized
approach require a special briefing.
beyond 2000 ft followed immediately by
deployment of speedbrakes and other
When the approach becomes unstabilized relevant deceleration devices.
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below 1.000 ft above airport elevation in IMC

or below 500 ft above airport elevation in After landing reverse thrust shall be applied.
VMC an immediate Go-Around is When clearing the active runway flight crew
have to be sure about the given parking
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mandatory.
position. Follow marshaller signals or the
The following uncontrolled changes from docking system to park the aircraft.
normal steady flight conditions below 1000 ft
AGL may be considered as possible Ensure that APU Electrical or External
windshear encounters: Electrical is available before engine shut
down. During engine shut down flight crew
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− Airspeed change of +/- 10 kts, members must monitor engine parameters.

− Vertical speed change of 500 ft/
min, NOTE: Crew must plan to conduct
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− Pitch change of more than 5°, stabilized precision approaches

− Glideslope displacement of more that ensure crossing the threshold
than 1 dot, by a safe margin (50ft AGL), with
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− Abnormal power lever position for the aeroplane in the landing

a significant period of time. configuration and attitude.
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Visual Approach
Before commencing a visual approach, all
flight crew members must have identified the
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aerodrome.
Straight-in visual approaches during night
time shall not be performed unless they are
part of a published approach procedure.
During visual approaches all available nav-
aids shall be tuned and monitored. Before
commencing a visual approach all flight crew
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PART A 8 04-03-2021

ends at a point in the vicinity of
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8.4.1 General
8.4 ALL WEATHER OPERATIONS an aerodrome form which:
“All Weather Operations” means any take- (i). a landing can be made; or
off or landing operations in conditions where (ii). A missed approach
visual reference is limited by weather procedure is initiated.
conditions. (6). Circling. The term used to describe
the visual phase of an instrument
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8.4.2 Terminology Definitions approach to bring an aeroplane into
(1). Alert Height. The alert height is position for landing on a runway which
specified radio height, based on the is not suitably located for a straight-in
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characteristics of the aeroplane and its approach.
fail-operational landing system. In (7). Minimum Decent Altitude/Height
operational use, if a failure occurred (MDA/H). A specified altitude/health in
above the alert height in one of the a non-precision or circling approach
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required redundant operational below which descent may not be made
systems in the aeroplane (including, without visual reference.
where appropriate, ground roll (8). Decision Altitude/Height (DA/H). A
guidance and the reversionary mode specified altitude/height in the
in a hybrid system), the approach precision approach at which a missed
would discontinue and a go-around approach must be initiated of the
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executed unless reversion to a higher required visual reference to continue
decision height is possible. If a failure has not been established.
in one of the required redundant
operational systems occurred below Notes: (i) Decision Altitude (DA) is
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the alert height, it would be ignored referenced to mean sea level

and the approach continued. (MSL) and Decision Height
(2). Non-precision Approach and Landing. (DH) is referenced to the
An instrument approach and landing runway threshold elevation.
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which does not utilize electronic glide (ii) The Required Visual
path guidance. Reference means that section
(3). Precision Approach and Landing. of the visual aids of the
An instrument approach and landing approach area which should
using precision azimuth and glide path have been in view for sufficient
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guidance with minima as determined time for the pilot to have made
by the category of operation. an assessment of the position
(4). Category 1 (Cat 1) Operation. A and rate of change of position
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precision instrument approach and in relation to the desired flight

landing using ILS, MLS or PAR with a path.
decision height not lower than 200ft
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and a RVR not less than 550m. (9). Visual Reference, Non-precision
(5). Final Approach. That part of an Approach. An approach may not be
instrument approach procedure which continued below MDA/MDH unless a
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commences at the specified final least one of the following visual

approach fix or point, or where such a references for the intended runway is
fix or point is not specified: distinctly visible and identifiable to the
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pilot:
(a) at the end of the last procedure
turn, base turn or inbound turn a
racetrack procedure, if specified;
or
(b) at the point of interception of the
last track specified in the
approach procedure; and
PART A 8 04-03-2021

(i). elements of the approach light runway can see the runway surface
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system; markings or the lights delineating the
(ii). the threshold; runway for identifying its centerline.
(iii). the threshold markings; (15). Reported RVR. The RVR
(iv). the threshold lights; communicated tot eh commander of
(v). the threshold identification lights; an aeroplane by, or on behalf of, the
(vi). the visual glideslope indicator; person in charge of the aerodrome.
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(vii). the touchdown zone or markings (16). Visual Approach. An approach by an
(viii). the touchdown zone lights; IFR flight when either part or all of an
(ix). runway edge lights; or instrument approach procedure is not
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(x). other visual references accepted completed and the approach is
by the Authority. executed with visual reference to
(10). Visual Reference, Category 1 terrain.
Approach. A pilot may not continue an Note: A visual approach may not be
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approach below the Category 1 DA/H conducted when the RVR, or factored
unless at least for the intended runway equivalent, is less than 800 meters.
is distinctly visible and identifiable to (17). Low visibility Procedures (LVP).
the pilot: Procedures applied at an aerodrome
(i). elements of the approach lights for the purpose of ensuring safe
system; operations during Category II and III
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(ii). the threshold; approaches and Low Visibility Take-
(iii). the threshold markings; offs by protecting sensitive areas and
(iv). the threshold lights; regulating the flow of air traffic when:
(v). the threshold identification lights; (a) the cloud ceiling is 200 ft or lower;
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(vi). the visual glideslope indicator; or

(vii). the touchdown zone or markings; (b) the RVR has dropped to 600 m or
(viii). the touchdown zone lights; or less.
(ix). runway edge lights. (18). Cloud Ceiling. The height of the base
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(11). Missed Approach Point (MAPt). That of cloud at an aerodrome which is

point in an instrument approach sufficient to obscure more than half of
procedure at or before which the the sky.
prescribed missed approach (19). Low Visibility Take-off (LVTO). A
procedure must be initiated in order to take-off on a runway where the RVR is
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ensure that the minimum obstacle less than 400 metres. The commander
clearance is not infringed. must be satisfied that:
(12). Obstacle Clearance Altitude/Height (a) the runway lighting and markings
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(OCA/H). The lowest altitude (OCA), comply with para 8.1.3.1.3; and
or alternatively the lowest height (b) Low Visibility Procedures are in
above the relevant runway threshold force.
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or above the aerodrome elevation as

applicable (OCH), used in establishing (20). Category II Operation. A precision
compliance with appropriate obstacle instrument approach and landing
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clearance criteria. using ILS or MLS with:

(a) A decision height (DH) below 200ft
(13). Obstacle clearance Limit (OCL). but not lower than 100ft and
The height above aerodrome elevation
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(b) RVR not less than 300m.

below which the minimum prescribed (21). Category IIIA Operation. A precision
vertical clearance cannot be instrument approach and landing
maintained either on approach or in using ILS and MLS with:
the event of a missed approach.
(14). Runway Visual Range (RVR). The
range over which the pilot of an
aeroplane on the centerline of a
PART A 8 04-03-2021

(a) a decision height lower than 100ft (1). Performance and handling
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and characteristics of the aeroplane;
(b) RVR not less than 200m. (2). The composition of the flight crew,
their competence and experience;
(3). The dimensions and characteristics of
(22). Category IIIB Operation. A precision the runways which may be selected for
instrument approach and landing use;
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using ILS or MLS with: The adequacy and performance of the
(a) a DH lower than 50ft or no DH and available visual and non-visual ground
(b) aids;
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(c) RVR less than 200m but not less (4). The equipment available on the
than 75m. aeroplane for the purpose of
(23). Fail-Passive Flight Control System. navigation and/or control of the flight
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A flight control system is fail-passive if, path, the approach, the flare, the
in eh event of a failure, there is no landing and the missed approach;
significant out-of-trim condition or (5). The obstacles in the approach and the
deviation of flight path or altitude nut missed approach areas and the climb
the landing is not completed out areas and necessary clearance;
automatically. For a fail-passive (6). The obstacle clearance altitude/height
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automatic flight control system the pilot for the instrument approach
assumes control of the aircraft after a procedures, and
failure. (7). The means to determine and report
(24). Fail-Operational flight Control meteorological conditions.
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System. A flight control system is fail-

operational if, in the event of a failure The aeroplane category shall be derived
below alert height, the approach, flare from chapter 8.1.3.
and landing can be completed by the
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remaining part of the automatic 8.4.4 Low Visibility Procedures

system, Hybrid systems are
considered to be fail operational if, in Low visibility and landing Category II or III
the event of a failure below decision operations shall not be conducted unless:
height, the landing can be completed (1). The aeroplane concerned is certified
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either by the pilot using head up for operations with decision heights
guidance, or by the landing system below 200ft, or no decision height, and
itself. equipped with the systems required for
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operations as certified by the Authority.

(25). Aerodrome Operating Minima (2). DH must be determined by means of a
The aerodrome operating minima for each radio altimeter.
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aerodrome planned to be used are (3). To maintain the safety of operation it is

published on the IAL of the RM. Such required to report any failure of
minima are not lower than the values approaches by using an adequate
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prescribed in chapter 8.1.3.2. reporting form.

(4). Specific approval/authorization for
Such minima are not lower than any that CAT II and III operations is granted by
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have been established for such aerodromes the Authority,

by the State in which the aerodrome (5). The flight crew consists of at least 2
is located. pilots and
The applicable aerodrome operating minima (6). Take-off and landing is carried out by
take full account of: the commander.
(7). LVP are in force.

PART A 8 04-03-2021

Procedures and instructions to be used for appropriate for the specific operation
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Low Visibility Take-Off and CAT II and III to be conducted.
operations are prescribed in the AOM and in
the Flight Crew Training Manual.
8.4.7 Commencement and
The commander shall satisfy himself that Continuation of Approach
the status of the visual and non-visual (Approach Ban)
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facilities is sufficient prior to commencing a The commander or the pilot to whom con-
duct of the flight has been delegated may
Low Visibility Take-Off or a Category II or III commence an instrument approach regard-
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approach. less of the reported RVR/Visibility but the
approach shall not be continued beyond the
8.4.4.1 Low Visibility Procedure for outer marker, or equivalent position (see
Take-off Note below), if the reported RVR/Visibility is
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The following guidance has been less than the applicable minimum. No
established for aerodromes which are not instrument approach and landing operation
authorized for CAT II/CAT III operations. shall be conducted with visibility less than
800m unless RVR information is provided.
(a) The operator has verified that LVP are
established and will be in force at Where RVR is not available the pilot-in-
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those aerodromes where LVTO will be command may derive an RVR value, for
conducted. non-precision and Category I approaches
(b) Until such time that the concept for only, by converting the reported visibility in
LVP is also established for such accordance with the table in para 8.1.3.2.6.
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aerodromes, the commander must

satisfy himself with Air traffic Services Where no outer marker or equivalent posi-
or Aerodrome Operator that for the tion exists, the commander or the pilot to
LVTO only one aircraft at a time is whom conduct of the flight has been dele-
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allowed on the maneuvering area, and gated shall make the decision to continue or
that vehicle traffic on the maneuvering abandon the approach before descending
area is controlled and is restricted to below 1000 ft above the aerodrome on the
the absolute minimum. final approach segment. If the MDA/H is at
or above 1000 ft above the aerodrome, the
approach shall not be continued below this
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8.4.5 Training and Qualifications

height if the RVR/Visibility is less than the
The initial and recurrent training program- applicable minima.
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mme and qualification requirements, for all If, after passing the outer marker or equiva-
aspects of Low Visibility Take-off and lent position depicted on the Instrument Ap-
Category II and Category III operations, are proach Chart, the reported RVR/Visibility
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prescribed in the Flight Crew Training falls below the applicable minimum, the ap-
Manual and/or Chapter 5 of this Manual. proach may be continued to DA/H or
MDA/H.
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8.4.6 Minimum Equipment

A pilot may continue the approach below
DA/H or MDA/H and the landing may be
(a) The AOM and/or MEL prescribe the
completed provided that the required visual
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minimum equipment that must be

reference is established at the DA/H or
serviceable at the commencement of a
MDA/H and is maintained.
Low Visibility Take-Off or a CAT II or
CAT III approach. The touch-down zone RVR is always con-
(b) The commander shall satisfy himself trolling. If reported and relevant, the mid
that the status of the aeroplane and of point and stop-end RVR are also controlling.
the relevant airborne systems is The minimum RVR value for mid-point is
125 m or the RVR required for touch-
PART A 8 04-03-2021

down zone if less, and 75 m for the stop-end.
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For aeroplanes equipped with a rollout
guidance or control system, the minimum
RVR value for the mid-point is 75 m.
Notes:
1) The equivalent position referred
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to above can be established by
means of a DME distance, a
suitably located NDB or VOR,
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SRE or PAR fix or any other fix
that independently establishes
the position of the aeroplane, if
published on the instrument
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approach chart.
2) Where a State Approach Ban is
more restrictive, the published
State Approach Ban applies
(Ref. OM Part C section AIR
TRAFFIC CONTROL).
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3) "Relevant", in this context,
means that part of the runway
used during the high speed
phase of the landing down to a
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speed of approximately 60 knots.

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PART A 8 04-03-2021

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8.5 EXTENDED RANGE OPERATIONS WITH
TWO-ENGINED AEROPLANES (ETOPS)
8.5.1 Rules and definitions Note: Aeroplanes of the types specified in

b) above are prohibited to be
NCAA requirements reads:
operated over a route containing a
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a) An operator shall not, unless specifically point farther from an adequate
approved by the Authority (ETOPS aerodrome than defined in b)!
approval), operate a two-engine Exceptions cannot be applied for!
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aeroplane, with a Maximum Certificated
take-Off mass (MTOM) exceeding “Adequate” defines an aerodrome usability
8,618kg or a maximum approved which has been determined, with particular
passenger seating configuration of regard to one-engine-inoperative
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more than19, over a route that contains approaches and landings, by the manager
a point further from an adequate Flight Operations, or a designated deputy, in
aerodrome than the distance flown, accordance with the provisions of Chapter
under standard conditions in still air, in 8.1.2; an ATC facility should be available
60 minutes at the one-engine-in- and at least one letdown aid (ground radar
operative cruise speed. would so qualify) for an instrument
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b) An operator shall not operate a two- approach. The “one-engine-inoperative
engine performance class B aeroplane cruise speed” shall be carefully selected
on a route that contains a point further, from the manufacturer’s documentation
from an adequate aerodrome, than the (e.g. AFM or similar) and shall be
distance flown, under standard
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sufficiently conservative as to be acceptable

conditions in still air, in 90 minutes at the to the Authority; “one-engine-inoperative”
all engines maximum-range cruise does not automatically include
speed, or 300 nautical miles, whichever “decompression”, in this context. Type
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is lesser. specific one-engine-inoperative cruise

c) An operator shall not, unless specifically speed combines with the time limit specified
approved by the Authority (ETOPS in a) and c) above to define a distance value
approval), operate a two-engine (distance = time X speed). Circles with radii
aeroplane other than those covered by corresponding to this value drawn around
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sub-paragraph (a) or (b) above each adequate aerodrome define, in their

including cargo aeroplanes, on a route coverage, the NON-ETOPS Area. By
that contains a point further, from an implication, all areas outside the NON-
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adequate aerodrome, than the distance ETOPS Area(s) are ETOPS Areas.
flown, under standard conditions in still
air, in 120 minutes at the one-engine-
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inoperative cruise speed. ETOPS Operational Approval:

This means that aeroplanes of the types
Upon application by the operator (containing
defined in a) and c) above may only be
proof of reliability for aeroplane type and
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operated over a route that contains a point

engine type, for maintenance and flight
farther from an “adequate aerodrome” than
operations) the Authority may grant ETOPS
the distance flown, under standard
Approval to the operator for a particular
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conditions in still air, in 60 (or 90) minutes at

aeroplane type and for a particular route or
the one – engine inoperative cruise speed, if
geographic area, indirectly defining the
specific approval has been granted by the
extent of operator-specific, permissible
Authority.
ETOPS areas (within which approved
ETOPS operations may take place), by
specifying the maximum

PART A 8 04-03-2021

distance (e.g., 75,90,120 or 180 minutes forecast crosswind component,
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multiplied by one-engine-inoperative-cruise including gusts, for the landing runway
speed, standard conditions, still air) from a expected to be used, should not
“suitable aerodrome” (see definition below) exceed the maximum permitted
at which the ETOPS approved aeroplane crosswind for landing.
may operate. In other words: Circles around
operator-selected “suitable aerodromes” Type Design ETOPS Approval
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with a radius equal to the maximum distance
approved by the Authority define, by their It should be noted that the Authority will
coverage, the permissible ETOPS are. normally grant ETOPS operational approval
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better than “75 minutes” only if the particular
“Suitable Aerodromes” or “ETOPS aeroplane type, i.e., airframe/ engine
Alternates” bare aerodromes selected and combination, under consideration holds a
identified in the preflight planning phase and Type Design ETOPS Approval which will be
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listed in the operational flight plan; they shall granted, normally upon application of the
meet the following requirements: manufacturer, by the Authority or JAA after
careful consideration of the airframe, the
- They shall be adequate aerodromes, systems, the engines, their particular design
as defined above, features and interaction; and their proven
- The landing distances required as reliability.
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specified in the applicable aeroplane
documentation for the altitude of the
airport, for the runways expected to be
used, taking into account wind
forecasts, runway surface forecasts,
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and aeroplane handling charac-

teristics, permit the aeroplane to be
stopped within the landing distance
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available.
- the aerodrome services and facilities
are adequate to permit the conduct of
an instrument approach procedure
(ground radar would also qualify) to the
runway expected to be used while
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complying with the applicable

operating minima,
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- the latest available forecast weather

conditions for a period commencing
one hour before the established
earliest time landing and ending one
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hour after the established latest time of

landing equals or exceeds the ETOPS
alternate weather minima. In addition,
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for the same period, the

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8.5.2 ETOPS Approval(s) granted by the Authority:
Aeroplane Type Design Registration Maximum Areas

Type ETOPS Approval * Distance from
yes/no a suitable
aerodrome
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…minutes **
= ….. NM
… minutes **
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= ….. NM
 individual aeroplanes of the respective type equipped and maintained to manufacturer’s
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ETOPS specification
** multiplied by the applicable one-engine-inoperative cruise speed (standard conditions, still air)
Note:
8.5.3 Preflight Planning for ETOPS
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No person may use an aircraft type
8.5.3.1 The individual aeroplane must be and model in commercial air transport
ETOPS certificated; its technical status must passenger-carrying operations unless
meet the MEL requirements for ETOPS. it has first conducted, for the
authority, an actual full capacity
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8.5.3.2 Prior to being assigned as a emergency evac-uation

commander or as a copilot on an ETOPS demonstration for the config-uration
flight, a pilot shall have undergone in 90 secs or less.
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appropriate training. He shall be ETOPS

qualified. In the event, a full capacity demo-
nstration is not required, an actual
partial demonstration to the
8.5.3.3 ETOPS Alternates (“Suitable satisfaction of the authority will be
Aerodromes”) shall be identified and sufficient.
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selected for the particular flight. No point

along the planned route shall be further United Nigeria shall not use a
from a suitable aerodrome” than the
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landplane in extended over water

distance specified by Chapter 8.5.2. Note operation without first demonstrating
that this distance may be reduced for a
to the authority that it has the ability
particular flight by certain MEL
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requirements not being met. All ETOPS and equipment to efficiently carry out
Alternates selected shall be specified in our ditching procedures.
the operational flight plan.
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ETOPS ALTERNATE MINIMA
Applicable Minima Planning Minima
(RVR/Visibility required and ceiling if applicable)
Aerodrome with
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at least 2 separate at least 2 sep- at least 1 approach
approach arate approach procedure based
procedures based procedures on 1 aid serving 1
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on 2 separate aids based on 2 runway
serving 2 separate separate aids
runways serving 1 runway
Precision Approach Cat II, III Precision Non-Precision Approach Minima
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(ILS, MLS) approach Cat I
minima
Precision Approach CAT I Non-precision Circling minima or, if not available, Non-
(ILS, MLS) Approach Minima precision Approach Minima plus
200ft/1000m
Non-Precision Approach THE LOWER OF The higher of Non-Precision Approach
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NON-Precision Minima plus 200ft/1000m or
Approach Minima
plus 200ft/1000m circling minima
or Circling Minima
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Circling Approach Circling Minima
Note: Runways on the same aerodrome are considered to be separate runways when they are
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separate landing surfaces which may overlay or cross such that if one of the runway is
blocked, it will not prevent the planned type of operations on the other runway and when
each of the landing surfaces has a separate approach procedure based on a separate aid.
8.5.3.4 Communication facilities shall be equal to the amount as calculated in

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available to provide, at the appropriate one- accordance with chapter 8.1.8:

engine-inoperative cruise altitudes, reliable Additional fuel calculations shall be made for
two-way voice communications between the the individual ETOPS flight under the
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aeroplane and ATC over the planned route of assumption of either a pressurization failure
flight and over the routes to all ETOPS only or of a simultaneous engine and
alternates in the event of a diversion. pressurization failure,at the most critical point
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along the route, and continuation of the flight

Non-visual ground navigation aids, if at 10,000ft (FL 100) – unless continued cruise
required, shall be available and located so as above 10,000ft is possible, the aeroplane
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to provide the navigation accuracy necessary being equipped with supplemental oxygen
for the planned route and altitude, and the until the specified ETOPS alternate is
route and altitudes to be used in case of a reached. For both calculations (one-engine-
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diversion. inoperative versus both-engines-operating)

the following “critical fuel scenario” shall be
8.5.3.5 ETOPS flight planning requires a used:
distinct method of calculating the fuel to be
uplifted – which shall, of course, at least be

PART A 8 04-03-2021

- immediate descent from planned cruise - consideration) if more than one are
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level to 10,000 feet (or higher if oxygen specified, or more than one are
suffices) at the appropriate descent specified, or
procedure, - the ETOPS exit point.
cruise at 10.000 feet (or higher if oxygen Whenever the amount of fuel defined by
suffices) at the relevant speed, (burnoff plus contingency fuel, from
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- decent to 1500 feet above ETOPS departure aerodrome to the most critical
alternate, point, plus critical fuel scenario) is higher
- hold for 15 minutes above ETOPS than the one required by chapter 8.1.8,
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alternate, the higher amount shall be uplifted.
- initiation of an approach, followed by a
missed approach, 8.5.4 In Flight Procedures – ETOPS
- second approach and normal landing,
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- to the so calculated fuel burn (from the 8.5.4.1 During flight, the pilots shall
critical point until landing at the ETOPS continually monitor any significant
alternate) changes in conditions at designated
add a contingency amount of 5% to ETOPS alternates and other en-route
allow for errors in wind forecast, aerodrome. Prior to proceeding beyond
add another 5% penalty in fuel mileage the ETOPS entry point, the latest weather
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(see Note 1 below), forecasts, aeroplane status, fuel
add any other required penalty for CDL remaining, runway surface conditions
items and airframe/engine anti-icing, and facilities at designated ETOPS
add the penalty accounting for ice alternates shall be evaluated. If any
conditions are identified which would
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accumulation on unprotected surfaces if

icing conditions are expected to be preclude a safe approach and landing,
encountered during the diversion; the commander shall decide upon the
add fuel for required APU operation appropriate course of action.
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(normally one-engine-inoperative
calculation only) during the above 8.5.4.2 When one engine fails or is shut
maneuvers. down in flight as a precautionary measure
the aeroplane shall normally proceed to
Note 1: The 5% penalty in fuel mileage may the nearest suitable aerodrome with
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be waived when airframe/engine monitoring regard to flight time, at which a safe

have provided individual deterioration values landing can be made. The same applies
for each aeroplane, and these have been in case of failure of one or more of the
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applied to flight planning. primary aeroplane systems unless,

considering the consequences of
Note 2: For the calculations of the diversion possible additional failures, no significant
impact on flight safety is to be expected if
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as outlined above, the wind directions/speeds

and temperatures fore-cast at the applicable the aeroplane continues to the
altitude and for the applicable period of time destination aerodrome.
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shall be taken into consideration (whereas,

for designating permissible ETOPS areas, 0- 8.5.4.3 Sample of the ETOPS Flight
wind condition are being assumed!) Plan
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(reserved)
Note 3: The “most critical” is either
- the ETOPS entry point, or

- the last PET between ETOPS
alternates (taking forecast
winds/temperatures into

PART A 8 04-03-2021

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PART A 8 04-03-2021

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8.6 USE OF THE MINIMUM EQUIPMENT LIST(S) AND THE
CONFIGURATION DEVIATION LIST(S)
under the special conditions prevailing at the
time, he shall, however, never accept
8.6.1 Minimum Equipment List (MEL) requirements below the MEL minimum.
Maintenance, ferry – and training flights may
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The MEL is approved by the Authority and be dispatched with less than the equipment
permits the operation with specific inoperative specified in the MEL, provided all equipment
items and equipment for a period of time or a expected to be utilized in that flight is
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number of flights until repairs can be operable. The recommendation in favour or
accomplished. It is important that repairs are against such a flight must be requested from
accomplished at the earliest opportunity but the technical department, flight operations
in any case within the timeframe specified in and the Authority. Equipment obviously basic
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the MEL for the particular equipment. to the aeroplane’s airworthiness (such as
wings, rudders, etc) is not listed in the MEL
The basis for establishing and approving the and must of course be operative for all flights.
MEL is the MMEL – the manufacturer’s
Master Minimum Equipment List. This On the other hand, equipment obviously not
document is approved by the airworthiness required for a safer operation of the aeroplane
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authority. Other than the MMEL the MEL also – such anashtrays, passenger convenience
considers operational regulations and items, etc. – are not listed and may be
increased safety standards applicable to unserviceable. For all further details check
commercial operations! The MEL for the type the MEL(s) for the type(s) concerned (AOM).
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concerned is contained in the respective

AOM and provides for release of the aircraft 8.6.2 Configuration Deviation List
for flight(s) with inoperative equipment. (CDL)
Whenever a flight – or series of flights – is
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released for dispatch with inoperative item(s), An aircraft may be operated with secondary
entries must be made in the technical log airframe and engine part deficiencies if so
containing a detailed description of the allowed in the approved CDL. Other than in
inoperative item(s) using the appropriate the MEL, CDL items very often do not have a
system and sequence number found in the time limit or a limit on the number of landing.
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MEL, special advice to the crew and However, the CDL will specify “changes” to
information regarding corrective action(s) the approved AFM-procedures or its
taken. The MEL is not intended to provide for performance.
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continued operation of the aeroplane for an

indefinite period with inoperative items! The As an example, a missing landing gear door
basic purpose of the MEL is to permit the may not cause a safety risk, however it may
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operation of an aeroplane within the cause performance penalties which need to

framework of a controlled and sound be considered. It may also imply speed limits
maintenance and repair programme. buy it would not be unsafe to operate that
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particular type of aeroplane the operation is

The decision of the commander of the flight to performed within the framework of the
have allowable inoperative items corrected instructions, limits and performance penalties
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prior to flight will take precedence over the as specified in the CDL. All missing/deficient
provision contained in the MEL. The parts carrying performance penalties are
commander may request requirements above cumulative unless specified penalties for
the minimum listed whenever, in his certain combinations of missing part are
judgment, such added equipment is essential impose. Accumulated weight penalties – if
to the safety of a particular flight there are any – must be

PART A 8 04-03-2021

considered and subtracted from the allowed
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mass for take-off, climb en-route or landing.
When first making use of the CDL for a
specific item, the appropriate items shall be
described and entered in the technical log
and the “deferred items list.” For any
subsequent flight(s) this particular item will be
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carried on in the deferred item list until this
part is replaced or repaired. All further details
may be found in the CDL for the respective
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type presented in the AOM.
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REVISION 0
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Page 147
8.7 NON-REVENUE FLIGHTS – 8.7.2.4 If it is required by the kind of test
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PROCEDURES AND flight there might be, in addition to the mini-
LIMITATIONS mum crew, engineers, mechanics or in-
All non-revenue flights must normally be spectors on board who were directly in-
performed in accordance with the company volved in the preceding work/inspection of
regulations for route flights. On some non- the aeroplane. They must be recorded in the
revenue flights it may be possible that
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flight log as additional crew members.
passengers are carried. For exceptions, re-
fer to chapter "Demonstration Flights" and 8.7.2.5 The responsible engineer shall give
"Delivery Flights" listed on next page. the flight crew a briefing on
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− the reason for the test flight,
8.7.1 Training Flights − the test programme and
8.7.1.1 The pilot-in-command (commander) − how the preceding work may
of a training flight must be qualified and influence the airworthiness of the
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licensed as flight instructor on the aeroplane aeroplane.
concerned. 8.7.3 Delivery Flights
Delivery flights are flights where - after a
In-flight simulation of emergencies whiel
purchasing or lease agreement - an
passengers and/or cargo are being
aeroplane is flown from the manufacturer's,
transported on board the aeroplane is
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seller's or lessor's facility to the airline or vice
strictly prohibited.
versa.
8.7.1.2 The company weather minima Provided all normal requirements - such as
(ceiling and visibility) specified for the re- crew complement, equipment requirements
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spective type of aeroplane, approach and are met, non-revenue passengers may be
aerodrome are applicable. carried if this is not excluded on the
8.7.1.3 During training and proficiency certificate of airworthiness and certificate of
registration. Full Insurance coverage must
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check flights only flight crew members in-

volved in the training and/or representatives be assured. For some delivery flights the
of the Authority may be carried on board. Authority might only issue a "ferry permit" in
lieu of the certificate of airworthiness and the
8.7.2 Test Flights certificate of registration. This ferry permit
may exclude the carriage of persons other
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8.7.2.1 A test flight must be performed after than flight crew and engineers. For those
special maintenance and/or repair work on flights with minimum crew and the permitted
an aeroplane and on special request of the persons - other than flight crew and
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Authority. passengers - the Flight Operations Manager

8.7.2.1.1 The flight test area shall only be may specify acceptable deviations from the
over water or sparsely populated area procedures required under Nig. CARs and
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having light traffic. the Company operations manual(s), but

8.7.2.2 Test flights shall be performed ac- never below the Nig. CARs requirements,
cording to programmes issued by the national and international regulations for
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responsible technical department in agree- non-commercial operations (ICAO Annex 2,

ment with the flight operations department. Annex 6, II etc).
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Delivery flights may be combined with

8.7.2.3 Those flights shall be performed by training flights provided the minimum crew
the minimum flight crew according to AOM. as per the Aeroplane Flight Manual is on
Only experienced pilots should be assigned board.
by flight operations for test flights. On those delivery flights, where all
requirements as per Nig. CARs and the
company operations manual(s) are met

PART A 8 04-03-2021

(including all insurance coverage for qualified instructor plus a flight crew
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commercial operations) passengers - even member with the basic pilot licences
commercial passengers - may be carried, if required for that category of aeroplanes (on
the aeroplane's registration is removed from aeroplanes requiring an SPO, a qualified
the AOC only after the arrival at the final SPO is required). Other than for the normal
(delivery) destination! flight operation VFR-flights are also
permitted in excess of a distance of 25 NM
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8.7.4 Ferr y Fl i ghts from the airport provided the required VFR-
Ferry flights are flights to position minima apply. The Flight Operations
aeroplanes for maintenance. They may be Manager may specify additional minima-
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conducted with minimum crew and reduced increments for these flights on an individual
airworthiness as permitted by AFM or its basis.
supplements.
8.7.6 Positi oni ng Fli ghts
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8.7.5 Demonstration Flights A positioning flight is a flight to position an
aeroplane to an aerodrome for commercial
A demonstration flight may be for a sales/ operation.
advertising purpose or to demonstrate flight
characteristics to a potential buyer, or flights 8.7.6.1 Positioning flights may be performed
with journalists and customers to introduce with the minimum flight crew.
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a new type of aeroplane or as the Nig. CARs
demands. 8.7.6.2 Crew members of the company may
be transported on the way to or from flight
In any case, all flights with passengers duty (Dead Head Crews).
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aboard require full and normal crew

complement. Flights without passengers 8.7.6.3 When dead head crews are carried
may be combined with training flights and on positioning flights, at least one qualified
either require normal crew composition cabin attendant must be carried.
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(without cabin crew) or at least a type
OXYGEN REQUIREMENTS
provided in unpressurised aeroplane to the
Definitions occupants whenever flight altitudes above
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10,000 ft are used.

First aid oxygen – means the additional
Crew protective breathing equipment
oxygen provided for the use of passengers,
(PBE) – an equipment to protect the eyes,
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who do not satisfactorily recover following

nose and mouth of each flight crew member
subjection to excessive cabin altitudes,
while on flight deck duty and for each cabin
supplemental oxygen.
crew members to continue to perform their
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Note: first aid oxygen is only required for duties even under smoke or toxic air
pressurized aeroplane operating above conditions in the cabin or on the flight deck,
25,000 ft where cabin crew members are the portable PBE equipment must allow
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required. active firefighting.

Supplemental oxygen – pressurized
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aeroplane – a supply of oxygen to the

required number of occupants for the
required flight time at the appropriate
altitude(s), following a cabin
depressurization.
Supplemental oxygen - non-pressurized
aeroplanes – a supply of oxygen to be
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sure altitude established for the type
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8.8.1 First Aid Oxygen certification of the aeroplane shall be used
The amount of oxygen shall be calculated

using an average flow rate of at least 3 litres as a basis for determination of oxygen
Standard Temperature Pressure Dry supply.
(STPD) per minute/person and shall be 8.8.2.1 Oxygen Equipment and
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sufficient for the remainder of the flight after Supply Requirements
depressurization when the cabin altitude (1). Flight crew members
exceeds 8,000ft but does not exceeds (a) Each member of the flight crew on
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15,000ft for at least 2% of the passengers flight deck duty shall be supplied
carried (but in no case for less than one with supplemental oxygen as
person). There are 2 dispensing units on specified in Table 1. If all occupants
board of every company aeroplane of flight deck seats are supplied
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intending to operate above 25,000ft. The from the flight crew source of
amount of first aid oxygen required for a oxygen supply then they shall be
particular operation shall be determined on considered as flight crew members
the basis of cabin pressures altitudes and on flight deck duty for the purpose
flight duration, consistent with the operating of oxygen supply.
procedures established for each operation Flight deck seat occupants, not
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and route. supplied by the flight crew
source,are considered to be
passengers for the purpose of
The oxygen equipment provided shall be oxygen supply.
capable of generating a mass to each user
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of at least four litres per minute, STPD. (b) Flight crew members, not covered
Means may be provided to decrease the by the sub-paragraph above, are for
flow to not less than two litres per minute, the purpose of oxygen supply, to be
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STPD, at any altitude. considered as:

• cabin crew members if they are on
8.8.2 Supplementary Oxygen
call or are definitely going to have
– Pressurized Aeroplane -
flight deck duty before completing
The amount of supplementary oxygen
the flight,
required shall be determined on the basis of
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• passengers if they are not on call

cabin pressure altitude, flight duration and
and will not be on flight deck duty
the assumption that a cabin pressurization
during the remaining of the flight.
failure will accurate the altitude or point of
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flight that is most critical for the stand-point

(c) Oxygen masks shall be located so
of oxygen need, and that, after the failure,
as to be within the immediate reach
the aeroplane will descend in accordance
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of flight crew members whilst at

with emergency procedures specified in the
their assigned duty stations.
Aeroplane Flight Manual or the Aeroplane
Operational Manual to a safe flight and (d) Oxygen masks for use by flight crew
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landing. Following a cabin pressurization members in pressurized aeroplanes

failure, unless cabin pressure altitude shall above 25,000ft shall be a quick
be considered the same as the aeroplane donning type of mask.
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altitude, unless it is shown that no probable

failure of the cabin or pressurization system (2). Cabin crew members and passengers.
will result in a cabin pressure altitude equal
(a) Cabin crew members and
to the flight altitude. Under these
passengers shall be supplied with
circumstances, the maximum cabin pres-
supplemental oxygen in accor-
dance with table 1. Cabin crew
members carried above the
PART A 8 04-03-2021

minimum number of cabin crew required cabin crew members and
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members required shall be for at least 10% of the passengers
considered as passengers for the if, at all points along the route to be
purpose of oxygen supply. flown, the aeroplane is able to
descend safely within 4 minutes to
(b) When operating above 25,000ft
acabin pressure altitude of 13,000ft.
there shall be provided sufficient
(f) When operating above 25,000ft or,
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spare outlets and masks and/or
if operating below, and unable to
sufficient portable oxygen units with
descent safely within 4 minutes to
masks for use by all required cabin
13,000ft, the aeroplane shall be
crew members. The spare outlets
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provided with automatically deploy-
and/or units are to be distributed
able oxygen equipment imme-
evenly throughout the cabin to
diately available to each occupant.
ensure immediate avail-ability of
The total number of dispensing
oxygen to each required cabin crew
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units shall exceed the number of
member regardless of his or her
seats by at least 10%. The extra
location at the time of cabin
units are to be evenly distributed
pressurization failure.
throughout the cabin.
(c) When operating above 25,000ft
Note: Only applicable, when the
there shall be provided an oxygen
individual certificate of
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dispensing unit connected to
airworthiness was first
oxygen supply terminals
issued on or after 9
(d) Immediately available to each November, 1998.
occupant, wherever seated. The Note: When flying over high
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total number of dispensing units and terrain where a descent to

outlets shall exceed the number of 13,000ft may not be
seats by at least 10%. The extra possible (e.g. MEA/MORA
above 13,000ft), oxygen
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units are to be evenly distributed

throughout the cabin. shall be provided to all
(e) The oxygen supply requirements, passengers and cabin
as specified in table 1, for attendants for the entire
aeroplanes not certificated to fly at flight above 13,000ft.
altitudes above 25,000ft may be
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reduced to the entire flight time

between 10,000ft and 13,000ft
cabin pressure altitude for all
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PART A 8 04-03-2021

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Table 1
Oxygen – Minimum Requirements for Supplemental Oxygen Pressurized Aeroplane
SUPPLY FOR: DURATION AND CABIN PRESSURE ALTITUDE

1. All occupants of flight deck Entire flight time when the cabin pressure altitude exceeds
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seats on flight deck duty 13,000ft and entire flight time when the cabin pressure
altitude exceeds 10,000ft but does not exceed 13,000ft after
the first 30 minutes at those altitudes but in case less than
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i) 30 minutes for aeroplanes certificated to fly at altitudes
not exceeding 25,000 ft (Note2).
ii) 2 hours for aeroplanes certificated to fly at altitudes
more than 25,000ft (Note 3).
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2. All required cabin crew Entire flight time when cabin pressure altitude exceeds
members 13,000ft, but not less than 30 minutes (Note 2), and entire
flight time when cabin pressure altitude is greater than
10,000 ft but does not exceed 13,000ft after the first 30
minutes at these altitudes.
3. 100% of passenger (Note 10 minutes or the entire flight time when the cabin pressure
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5) altitude exceeds 15,000 ft whichever is the greater (Note 4)
4. 30 % of passenger (Note 5) Entire flight time when the cabin pressure altitude exceeds
14,000ft but does not exceed 15,000ft.
5. 10% of passengers (Note Entire flight time when the cabin pressure altitude exceeds
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5) 10,000 ft but does not exceed 14,000 ft after the first 30

minutes at these altitudes.
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Note 4: The required minimum supply is that

Note 1: The supply provided must take quantity of oxygen necessary for a constant
account of the cabin pressure altitude rate of descent from the aeroplane’s
descent profile for the routes concerned. maximum certificated operating altitude to
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15,000ft in 10 minutes.
Note 2: The required minimum supply is that
quality of oxygen necessary for a constant Note 5: For the purpose of this table
“passengers” means passengers actually
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rate of descent from the aeroplanes

maximum certified operating altitude to carried and includes infants.
10,000 ft in 10 minutes and followed by 20
minutes at 10,000ft. 8.8.3 Supplemental Oxygen – Non
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Pressurised Aeroplanes –
Note 3: The required minimum supply is Aeroplane without a pressurized cabin or
that quantity of oxygen necessary for a
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aeroplanes with inoperative pressurization

constant rate of descent from the systems shall not operate at altitudes above
aeroplane’s maximum certificated operating 10,000ft unless supplemental oxygen and
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altitude to 10,000ft in 10,000ft. oxygen oxygen equipment with dispensing units are
provided by PBEs available may be provided. The amount of supplemental
included. oxygen for sustenance required for a
particular operation shall be determined on
the basis of flight altitudes and flight
duration, consistence with the operating
procedures established for each operation
in the Aeroplane Operations
PART A 8 04-03-2021

Manual and with the routes to be flown, and
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with the emergency procedures specified in
the Aeroplane Operation Manual.
Table 2
Requirements for Supplemental Oxygen for non-pressurized Aeroplane
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SUPPLY FOR: DURATION AND PRESSURE ALTITUDE
1. All occupants of flight Entire flight time at pressure altitude above 10,000ft.
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deck seats on flight deck
duty
2. All required cabin crew Entire flight time at pressure altitude above 13,000ft and
members for any period exceeding 30 minutes at pressure
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altitudes above 10,000ft but not exceeding 13,000ft.
3. 100% of passenger Entire flight time at pressure altitudes above 13,000ft.
4. 30 % of passenger (Note Entire flight time after 30 minutes at pressure altitudes
5) greater than 10,000ft but not exceeding 13,000ft.
8.8.4 Crew Protective Breathing
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Equipment (PBE)
The PBE (required for all pressurized
Note: For the purpose of this table
aeroplanes and all unpressurised
“passengers” means passengers
aeroplanes with MATOW above 5,7 tons or
actually carried and includes infants
a maximum seating capacity of more than
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under the age of 2.

19) shall provide oxygen for a period of at
least 15 minutes for each such PBE mask.
Oxygen supply requirements:
When computing the total oxygen required
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for the non-portable equipment, then the

(1). Flight crew members: each member of
supply for the supplemental oxygen system
the flight crew on flight deck duty shall
as required under 8.8.2 and 8.8.3 may be
be supplied with supplemental oxygen
considered. The portable PBE shall have a
in accordance with Table 2. If all
self-contained supply for 15 minutes.
occupants of flight deck seats are
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supplied from the flight crew source of

On aeroplanes requiring a flight crew of
oxygen supply then they shall be
more than one but no cabin crew member,
considered as flight crew members on
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a portable PBE must be carried to protect

flight deck duty for the purpose of
the eyes, nose and mouth of one flight crew
oxygen supply.
member and to provide breathing gas for a
(2). Cabin Crew Members and Passengers:
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period of not less than 15 minutes.

Cabin crew members and passengers
shall be supplied with oxygen in
On aeroplanes requiring cabin crew mem-
accordance with table 2. Cabin crew
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members carried above the minimum bers, each required cabin crew member
number of cabin crew members shall be provided with an installed PBE ad-
required shall be considered as jacent to his crew member duty station.
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passengers for the purpose of oxygen

supply.

PART A 8 04-03-2021

8.8.5 Detailed Description of
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the Different Systems
and the PBE
Detailed descriptions of the oxygen
system, PBE, first aid and therapeutic
equipment are contained in the
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respective OM Part B.
8.8.5.1 Carriage of Therapeutic

Equipment
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United Nigeria does not allow
passengers to carry and / or operate
therapeutic equipment for storage,
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gene-ration and dispensing of medical
oxygen.
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REVISION 001
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154
8.8.6 ADDITIONAL POLICIES / PROCEDURES
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8.8.6.1 Altimeter Setting Procedure
First Stage No 1 No 2 Standby Remarks

Before Take-off QNH QNH QNH
Climb Cruise QNH QNH 1013.2 when If remaining below
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above climb transition altitude, see
MSA Note 1.
Climb 1013.2 1013.2 1013.2 once When cleared to a Flight
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above MSA Level, see Note 1.
En-route 1013.2 1013.2 1013.2
Descent 1013.2 1013.2 QNH When cleared to an
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intermediate Flight Level.
Descent QNH QNH QNH When cleared to an
altitude and no further
Flight Level reports are
required by ATC.
Initial Approach QNH QNH QNH See Note 2.
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Final Approach QNH QNH QNH See Note 2.
Missed Approach QNH QNH QNH
Note 1: When en-route, the QNH should be the appropriate regional value, unless
operating below a Terminal Area (TMA) when the Zone QNH or Aerodrome QNH of an
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associated aerodrome should be set.

Note 2: When QNH is not available, the aerodrome QFE may be used on the final
approach, in which case it should be set on the No 1 and No 2 altimeters. In this
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circumstance, special regard must be paid to the effect on aerodrome operating minima
and procedural instrument approach vertical manoeuvring limits.
Note 3: The standby altimeter must be set to the relevant QNH of the aerodrome of
departure until passing Climb MSA when 1013.2 will be set. The standby altimeter will be
set to destination aerodrome QNH at top of descent.
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Note 4: When the clearance limit in a Standard Instrument Departure (SID) is expressed
as a Flight Level, the point at which the altimeter subscale will be reset to the standard
setting 1013.2 shall be determined and included in the departure brief by the Pilot Flying.
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Note that, with aircraft performance at light weights, delaying the setting of 1013.2mb until
passing Transition Altitude may result in exceeding altitude, particularly in low QNH
conditions.
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• It is United Nigeria Airlines policy for flight crew to operate with QNH set for takeoff,
approach and landing phases of flight. UNA altitude awareness policy uses
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automated and verbal flight crew altitude callouts and other actions by the flight
crew to maintain altitude awareness and avoid altitude busts.
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• Flight crew shall read back cleared flight levels, and report cleared flight levels
when in first contact with ATC. Flight crew shall monitor all ATC instructions and be
particularly vigilant in identifying call signs to avoid to avoid call sign confusion
during altitude clearance acceptance and readback.
• These procedures provide adequate vertical separation from other aircraft and, in
conjunction with correct navigation procedures, ensure adequate terrain clearance

REVISION 0
PART A 8 04-03-2021
19-06-2022
Page 155
during all phases of flight. When cleared to a flight level, the altimeter must be
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changed to 1013Hpa or 29.92inHg irrespective of whether the aircraft is above or
below transition altitude and similarly when cleared to an altitude, the altimeter must
be set to QNH. Altimeters are to be set and cross-checked whenever a new setting
is required in accordance with the tables above.
• Altimeters are to be checked during the preflight phase and noted as follows:
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• With No 1. Altimeter on QFE and No 2. on aerodrome QNH, the difference between
the readings should be equivalent to the aerodrome altitude above MSL to within
75ft;
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• Set both parameters to aerodrome QNH and check that they indicate within +/- 75ft
of aerodrome elevation and within 40ft of each other. This is also an RVSM
requirement and may vary slightly depending on aircraft type and field elevation.
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• Ensure that during the checks above, the rotation of the setting knob on each
altimeter through +/- 10mba produces a corresponding movement of the height
indication through approximately +/- 300ft in the appropriate direction.
Before beginning a flight from, to or over regions where QFE is used for operations,
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the PIC must ensure that QFE/QNH conversion means is available to the Flight
Crew.
NOTE: The altimeters are numbered such that the No. 1 is PF, No. 2 is PM and No.
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3 is the Standby barometric altimeter which must also be included in the

serviceability check.
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8.8.6.2 Policy on Navigation/Terrain Data
UNA shall ensure that obstacle data acquired from an external vendor or supplier,
prior to being loaded meet the following criteria:
• Are assessed for a level of data integrity commensurate with the intended
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operations in compliance with RTCA/DO 200A/201A standard for processing

aeronautical data.
•
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Are compatible with the intended function of current and unaltered electronic
data.
• Are distributed in a manner to allow insertion of current and unaltered
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electronic data
• Are updated in accordance with maintenance manuals including GPWS and
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Terrain information.
• Flight crew shall ensure the validity of any electronic database installed in the
aircraft navigation equipment by cross-checking the expiry date of the
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database cycle during preflight preparation. Normally, the current database

will be the active database while the previous database or next database
(where current data is about to expire) will be the secondary database. If any
database has expired, Maintenance should be informed and the MEL should
be consulted.

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UNA accepts Letters of Acceptance (LOA) from the issuing authorities like the FAA
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and EASA for the integrity of electronic navigation and terrain/obstacle data from
an external vendor or supplier.
The process of ensuring the integrity of the terrain/obstacle or navigational data is

carried out by the Dispatch Unit of Flight Operations Department. This is done by
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making use of the appropriate LOA (FAA and EASA) on the integrity of the data
provided by the contracted vendor/supplier.
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Both Type I and Type II certificates shall be obtained prior to signing the contract
with the vendor or supplier, to ensure that the vendor/supplier conforms to the
conditions outlined by the issuing authority (FAA/EASA).
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A compliance statement shall also be obtained from the vendor/supplier as an
assurance that the vendor/supplier actually conforms to the conditions stated in the
LOA.
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UNA shall not use any terrain/obstacle or navigation data from a vendor/supplier
without a valid LOA.
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To ensure that data received is uploaded into UNA aircraft without compromising
the integrity of data, the process below shall be employed:
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APPENDIX 1
Reference: Subchapter 8.1.2.3.
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CATEGORY B AERODROMES:
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To be completed by the aircraft operator.
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1. ABUJA – DNAA (Circling Height, Vicinity Terrain)
2. ENUGU – DNEN (Daylight Operations)
3. IBADAN – DNIB (Daylight Operations)

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4. ILORIN – DNL (Daylight Operations)
5. JOS – DNJO (Daylight Operations)
6. KANO – DNKN
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(Circling Height, Vicinity Terrain)
7. MAIDUGURI – DNMA (Daylight Operations)

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CATEGORY C AERODROMES:
To be completed by the aircraft operator.
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NIL
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Reference: Definition of the Area for Flights within the European Region
For the purposes of subchapter 8.1.8.3, flights within the European region, other than domestic
flights, are flights conducted within the area bounded by rhumb lines between the following points:
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N7200 E04500
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N4000 E04500
N3500 E03700
N3000 E03700
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N3000 W00600
N2700 W00900
N2700 W03000
N6700 W03000
N7200 W01000
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N7200 E04500
as depicted below:
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N
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APPENDIX 3
8.33 kHz CHANNEL SPACING

8.33kHz equipped aircraft to fly within that
General portion of the airspace of Mandatory
Carriage, where the exemption applies.
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Due to a shortage of VHF radio telephony
frequencies in the European airspace a FLIGHT PLAN
decision has been made to reduce the General Procedures
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current spacing from 25 kHz to 8.33kHz.
This will result in an increase in available Do not plan a flight in the ICAO EUR Region
frequencies which permits the creation of above FL195 if the aircraft is not equipped
new control sectors, thereby contributing to with 8.33kHz capable radios, unless the
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an increase in ATM capacity in the ECAC flight is subject to exemption.
area.
If the aircraft is equipped with 8.33kHz
Mandatory Carriage capable radios, then regardless of the
The mandatory carriage and operation of requested flight level:
8.33kHz channel spacing capable radio
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equipment is mandatory throughout the - insert the letter “Y” in field 10 of the
ICAO EUR Region for aircraft operating Standard Flight Plan, or
above FL195. Non-equipped aircraft which - insert the letter “Y” in item Q of the
are flight planned to enter any FIR/UIR in the Repetitive Flight Plan.
EUR Region where no exemptions has been
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published, except for UHF equipped State If the aircraft is not equipped with 8.33kHz
aircraft must flight plan to operate below capable radios, but the flight is exempted
FL195 throughout the entire EUR Region. from the 8.33kHz carriage requirement,
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AIRCRAFT EQUIPMENT then:

Aircraft must be equipped with two - insert the indicator STS/EXM833 in field
independent sets of 8.33kHz radios. 18 of the Standard Flight Plan, or
Pilot in command is ultimately responsible
- insert the indicator STS/EXM833 in item
that 8.33kHz channel spacing capable radio
N
Q of the Repetitive Flight Plan

communication equipment is available, and
operational on board the aircraft.
if a State Aircraft is not 8.33kHz compliant,
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but is UHF equipped, then:

EXEMPTIONS
Non-8.33kHz equipped flights are:
- insert the letter “M” in field 8, the letter
- Not permitted unless exempted by State “U” in field 10 and the indicator
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overflown. STS/EXM833 in field 18 of the Standard

- Subject to Initial Flight Plan Processing Flight Plan, or
System (IFPS) flight plan rejection or - insert the indicator STS/EXM833 in item
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warning notification, if planned to enter Q of the Repetitive Flight Plan.

the airspace of 8.33kHz Mandatory
Carriage without exemption. The only non-8.33kHz equipped aircraft
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permitted to fly in 8.33kHz airspace are

States, in the area of 8.33kHz Mandatory
State Aircraft with UHF radio equipment,
Carriage, may publish exemptions to the
where UHF coverage is provided or special
carriage requirement within their area of
procedures are implemented.
responsibility. An exemption allows non

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Hospital and Search & Rescue Flights
HOSP or SAR flights 8.33kHz equipped,
should insert the letter “Y” in field 10 of the
Standard Flight Plan regardless of the flight

level.
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To ensure the correct processing of a HOSP
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or SAR flight, it is required to insert
the indicator STS/HOSP or STS/SAR, as

appropriate, in field 18 of the Standard Flight
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Plan.
It is important to note that HOSP and SAR

flights are not exempted from the 8.33kHz
Non-8.33kHz and non-UHF equipped
HOSP/SAR flight will be handheld outside of
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the 8.33kHz airspace where no exemption
applies.
COMMUNICATION FAILURE
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In this case, the standard procedure in the

airspace concerned has to be applied.
INDICATION OF VFH COMMUNICATION

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CHANNELS
Amendment 80 to ICAO Annex 10, Volume
II – Aeronautical Telecommunications –
introduced a procedure requiring all VHF
voice communication channels to be
N
indicated by the use of 6 digits (4 digits for

channels ending in two zeros), irrespective
of whether 25 or 8.33kHz spacing is used.
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Important: the use of the term “CHANNEL”

FOR 8.33kHz channels is discontinued. It is
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essential that flight crews read back the

channel number exactly as given by the
controller and that controllers verify that the
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pilot has correctly understood.

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APPENDIX 4
RVSM OPERATIONAL PROCEDURES
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Glossary
AAD Assigned Altitude Deviation
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AOM Aeroplane Operating Manual
δ Atmospheric Pressure Ratio
FIR Flight Information Region
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HPa Hecto-Pascal
M Mach number
MEL Minimum Equipment List
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MMO Maximum Operating Limit Mach
QNH Altimeter sub-scale setting to obtain elevation when on
ground
SSEC Static Source Error Correction
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SSR Secondary Surveillance Radar

UACC Upper Area Control Centre
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W Weight
ACC Area Control Centre
ASE Altimetry System Error
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CFL Cleared Flight Level

GAT General Air Traffic
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In.Hg Inches of Mercury

MASPS Minimum Aircraft System Performance Specifications
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MMEL Master |Minimum Equipment List

QFE Atmospheric pressure at aerodrome elevation(or at
runway threshold)
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RVSM Reduced Vertical Separation minimum

SSE Static Source Error
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TVE Total Vertical Error

UIR Upper flight Information Region

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1. Area of Applicability
RVSM shall be applied in that volume of airspace between FL290 and FL410 inclusive in the
following Flight Information Region (FIRs)/Upper Information Region (UlRs):
Amsterdam, Beograd, Berlin, Bratislava, Brindisi, Brussels, Bucuresti, Budapest,
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Chi-sinau,France, Hannover, Istanbul, Kaliningrad, Kobenhaven, Ljubljana, London, L'viv,
Milano, Odesa,Praha, Rhein, Rome, Sarajevo, Scottish, Shannon, Skopje, Sofia, Sweden,
Switzerland, Tirana,Varna, Warszawa, Wien, Zagreb.
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The ATC transition tasks, associated with the application of RVSM within the EUR RVSM
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Air-space, are expected to be carried out in the following FIRs/UIRs:
Ankara, Bacu, Barcelona, Canaries, Casablanca, Finland, France (Marseille), Hellas, Kharkiv,
Kyiv, Lisbon, Madrid, Malta, Minsk, Norway, Riga, Rostov (High Seas Portion), Simferopol,
Tallinn, Tbilis, Tunis, Vilnius. From 2004, RVSM covers Africa.
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altitude) where an aircraft can
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reasonably expect to operate most
Table of EUR RVSM Cruising Levels frequently.
The table of cruising levels which will apply
in the EUR RVSM airspace
Full RVSM Envelope: The entire range of
operational Mach numbers. w/δ and
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altitude values over which the aircraft
can be operated within RVSM
airspace.
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General Air Traffic (GAT): Flights
conducted in accordance with the
rules and provisions of ICAO.
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Height Keeping Capability: Aircraft height
keeping performance that can be
expected under nominal environ-
mental operating conditions, with
proper aircraft operating practices
and maintenance.
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Height Keeping Performance: The
observed performance of an aircraft
Definitions: with respect to adherence to a flight
Aircraft Group: A group of aircraft that are level.
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of nominally identical design and

built with respect to all details that
could influence the accuracy of
State Aircraft: Aircraft used in military,
height keeping performance.
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customs and police services shall be

Altimetry System Error (ASE): The deemed to be state aircraft.
difference between the pressure Static Source Error: The difference
altitude displayed to the flight crew between the pressure sensed by the
when referenced to ISA ground static system at the static port and the
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pressure setting (1013.2hPa) and undisturbed ambient pressure.

free steam pressure altitude.
Assigned Altitude Deviation (AAD): The Static Source Error Correction (SSEC):
A correction for the static source
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difference between the transmitted

mode C altitude and the assigned error.
altitude/flight level. Total Vertical Error: The difference
between actual pressure altitude
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flown by an aircraft and its as-signed

pressure altitude (flight level).
Avionics Error (AVE): The error in the
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process of converting the sensed W/δ:The weight of aircraft divided by

pressure into an electrical output, of the atmospheric pressure ratio which
applying any static source error is the ratio between the air pressure at
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correction (SSEC) as appropriate, the flight level flown by the aircraft to

and of displaying the corresponding the standard air pressure at sea level
altitude. (in ISA conditions).
Basic RVSM envelope: The range of
Mach numbers and gross Weights
within the altitude ranges FL
290,410 (or maximum attainable
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condition of the fuselage skin in the
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Flight Envelopes vicinity of each static source altimetry
system accuracy (this check may be
The RVSM operational Flight envelope, as accomplished by a qualified and
defined above, is the Mach number, w/δ, authorized person other than the pilot.
and altitude ranges over which an aircraft E.g., a flight engineer or maintenance
can be operated in cruising flight within the personnel).
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RVSM airspace.
c - Before takeoff, the aircraft altimeters
should be set to the local altimeter
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2. Flight Planning (QNH) setting and should display a
During flight planning the Commander known elevation (e.g. field elevation)
should pay particular attention to within the limits specified in aircraft
conditions, which may affect operation in operating manuals. The two primary
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RSVM airspace. These include, but may not altimeters should also agree within
be limited to: limits specified by the aircraft-operating
manual. An alternative procedure using
a - Verifying that the aircraft is approved for QFE may also be used, according to
RSVM operation according to Aeroplane operating Manual (AOM).
operations Specifications.
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b - Reported and forecast weather Note: The maximum value for these
conditions and the route of flight. checks cited in Operating Manuals
c - Minimum equipment requirements should not exceed 76ft. on ground.
pertaining to height-keeping system;
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and according to MEL. d - Before takeoff, equipment required for

d - If required for the specific aircraft group; flight in RSVM airspace should be
accounting for any aircraft operating operational, and indications of
restriction related to RSVM malfunction should be resolved.
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airworthiness approval. 4. The Equipment and Functional

e - Insert the letter ‘W’ in field 10 of the Requirement for RSVM
ICAO standard flight plan (RPL) in the Operations
format ‘EQPT/W’ whenever an
aeroplane to which the approval relates a - Two primary altitude measurement
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is to be operated within the lateral limits systems.

of the EUR RVSM airspace regardless b - One automatic altitude-control system.
of the requested flight level. c - One altitude-alerting device.
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d - One SSR altitude reporting

3. Preflight Procedures at the transponder.
Aircraft for each Flight e - Static source error correction (SSEC)
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The following actions should be position error correction (PEC), if

accomplished during preflight: required to meet the requirements of
ICAO doc.9574 must be applied
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a - Review maintenance logs and forms to automatically.

ascertain the condition of equipment Note: Should any of the required
required for flight in the RSVM airspace, equipment fail prior to the aircraft
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and ensure that maintenance action has entering RSVM airspace, the
been taken to correct defects to required Commander should request a new
equipment. clearance so as to avoid flight in this
b - During the external inspection of airspace.
aircraft, particular attention should be
paid to the condition of the static
sources and the

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No United Nigeria crew shall operate f - At intervals of approximately one hour
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aircraft in RSVM airspace without cross-checks between the primary
written authorization from the altimeters should be made.
Authority. (i). The usual scan of flight deck
instruments should be considered
Prior to commencement of RSVM sufficient for altimeter cross
flight, crew shall ensure that the checking on most flights.
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conditions of the procedures and (ii). Before entering RSVM airspace, the
restriction required are met. initial altimeters cross check of
(iii). primary and standby altimeters
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5. In-Flight Procedures should be recorded.
Note: Some systems may make use
a - The Commander should comply with
of automatic altimeter
aircraft operating restrictions (if required
comparators.
for the specific aircraft group) related to
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RVSM airworthiness approval.
g - In normal operations, the altimetry
b - Emphasis should be placed on promptly
system being used to control the aircraft
setting the sub-scale on all primary and
standby altimeters to 29.92 in.Hg /
1013.2 (hPa) when passing the
h - should be selected for the input to the
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transiting altitudes and rechecking for
altitude reporting transponder
proper altimeter setting when reaching
transmitting information to ATC.
the initial clear flight level.
If Autopilot is engaged select transp-
c - In level cruise it is essential that the
onder system 1 according to aircraft
aircraft is flown at the clear flight value.
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type.
This requires that particular care is
i - If the pilot is advised in real time that the
taken to ensure that ATC clearances are
aircraft has been identified by a height-
fully understood and followed. Except in
monitoring system as exhibiting Total
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contingency or emergency situations,

Vertical Error (TVE) greater than 90m
the aircraft should not intentionally
(+300ft) and/or an Altimetry System
depart from cleared flight level without a
Error (ASE) greater than +75 m (+245ft)
positive clearance from ATC.
then the pilot should follow established
d - When cleared transition between levels,
regional procedures (item 8.5) to protect
the aircraft should not be allowed to
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the safe operation of the aircraft. This

overshoot or undershoot the cleared
assumes that the monitoring system will
flight level by more than 150ft (45m);
identify the Total Vertical Error or
An automatic altitude-control system
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Altimetry system error within the set

should be operative and engaged
limits accuracy.
during level cruise, except when
j - If the pilot is notified by ATC of an
circumstances such as the need to
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assigned altitude deviation which

retrim the aircraft or turbulence require
exceeds +90m (+300ft) then the pilot
disengagement in any event, adherence
should take action to return to cleared
to cruise altitude should be done by
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flight level as quickly as possible.

reference to one of the two primary
altimeters.
6. Post Flight
e - The altitude-alerting system should be
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In making maintenance log book entries

operational.
against malfunctions in height-keeping
systems, the Commander should provide
sufficient details to enable maintenance to
effectively troubleshoot and repair the
system. The Commander should detail the
actual defect and the crew action taken to

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try to isolate and rectify the fault. The 8.9 Contingency Procedures after
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following information should be noted when Entering RSVM Airspace
appropriate:
8.9.1 General
1 -. Primary and standby altimeter readings.
An in-flight contingency refers to unforeseen
2 -. Altitude selector setting.
circumstances that may have a direct impact
3 -. Subscale setting on altimeter.
on the ability to one or more aircraft to
4 -. Autopilot used to control the airplane
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operate in accordance with the RSVM
and any differences when the alternate
performance requirements. Such situations
system was selected.
may be equipment and/or weather related.
5 -. Differences in altimeter readings if
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alternate static ports are selected. Examples of equipment failures which
6 -. Use of air data computer selector for should be notified to ATC are:
faults diagnosis procedure. (a) Failure of all automatic altitude-control
7 -. Transponder selected to provide systems aboard the aircraft;
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altitude information to ATC and any (b) Loss of redundancy of altimetry
difference if alternate transponder or systems;
altitude source was manually selected. (c) Loss of thrust on an engine
necessitating descent; or
special Emphasis Items (d) Any other equipment failure affecting
a - Knowledge and understanding of the ability to maintain cleared flight level.
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standard ATC phraseology (Refer to
Item g). The Commander shall immediately inform
b - Crew members shall cross check each ATC if such situation occurs and obtain,
other to ensure that ATC clearances are whenever possible, a revised clearance
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promptly and correctly complied with. prior to initiating any deviation from the last
c - Use and limitations in terms of accuracy clearance.
of standby altimeters in contingencies. If unable to notify ATC and obtain an ATC
Note: Such correction data will need to clearance prior to deviating from the cleared
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be readily available on the flight flight level, the pilot should follow any
deck. (Refer to aeroplane established contingency procedures and
operational manual AOM)). obtain ATC clearance as soon as possible.
d - Problems of visual perception of other
8.9.2 Equipment Related
aircraft at 1000ft (300m) planned
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If an a Company aircraft cannot operate

separation during night conditions,
anymore in accordance with the RSVM
when encountering local phenomena
performance requirements it will be
such as northern lights, for opposite and
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considered by ATC as non-RSVM

same direction traffic, and during turns.
approved. ATC will take immediate action to
e - Characteristics of aircraft altitude
provide 2000 ft vertical separation or an
capture systems, which may lead to the
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appropriate horizontal separation. Such an

occurrence of overshoots.
aircraft, whenever possible, shall be cleared
f - Relationship between altimetry,
out of the RSVM airspace.
automatic altitude control and
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The Commander shall inform ATC of any

transponders systems in normal and
restoration of the proper functioning of
abnormal situations.
equipment.
g - Aircraft operating restrictions (if required
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for the specific aircraft group) related to 8.9.3 Severe Turbulence

RSVM airworthiness approval. When a company aircraft operating in the
EUR RSVM airspace encounters severe
turbulence that is believed to impact the

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Where an aircraft’s Mode C displayed level
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aircraft capability to maintain its cleared
flight level, the Commander shall inform differs from the CFL -+ 300ft or more, the
ATC. Air traffic control shall establish either controller shall inform the pilot accordingly
an appropriate horizontal separation or an and the pilot shall be requested to both
check the pressure setting and confirm the
increased minimum vertical separation. Air aircrafts level.
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traffic control shall obtain reports from other If after confirmation of the aircraft level, the
aircraft to determine whether RSVM should Mode C read out continues to differ from the
be suspended entirely and within a specific
C
flight level band and/or area.
Note: The Commander should notify CFL by 300ft or more, ATC will follow the
ATC when encountering greater than existing ICAO Procedures prescribed for the
moderate turbulence (Refer to FOM failure of Mode C in flight.
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8.3.8.4 Turbulence).ce).
The allowable tolerance of Mode C read out
8.9.4 Severe Turbulence – Forecast of 300ft remains applicable within RSVM
1 Where a meteorological forecast is airspace. Such 300ft parameter relates
predicting severe turbulence within the solely to SSR transponder operation.
EUR RSVM airspace, air traffic control It does not relate to the height keeping
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shall determine whether RSVM should accuracy required by the RSVM MASPS.
be suspended, and if so, the period of
When informed by the pilot that the aircrafts
time, and specific flight level(s) and/or
equipment has degraded to below RSVM
area.
MASPS compliance level while operating
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within the RSVM airspace, the controller

2 In cases where RSVM will be
shall either provide for a minimum vertical
suspended, the UACC UPPER Area
separation 2000ft or an appropriate
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Control Center suspending RSVM

horizontal separation.
shall coordinate with adjacent Area
Control Center/Upper Area Controls
Controllers shall normally clear the aircraft
with regards to the flight levels
below FL 290 (or, alternatively, above FL
appropriate for the transfer of traffic,
410 if the Destination Aerodrome is outside
unless a contingency flight level
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the lateral limits of the RSVM airspace)

allocation scheme has been
before the next inter-center transfer of
determined by letter of agreement. The
control point, unless otherwise co-ordinated.
Area Control Center / Upper Are
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Control suspending RSVM shall also

Such aircraft shall be considered as being
coordinate applicable sector
non-RSVM approved and, as a
capacities with adjacent Area Control
C
consequence, require a minimum 2000ft

Centers/Upper Area Controls, as
vertical separation. ATC shall immediately
appropriate.
upon receipt of information indicating an
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equipment related contingency event which

8.9.5 Regional Procedures
causes the aircraft to become non RSVM
Procedures applicable to individual
aircraft equipment related:
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In respect to RSVM operations, a approved take action to ensure the

contingency event refers to a set of application of either a minimum 2000ft
unforeseen circumstances, which directly vertical separation or an appropriate
impact on the ability of a single Aircraft or a
group of aircraft to operate in accordance
with the height keeping requirements of the
RSVM airspace.
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horizontal separation from other aircraft ATC is expected to use best judgment to
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operating as GAT in the RSVM airspace. safeguard separation between aircraft in
these circumstances and to accommodate,
It is the ATC authority and duty to accurately to the extent possible, pilot requests for level
co-ordinates the specifics related to the changes.
contingency event through the use of the ATC shall co-ordinate the circumstances of
appropriate associated co-ordination the weather related contingency by verbally
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messages: “UNABLE RSVM DUE supplementing the estimate message with:
“Unable RSVM DUE TURBULENCE”.
EQUIPMENT” or “UNABLE RSVM DUE
TURBULENCE” (As applicable)
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Aircraft experiencing severe turbulence
Procedures applicable to individual need not cleared out of the RSVM airspace.
aircraft weather related: Such flights continue to be RSVM approved
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For the case of an individual aircraft and as such comply with the basic
reporting severe turbulence preventing the requirements for operation within the RSVM
aircraft from maintaining its CFL, the airspace.
controller shall establish either an
appropriate horizontal separation or an
increased minimum vertical separation. 9. Phraseology
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The following controller/pilot RTF
phraseology shall be used for operations in
The specific actions to be taken by ATC will the EUR RSVM airspace (* indicates a pilot
be dictated by the actual weather related transmission):
circumstances and the traffic situation
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existing at the time.

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Phrase Meaning
(Call sign) For a controller to ascertain the RSVM approval status of an aircraft.
CONFIRM RSVM Approved
For a pilot report non-RSVM approval status:
NEGATIVE i) On the initial call on any frequency within the EUR RSVM airspace
(controllers shall provide a read back with this same phrase)
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RSVM* ii) In all requests for flight level changes pertaining to flight levels
within the EUR RSVM airspace; and
status iii) In all read backs to flight level clearances pertaining to flight levels
C
within the EUR-RSVM airspace. Additionally, except for State aircraft,
pilots shall include this RTF phrase to read back flight level clearances
involving the vertical transit through FL 290 or FL 410
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AFFIRM RSVM* For a pilot to report RSVM approval status.
NEGATIVE RSVM STSTE For a pilot of non-RSVM approved State aircraft to report non-RSVM
AIRCRAFT* approval status in response to the RTF phrase (callsign) CONFIRM
RSVM APPROVED.
(call sign) Denial of air traffic control clearance into the EUR RSVM airspace.
UNABLE CLEARANCE
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INTO RVSM AIRSPACE,
MAINTAIN (or DESCEND
TO, or CLIMB TO FLIGHT
LEVEL (NUMBER)
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UNABLE RSVM DUE For a pilot to report when severe turbulence affects the aircraft’s
TURBULENCE* capability to maintain the height-keeping requirements to RSVM.
UNABLE RSVM DUE For a pilot to report that the aircraft’s equipment has degraded below
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EQUIPMENT the MASPS required for flight within the EUR RSVM airspace. This
phrase is to be used to convey both the initial contact on all
frequencies within the lateral limits of the EUR RSVM airspace until
such time as the problem ceases to exist, or the aircraft has exited
RSVM airspace.
READY TO RESUME For a pilot to report the ability to resume operation within the EUR
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RSVM* RSVM airspace after an equipment or weather-related contingency.

REPORT ABLE TO For a controller to confirm that an aircraft has regained its RSVM
RESUME RSVM approval status or to confirm that the pilot is ready to resume RSVM
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operations.
10. References
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• ICAO Regional Supplementary Procedures

Doc. 7030/4
• Nig.CARs Ref. 8.8.1.21
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• ICAO Doc. 9574, Manual on the

implementation of a 300m (1,000ft)vertical
minimum between FL290 – FL410
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inclusive).
• RSVM Aeronautical Information
Circular(AIC/3)
• ATC Manual For RVSM in Europe.

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8.10 RUNWAY INCURSION
Pilots should never cross illuminate red
8.10.1 stop bars when lining up on, or crossing a
The following recommendations are the
results of a number of runway incursions, runway unless contingency procedures are
the purpose of which was to identify the in use that specifically allow this.
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causes and contributory factors, both as
active and latent failures to the incidents 8.10.3 CREW TRAINING FOR RUNWAY
that took place. INCURSION
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Pilots should be thoroughly trained on
These recommendations will enhance the aerodrome signage, markings and lighting
safety of runway operations through the
consistent and uniform application of A requirement to obtain an explicit
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existing ICAO provisions, leading to clearance to cross any runway should be
predictability. included in the flight deck procedure.
The concept of sterile flight deck while
taxing and greater situational awareness Best practices for pilots planning of ground
should be adopted operations should be promoted.
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8.10.2 COMMUNICATIONS 8.10.4 CREW DUTIES AND
The full aircraft or vehicle call sign should RESPONSIBILITIES
be used for all communications associated
with runway operations. Pilots should not accept an ATC clearance
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that would require them to enter or cross a

Standard ICAO phraseologies should be runway from an obliquely angled taxiway.
used in all communications associated with
runway. If lined up on the runway and held more
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than 90 seconds beyond anticipated

Periodically it should be verified that pilots, departure time, pilots should contact ATC
drivers and air traffic controllers are using and advise that they are holding on the
standard ICAO phraseologies in all runway.
communications associated with runway
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operations. Pilots should turn on aircraft landing lights

when take-off or landing clearance is
The readback procedures should be used received and when on approach.
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and should include communications with

vehicles operating in maneuvering area. If there is any doubt when receiving a
clearance or instruction, clarification should
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All communications associated with runway be immediately requested from ATC before
operations should be conducted in the clearance or instruction is enacted.
accordance with ICAO language
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requirements for air ground radiotelephony If pilots have any doubts as to their exact
communications. position on the surface of an aerodrome,
they should contact ATC and follow the
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All communications associated with the associated procedures.

operation of each runway (vehicles,
crossing aircraft, etc) should be conducted
on the same frequency as utilized for the
take-off and landing of aircraft.
Short and simple messages should be

used in ATC communications
REVISION 001
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i. The flight crew shall read back ATC
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8.11 GUIDANCE TO MINIMIZE RUNWAY instructions containing clearances to
INCURSIONS enter or cross active runways.
a. The flight crew shall carry out pre- j. The flight crew shall continuously
departure briefing to include expected monitor actual position and taxi
taxi route and relevant NOTAM progress against the aerodrome map.
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restrictions.
k. The flight crew shall consider using
b. The flight crew shall plan checklist external lighting when the aircraft is
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activity and workload where there may moving (fixed navigation lights, wing
be a high risk of incursion so as not to inspection lights, taxi lights, logo lights,
coincide with entering or crossing the strobe lights, landing lights).
active runway. Flight crew members
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shall continuously compare mental
models to maintain situational l. Prior to entering an active runway while
awareness and accurately access the on final approach, flight crew shall
runway traffic situation. monitor the ATC frequency to enhance
awareness of the traffic situation. The
flight crew shall use all means available
c. The flight crew shall use all available
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to verify the position and location of
resources including heading indicators, other traffic (TCAS).
aerodrome diagrams, aerodrome signs,
markings, lightings and ATC to keep the
aircraft on its assigned flight or taxi m. When the aircraft reaches the front of
the departure queue, the flight crew
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route.
shall not assume to be the next to
depart. An aircraft not visible may be
d. The aerodrome diagram shall be departing from an intersecting runway.
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available for use and particular attention

shall be paid to any hotspots and
temporary restrictions. n. The flight crew shall limit head-down
activity during taxi to the barest
minimum possible.
e. The flight crew shall follow the clearance
or instructions that are actually received
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and guard against clearance or o. The flight crew should be particularly

instructions the flight crew were attentive in monitoring ATC, Ground
expecting to receive. and Tower control frequencies during
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periods when there is a high risk of an

incursion at particular aerodromes (e.g.
f. Both pilots shall monitor the ATC periods of poor or low visibility).
frequency when a clearance is issued
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and be in agreement with the

instructions received (especially
instructions to include runway crossing,
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takeoff or landing clearance and

clearances given to other aircraft).
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g. Prior to entering or crossing an active

runway, the flight crew shall verbally
confirm with each other and visually scan
the runway and approach area.
h. The strobe lights shall be switched on

while on any runway.
REVISION 001
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19-06-2022

175
ATC: (call sign) TAXI TO HOLDING POINT
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8.12 TAXI PROCEDURE DEPARTURE: [number] [RUNWAY (number)]
VIA (specific route to be
ATC: (call sign) TAXI HOLDING POINT followed), [HOLD SHORT OF
[number] [RUNWAY (number]
WHERE DETAILED TAXI INSTRUCTIONS RUNWAY (number)] or [CROSS RUNWAY
ARE REQUIRED: (number)]
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ATC: (call sign) TAXI TO HOLDING POINT Note 1: if the control tower is unable to see
[number] [RUNWAY (number)] VIA the crossing aircraft or vehicle
(specific route to be followed) [TIME (time)] (e.g. night, low visibility), the
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[HOLD SHORT OF RUNWAY (number) [or instruction should always be
CROSS RUNWAY (number)]. accompanied by a request to
ATC: (call sign) TAXI VIA RUNWAY report when the aircraft or
(number). vehicle has vacated the runway.
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Pilot: (call sign) REQUEST BACKTRACK. Note 2: the pilot will, when requested,
ATC: (call sign) BACKTRACK APPROVED. report “RUNWAY VACATED”
ATC: (call sign) BACKTRACK RUNWAY only when the entire aircraft is
(number). beyond the relevant runway-
OTHER GENERL INSTRUCTIONS: holding position.
ATC:(call sign) FOLLOW (description of PREPARATION FOR TAKE-OFF
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other aircraft or vehicle).
ATC: (call sign) VACATE RUNWAY. (clearance to enter runway and await take-
Pilots: RUNWAY VACATED (call sign). off clearance
HOLDING INSTRUCTIONS FROM ATC ATC: (call sign) LINE UP [AND WAIT]
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(call sign) HOLD (direction) OF (position, ATC: (call sign) LINE UP RUNWAY
runway, number,etc.). (number – in multiple
(call sign) HOLD POSITION. runway/intersection departures).
(call sign) HOLD (distance) FROM ATC: (call sign) LINE UP BE READY FOR
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(position). IMMEDIATE DEPARTURE.

HOLD AT A RUNWAY-HOLDING POINT Conditional clearances must consist of the
(call sign) HOLD SHORT OF (position). condition before the line- up
READBACK FROM PILOTS instruction, and an
(call sign) HOLDING (call sign). acknowledgement of the correct
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(call sign) HOLDING SHORT (call sign). (or otherwise) readback is

required as part of the correct
2.3 It should be noted that aircrafts procedure.
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/vehicles should not hold closer to a ATC: 5N-XXX, BEHIND DC9 ON SHORT
runway than at designated runway-holding FINAL, LINE UP BEHIND.
points. The acknowledgement of a conditional
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2.4The procedure word ROGER and clearance must contain the

WILCO are insufficient acknowledgement condition in the readback.
of the instructions HOLD, HOLD Pilot: BEHIND LANDING B737 ON SHORT
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POSITION, and HOLD SHORT OF FINAL, LINING UP BEHIND 5N-

(position). In each case the XXX.
acknowledgement shall be made using ATC: 5N-XXX [THAT IS] CORRECT.
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phraseology HOLDING or HOLDING The procedure makes no provision for

SHORT, as appropriate. vehicles to receive a conditional
TO CROSS A RUNWAY clearance.
Pilots: (call sign) REQUEST CROSS Note 1: conditional phrases such as
RUNWAY (number). “behind landing aircraft” or “after
ATC: (call sign) CROSS RUNWAY departing aircraft” shall not be
(number) [REPORTED used for movements affecting
VACATED]. the active runway(s), except
REVISION 01
PART A 8 04-03-2021
19-06-2022
Page 176
when the aircraft or vehicles it is imperative that pilots remain aware of
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concerned are seen by the the signage and markings being applied.
appropriate controller and pilot. Every opportunity to familiarize oneself
Note 2: the aircraft or vehicle that is the should be taken, and where possible,
subject of a conditional information critical to safe aerodrome
clearance should be clearly operations should be shared.
identified, and the identification The current generation of aircraft have
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should always be read back in highly automated and complex systems
full. that allow the preparation and
programming of the total flight deck
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TAKE-OFF CLEARANCE workload peaks shifting to the ground
ATC: (call sign) RUNWAY phase of aircraft operations. This evolution
(number) CLEARED FOR is irreversible, and appropriate mitigating
TAKE-OFF [REPORT
ED
AIRBORNE]. Measures should be taken to prevent
Note: “REPORT AIRBORNE” is applicable runway incursions as a result.
in low visibility operations. Consequently, the taxi phase should be
WHEN TAKE-OFF CLEARANCE HAS treated as a “critical phase of flight”.
NOT BEEN COMPLIED WITH
ATC: (call sign) TAKE OFF IMMEDIATELY
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OR VACATE RUNWAY
[(instructions)].
ATC: (call sign) TAKE OFF IMMEDIATELY
OR HOLD SHORT OF
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RUNWAY.
TO CANCEL TAKE OFF CLEARANCE
ATC: (call sign) HOLD POSITION,
CANCEL TAKE OFF I SAY
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AGAIN CANCEL.
Pilot: HOLDING (call sign).
TO STOP A TAKE-OFF AFTER AN
AIRCRAFT HAS COMMENCED
TAKE OFF ROLL:
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ATC: (call sign) STOP IMMEDIATELY

[(repeat aircraft call sign) STOP
IMMEDIATELY]
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Pilot: STOPPING (call sign).

3.READBACK
3.1 Equally important as the use of correct
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phraseologies is the need to obtain the

required readback in the order required and
accurately.
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4. CRITICAL PHASE OF FLIGHT

The number of ground movements on the
aerodromes has increased significantly
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over the last decades. To provide the

needed capacity on the ground , it is
necessary to continuously review the layout
of the taxiway infrastructure and the
increasingly complex taxiway systems at
major aerodromes.
With the accelerated rate of enhancement
and change at aerodromes in recent times,
REVISION 0
01
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Page 177
EMERGENCY EXIT: Your PRIMARY

–
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8.13 ERJ 145 JUMPSEAT EMERGENCY EXIT is the left or right
INFORMATION
forward passenger door (or as directed
United Nigeria and your flight crew are by the captain)
pleased to welcome you to on board for
today’s flight. This card will serve as your SMOKING: Smoking is prohibited.
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cockpit familiarization and briefing guide.
Your flight crew will provide additional PORTABLE ELECTRONIC DEVICES
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information concerning oxygen use and (P.E.D): Your PEDs must be switched
emergency equipment operation. off during all flight phases
On behalf of United Nigeria and your
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SEAT BELT: Your seat belt rules are the
same as those for the operating flight crew – WELCOME ABOARD!
crew.
The seatbelt is to be fastened at all times
and the shoulder harness must be worn Note:
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for takeoff and landing. For information on Admission in to flight
deck, please refer to Section 8.3.12 of
OXYGEN AND LIFE JACKET: A quick – this chapter.
donning oxygen mask and regulator are
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provided for each cockpit seat. Your For Cabin Safety Information, please
cockpit crew will describe regulator access the CABIN SAFETY CARD in
seat pockets in the cabin.
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controls and mask donning procedure, as

well as the use and position of life jackets.
RADIOS: we encourage you to use the

provided headsets. Monitoring ATC
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communications can provide increased

awareness in the location of reported
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traffic and help you avoid interrupting

flight crew communications and duties.
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NON-ESSENTIAL CONVERSATION IS
PROHIBITED BELOW 10000FT.
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PART A 9 04-03-2021

COMPANY LTD Dangerous Goods and Weapons
9. DANGEROUS GOODS AND WEAPONS
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The operator ensures that no person serves to identify a substance or a particular
offers or accepts dangerous goods for group of substances.
transport by air unless the person has Substances and articles of the same dan-ger
been trained and the goods are properly are combined in classes (UN classes of risk,
classified, documented, certificated, e.g. 1.4). Divisions (three letter code, e.g.
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described, packaged, marked labeled and RCL = Restricted Cryogenic Liquid)
in a fit condition for transport as required distinguish the cause of the effect.
by the Technical Instructions.
9.1.2 Operator's Responsibility
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9.1 INFORMATION, INSTRUCTIONS Dangerous goods must not be carried
AND GENERAL GUIDANCE ON THE without an approval by the Authority except
CARRIAGE OF DANGEROUS, GOO-DS those items listed in chapter 9.1.4.
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The operator/handling agent is responsible
Dangerous goods are articles or substances for the acceptance, inspection, storage,
which are capable of posing a risk to health, loading, and provision of information.
safety, property or the environment and
which are shown in the list of dangerous Basic requirement for transportation of
goods in the Dangerous Goods Regulations dangerous goods is the permanent approval
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or which are classified according to these by the authority which will be reflected on the
Regulations. Air Operator's Certificate. For occasional
transports an approval may be issued from
The transport of dangerous goods must be time to time.
performed according to the IATA-Dangerous
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Goods Regulations and/or the ICAQ Tech- To get an approval for the transport of
nical Instructions for the Safe Transport of dangerous goods the operator must comply
Dangerous Goods by Air (Doc 9284-AN/ with the following requirements:
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905). • All relevant documents for ground

handling, aeroplane handling, and
9.1.1 Categories of Dangerous Goods training contain information and
instructions on dangerous goods.
Dangerous goods are divided into three • Procedures must be at hand to ensure
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categories: the safe handling of dangerous goods at

• goods which are generally allowed to be all stages of air transport.
transported by aircraft considering the • Adequate training must have been given
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respective lATA-instructions for packing to all staff who are either engaged in the
and transportation, transport of dangerous goods or who
• goods for which exceptional regulations may come into contact with them during
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exist, their duties.

• goods which are excluded from air 9.1.2.1 The operator is responsible that only
transport. those dangerous goods will be transported
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Dangerous goods are further divided into which are labeled and marked according to
nine hazard classes. For transport they must the IATA/ICAO regulations.
be marked by sticker corresponding to the 9.1.2.2 Passengers should be informed in
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respective directions laid down in the lATA such a manner that they are warned as to
Dangerous Goods Regulations. the types of dangerous goods that must not
be taken on board an aeroplane.
A four-digit number (UN Number) assigned
Waning notices and/or placards should be
by the United Nations Committee of Ex-perts
prominently displayed at ticket and check-in
on the Transport of Dangerous Goods
counters, in boarding areas and baggage
claim areas.
PART A 9 04-03-2021

The ticket should also contain a warning on • to provide, during flight, veterinary aid or a
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the ticket itself, on the ticket wallet or on a humane killer for an animal.
leaflet.
9.1.3.1 Dangerous Goods In
This passenger information may include Operator's Property
reference to those dangerous goods which
The provisions contained in the Dangerous
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may be carried on board an aeroplane.
Goods Regulations do not apply to the
Pictographs may be used in addition or as following articles and substances:
an alternative to providing written a) Articles and substances which would
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information. otherwise be classified as dangerous
goods but which are required to be
9.1.2.3 The Commander must be provided aboard the aircraft in accordance with
with written information according to the pertinent airworthiness requirements and
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Technical Instructions about the dangerous operating regulations or that are
goods carried on the flight. authorised by the State of the Operator to
meet special requirements.
9.1.2.4 Forbidden Goods b) Aerosols, alcoholic beverages, perfumes,
colognes, safety matches and liquefied
Any article or substance which, as presented gas lighters carried aboard a passenger
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for transport, is liable to explode, aircraft by the operator for use or sale on
dangerously react, produce a flame or the aircraft during the flight, or series of
dangerous evolution of heat or dangerous flights, but excluding non-refillable gas
emission of toxic, corrosive or flammable lighters and those lighters liable to leak
gases or vapours under conditions normally
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when exposed to reduced pressure.

encountered in transport must not be carried c) Carbon dioxide, solid (dry ice) for use in
on an aircraft under any circum-stance. food and beverage service aboard the
aircraft.
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Attache Cases, Cash Boxes/Bags

Security-type equipment such as attache Unless otherwise authorised by the State of
cases, cash boxes, cash bags, etc. the Operator, articles and substances inten-
incorporating dangerous goods, such as ded as replacements for those referred
lithium batteries and/or pyrotechnic material, under a) must be transported in accordance
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are totally forbidden. with the provisions of the Dangerous Goods

Disabling Devices Regulations, except that when consigned by
Disabling devices such as mace, pepper Operators, they may be carried in containers
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spray, etc. containing an irritant or incap- specially designed for their transport,
acitating substance are prohibited on the provided such containers are capable of
person, in checked and carry-on baggage. meeting at least the requirements for the
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packaging specified in the Dangerous Goods

Liquid Oxygen Devices
Regulations for the items packed in the
Personal medical oxygen devices that utilize
containers.
liquid oxygen as a primary or secondary
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source of oxygen are prohibited on the

Unless otherwise authorised by the State of
person, in checked and carry-on baggage.
the Operator, articles and substances
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intended as replacements for those under (b)

9.1.3 Exemptions to the Technical
and (c) must be transported in accordance
Instructions
with the provisions of the Dangerous Goods
The Technical Instructions do not apply to
Regulations.
dangerous goods carried on an aircraft
where the dangerous goods are:
• to provide, during flight, medical aid to a

patient;

PART A 9 04-03-2021

equivalent bag. The top of the bag must
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then be sealed or gathered and closed
9.1.3.2 Dangerous Goods Acceptable with an elastic bend or twine;
with the Approval of the Ope-
rator
Note: Provided the above cleaning
• As checked baggage carbon dioxide, method is followed, the fuel stove
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solid (dry Ice) in quantities not or container can be classified as
exceeding 2 kg per person when used to non hazardous. However to
pack perishables not subject to the control the carriage of these
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Dangerous Goods Regulations. provided items, they are listed in Table
the checked baggage (package) permits (page 9.1-7) Provisions for
the release of carbon dioxide gas (for Dangerous Goods carried by
carbon dioxide, solid, in carry-on Passengers or Crew.
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baggage, see 9.1.3.3); • As checked baggage only, wheel-chairs
• As checked baggage only, securely or other battery-powered mobility
boxed ammunition (cartridges for aids with non-spillable batteries,
weapons) in Division 1.4S, used for provided that the battery is discon-
sporting purposes, in quantities not nected, the battery terminals are prot-
exceeding 5 kg gross weight per person ected against short circuits and the
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for that person's own use, excluding battery is securely attached to the
ammunition with explosive or incendiary wheelchair or mobility aid;
projectiles. It has to be packed in a Note: Wheelchairs/mobility aids with gel
strong outer container and inside be type batteries do not require the
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protected against shock and secured battery to be disconnected

against movement, that it cannot provided the battery terminals are
function accidentally. Allowances for insulted to prevent accidental
short circuits.
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more than one person must not be

combined into one or more packages; • As checked baggage only, wheel-chairs
or other battery-powered mo-bility
• As checked baggage only, camping aids with spillable batteries provided
stoves and fuel containers that have that the wheelchair or mobility aid can be
contained a flammable liquid fuel may loaded, stowed, secured and unloaded
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be carried provided the fuel tank of the always in an upright position and that the
camping stove, and/or fuel container has battery is disconnected, the battery
been completely drained of all liquid fuel terminals are protected against short
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and action has been taken to nullify the circuits and the battery is securely
danger. Therefore, the empty fuel tank attached to the wheelchair or mobility
and/or container must be allowed to aid. If the wheel-chair or mobility aid
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drain for at least 1 hour, the fuel tank cannot be loaded, stowed, secured and
and/or container must then be left unloaded always in an upright position,
uncapped for a minimum of 6 hours to the battery must be removed and the
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allow any residual fuel to evaporate. wheelchair or mobility aid may then be
Alternate methods, such as adding carried as checked baggage without
cooking oil to the fuel tank and or restriction. The removed battery must be
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container to elevate the flash point of carried in strong, rigid packagings as

any residual liquid above the flash point follows:
of flammable liquid and then emptying − packagings must be leak-tight,
the fuel tank and/or container, are impervious to battery fluid and be
equally acceptable. The fuel tank, and or protected against up-set by securing
container must then have the cap to pallets or by securing them in
securely fastened and be wrapped in an cargo compartments using appro-
absorbent material such as paper towel priate means of securement (other
and placed in a polyethylene or than by bracing with freight or

PART A 9 04-03-2021

baggage) such as by use of informed of the barometer or
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restraining straps, brackets or thermometer;
holders; • Small gaseous oxygen or air cylinders
required for medical use;
− batteries must be protected against
short circuits, secured upright in • One small carbon dioxide cylinder
these packagings and surrounded fitted into a self-inflating life Jacket
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by compatible absorbent material plus one spare cartridge;
sufficient to absorb their total liquid • Heat producing articles, i.e.
contents; and battery-operated equipment such as
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− thesepackagings must be marked underwater torches and soldering
“battery, wet, with wheelchair" or equipment which, if accidentally
“battery, wet, with mobility aid” and activated, will generate extreme heat
be labelled with the "corrosive" label and can cause fire, may be carried in
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and with the "package Orientation" carry-on baggage only. The heat
label. producing component, or the energy
source, must be removed so as to
Note: Batteries can be considered as prevent unintentional functioning during
non-spillable provided that they transport;
are capable of withstanding the • Insulated packagings containing refri-
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vibration and pressure differential gerated liquid nitrogen fully absorbed
tests without leakage of battery in a porous material and intended for
fluid. Non-spillable batteries are transport, at low temperature, of non-
not subject to the Dangerous dangerous products are not subject to
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Goods Regulations if, at a the Dangerous Goods Regulations

temperature of 55°C, the provided the design of the insulated
elec-trolyte will not flow from a packaging would not allow the build-up
ruptured or cracked case and
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of pressure within the container and

there is no free liquid to flow and would not permit the release of any
if the terminals are protected from refrigerated liquid nitrogen irre-spective
short circuit. of the orientation of the insulated
packaging; and
The Commander must be informed of the • One avalanche rescue backpack per
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location of a wheelchair or mobility aid with person equipped with a pyrotechnic

an installed battery or the location of a trigger mechanism containing not more
packed battery. It is recommended that than 200 mg net of explosives in Division
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passengers make advance arrangements 1.4S and not more than 250mg of
with each Operator; also that batteries which compressed gas in Division 2.2. The
are spillable should be fitted with spill- backpack must be packed in such a
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resistant vent caps when feasible. manner that it cannot be accidentally

activated. The airbags within the
• As carry-on baggage only, a mercurial backpack must be fitted with pressure
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barometer or mercurial thermometer relief valves.

carried by a representative of a govern- • Chemical Agent Monitoring Equi-
ment weather bureau or similar official pment. Instruments containing radio-
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agency. The barometer of thermometer active material not exceeding the activity
must be packed in a strong outer limits i.e. chemical agent monitor (CAM)
packaging, having a sealed inner liner or and/or rapid alarm and identification
a bag of strong leak-proof and puncture- device monitor (RAID-M), securely
resistant material impervious to mercury, packed and without lithium bat-teries,
which will prevent the escape of mercury when carried by staff members of the
from the package irrespective of its Organization for the Prohibition of
position. The pilot-in-command must be Chemical Weapons (OPCW) on official
travel.
PART A 9 04-03-2021

• Hair curlers containing hydrocarbon
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9.1.3.3 Dangerous Goods acceptable
without the Approval of the gas, no more than one passenger or crew
Operator member, provided that the safety cover is
securely fitted over the heating element.
• Non-radioactive medicinal or toilet These hair curlers must not be used on
articles (including aerosols). The total net board the aircraft at any time. Gas refills
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quantity of all such articles carried by for such curlers are not permitted in
each passenger or crew member does not checked or carry-on baggage;
exceed 2 kg or 2 L, and the net quantity of • Consumer electronic devices
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each single article does not exceed 0.5 kg containing lithium or lithium Ion cells
or 0.5 L. The term “medicinal or toilet or batteries (watches, calculating
articles” is intended to include such items machines, cameras, cellular phones,
as hair sprays, perfumes, colognes and laptop computers, camcorders, etc.) when
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medicines containing alcohol; carried by passengers or crew for
• Small carbon dioxide gas cylinders personal use. Spare batteries must be
worn for the operation of mechanical individually protected to prevent short
limbs. Also spare cylinders of a similar circuits and carried in carry-on baggage
size if required to ensure an adequate only. In addition, each spare battery must
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supply for the duration of the journey; not exceed the following quantities:
a) for lithium metal or lithium alloy
• Radioisotopic cardiac pacemakers or
batteries, a lithium content of not more
other devices, including those powered
than 2 g; or
by lithium batteries, implanted into a
b) forlithium ion batteries, an aggregate
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person, or radio-pharmaceuticals
equivalent lithium content of not more
contained within the body of a person as
than 8g.
the result of medical treatment;
Lithium ion batteries with an aggregate
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• One small medical or clinical equivalent lithium content of more than 8

thermometer which contains mercury, for g but not more than 25 g may be car-ried
personal use, when in its protective case; in carry-on baggage, if they are
• In carry-on baggage, carbon dioxides in-dividually protected so as to prevent
solid (dry Ice) in quantities not exceeding short circuits and are limited to two spare
2 kg per person when used to pack batteries per person.
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perishables not subject to the Dangerous • Consumer electronic devices

Goods Regulations, provided the package containing fuel cell systems. Portable
permits the release of carbon dioxide gas; electronic devices (for example cameras,
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cellular phones, laptop computers. and

• Safety matches or a lighter with fuel
camcorders) powered by fuel cell
fluid fully absorbed in a solid and intended
systems, and spare fuel cartridges, under
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for use by an individual when carried on

following conditions:
one's person. However, lighters with a
(a) fuel cell cartridges may only contain
flammable liquid reservoir containing
flammable liquids (including methanol),
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unabsorbed liquid fuel (other than

(b) fuel cell cartridges must comply with
liquefied gas), lighter fuel and lighter refills
lEC PAS 62282-6-1 Ed. 1;
are not permitted on one's person nor in
(c) fuel cell cartridges must not be
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checked or carryon baggage. “Strike

re-fillable by the user. Refueling of fuel
anywhere" matches are forbidden for air
cell systems is not permitted except
transport;
that the installation of a spare cartridge
• Alcoholic beverages, not exceeding is allowed. Fuel cell cartridges, which
70% alcohol by volume, when packed in are used to refill fuel cell systems but
receptacles of less than 5 L; which are not designed or intended to
remain installed(fuel cell refills) are not
permitted to be carried;

PART A 9 04-03-2021

(d) the maximum quantity of fuel in any
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fuel cell cartridge must not exceed: 9.1.3.4 Hidden Dangerous Goods
1. for liquids, 200 ml; Cargo declared under a general description
may contain hazardous articles that are not
2. for liquefied gases, 120 ml apparent. Such articles may also be found in
for non-metallic fuel cell baggage. With the aim of preventing
cartridges or 200 ml for un-declared dangerous goods from being
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metal fuel cell cartridges; loaded on an aircraft and passengers from
taking on board those dangerous goods
(e) each fuel cell cartridge must be which they are not permitted to have in their
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marked with a manufacturer's baggage, cargo and passenger acceptance
certification that it conforms to staff should seek confirmation from shippers
IEC PAS 62282-6-1 Ed. 1, and and passengers about the contents of any
with the maximum quantity and item of cargo or baggage where there are
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type of fuel in the cartridge; suspicions that it may contain dangerous
(f) each fuel cell system must goods.
conform to IEC PAS 62282-6-1 Cargo acceptance staff and passenger
Ed. 1, and must be marked with a check-in staff (as appropriate) must be
manufacturer's certification that It provided with information, and this
conforms to the specification; information must be readily available to such
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(g) no more than two spare fuel cell staff on:
cartridges may be carried by a a) general descriptions that are often
passenger; used for items in cargo or in passengers'
(h) fuel cell systems containing fuel baggage which may contain dangerous
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and fuel cell cartridges including goods;

spare cartridges are permitted in b) other indications that dangerous goods
carry-on baggage only; may be present (e.g. labels, markings);
(i) interaction between fuel cells and
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and
integrated batteries in a device c) those dangerous goods which may be
must conform to IEC PAS 62282- carried by passengers in accordance with
6-1 Ed. 1. Fuel cell systems 9.1.4.
whose sole function is to charge a
battery in the device are not Experience has shown that when shippers
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permitted; offer packages containing the following

(j) fuel cell systems must be of a commodities, they must be asked to check
type that will not charge batteries theirconsignments against the class
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when the portable electronic definitions and Special Provisions in the

device is not in use and must be Regula-tions and confirm by endorsement of
durably marked by the the "Air Waybill” that no part of the package
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manufacturer: "APPROVED FOR contents is dangerous. e.g. "Not restricted".

CARRIAGE IN AIRCRAFT CABIN
ONLY" to so indicate; and Typical examples:
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(k) In addition to the languages which • Aircraft on Ground (AOG) Spares -see
may be required by the State of Aircraft Spare Parts/Aircraft Equipment.
Origin for the markings specified
• Aircraft Spare Parts/Aircraft Equipment
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above, English should be used.

- may contain explosives (flares or other
pyrotechnics), chemical oxygen
• Meals Ready-to-Eat (MRE) containing a generators, unserviceable tyre
flameless ration heater. The flameless assemblies, cylinders of compressed gas
ration heater of the MRE must not be (oxygen, carbon dioxide, nitrogen or fire
activated on the aircraft at anytime. extinguishers), paint, adhesives, aerosols,
life-saving appliances, first aid kits, fuel in
equipment, wet or lithium batteries,
matches, etc.
PART A 9 04-03-2021

• •
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Automobiles, Automobile Parts -(car, Cryogenic (Liquid) - indicates
motor, motorcycle) may contain refrigerated liquefied gases such as
ferromagnetic material which may not argon, helium, neon and nitrogen.
meet the definition for magnetized • Cylinders - may indicate compressed or
material but which may be subject to liquefied gas.
special stowage requirements due to the • Dental Apparatus - may contain
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possibility of affecting aircraft flammable resins or solvents,
instruments. May also contain engines, compressed or liquefied gas, mercury
carburetors or fuel tanks which contain and radioactive material.
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or have contained fuel, wet batteries, • Diagnostic Specimens - may contain
compressed gases in tyre inflation infectious substances.
devices, fire extinguishers, shocks/struts • Diving Equipment - may contain
with nitrogen, air bag inflators/air bag cylinders (such as scuba tanks, vest
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modules, etc. bottles, etc.) of compressed gas (air,
• Breathing Apparatus - may indicate oxygen, etc), high intensity diving lamps
cylinders of compressed air or oxygen, which can generate extremely high heat
chemical oxygen generators or when operated in air. In order to be
refrigerated liquefied oxygen. carried safely, the bulb or battery must
be disconnected.
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• Camping Equipment - may contain • Drilling and Mining Equipment - may
flammable gases (butane, propane, contain explosive(s) and/or other
etc.), flammable liquids (kerosene, dangerous goods.
gasoline, etc.), flammable solids • Dry Shipper (Vapour Shipper) - may
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(hexamine, matches, etc.) or other contain free liquid nitrogen. Dry

dangerous goods. ship-pers are subject to these
• Cars, Car Parts - see Automobiles, etc. Regulations when they permit the
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release of any free liquid nitrogen

• Chemicals - may contain items meeting irrespective of the orientation of the
any of those criteria for dangerous packaging
goods, particularly flammable liquids, • Electrical Equipment - may contain
flammable solids, oxidizers, organic magnetized materials or mercury in
peroxides, toxic or corrosive substances. switch gear and electron tubes or wet
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• Comat (Company Materials) - such as batteries.

aircraft parts, may contain dangerous • Electrically Powered Apparatus -
goods as an integral part, e.g. chemical (wheelchairs, lawn mowers, golf carts,
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oxygen generators in a passenger etc.) may contain wet batteries.

service unit (PSU), various compressed • Expeditionary Equipment - may
gases such as oxygen, carbon dioxide contain explosives (flares), flammable
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and nitrogen, gas lighters, aerosols, fire liquids (gasoline), flammable gas
extinguishers, flammable liquids such as (propane, camping gas) or other
fuels, paints and adhesives, and dangerous goods.
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corrosive material such as batteries. • Film Crew or Media Equipment - may

Other items such as flares, first aid kits, contain explosive pyrotechnic devices,
life-saving appliances, matches, generators incorporating internal
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magnetized material, etc. combustion engines, wet batteries, fuel,

• Consolidated Consignments heat producing items, etc.
(Grou-pages) - may contain any of the • Frozen Embryos - may contain
defined classes of dangerous goods. refrigerated liquefied gas or Carbon
dioxide, solid (dry ice).

PART A 9 04-03-2021

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Frozen Fruit, Vegetables, etc. - may be
packed in Carbon dioxide, solid (dry ice). • Metal Construction Material, Metal
Fencing, Metal Piping - may contain
• Fuels - may contain flammable liquids, ferro-magnetic material, which may be
flammable solids or flammable gases. subject to special stowage requirements
due to the possibility of affecting aircraft
•
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Fuel Control Units - may contain
instruments.
flammable liquids.
• Parts of Automobile (Car, Motor,
• Hot Air Balloon - may contain cylinders
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Motorcycle) - may contain wet batteries,
with flammable gas, fire extinguishers, etc.
engines internal combustion, batteries,
etc. • Passengers Baggage - may contain
items meeting any of the criteria for
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• Household Goods - may contain Items dangerous goods. Examples include
meeting any of the criteria for dangerous fireworks, flammable household liquids,
goods including flammable liquids such corrosive oven or drain cleaners,
as solvent based paint, adhesives, flammable gas or liquid lighter refills or
polishes, aerosols (for passengers, camping stove cylinders, matches,
those not permitted under Subsection ammunition, bleach, aerosols etc.
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9.1.4), bleach, corrosive oven or drain
cleaners, ammunition, matches, etc. • Pharmaceuticals - may contain items
meeting any of the criteria for dangerous
• Instruments - may conceal barometers, goods, particularly radioactive material,
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manometers, mercury switches, rectifier flammable liquids, flammable solids,

tubes, thermometers, etc. con-taining oxidizers, organic peroxides, toxic or
mercury. corrosive substances.
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• Laboratory/Testing Equipment - may • Photographic Supplies - may contain

contain items meeting any of the criteria items meeting any of the criteria for
for dangerous goods, particularly dangerous goods, particularly heat
flammable liquids, flammable solids, producing devices, flammable liquids,
oxidizers, organic peroxides, toxic or flammable solids, oxidizers, organic
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corrosive substances. peroxides, toxic or corrosive substances.
• Machinery Parts - may contain • Promotional Material - see Passenger

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adhesives, paints, sealants, solvents, Baggage.

wet and lithium batteries,
mercury,cylinders of compressed or • Racing Car or Motorcycle Team
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liquefied gas, etc. Equipment - may contain engines,

carburetors or fuel tanks which contain
• Magnets and other hems of Similar fuel or residual fuel, flammable aerosols,
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Material - may individually or cylinders of compressed gases, nitro

cumulativelymeet the definition of methane, other fuel additives or wet
magnetized material. batteries, etc.
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• Medical Supplies - may contain items • Refrigerators - may contain liquefied

meeting any of the criteria for dangerous gases or an ammonia solution.
goods, particularly flammable liquids, • Repair Kits - may contain organic
flammable solids, oxidizers, organic peroxides and flammable adhesives,
peroxides, toxic or corrosive substances. solvent based paints, resins, etc.

PART A 9 04-03-2021

• Vaccines - may be packed in Carbon

•
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Samples For Testing - may contain dioxide, solid (dry ice).
items meeting any of the criteria for
dangerous goods, particularly infectious 9.1.4 Provisions for Dangerous Goods
substances, flammable liquids, carried by Passenger or Crew
flammable solids, oxidizers, organic
peroxides, toxic or corrosive substances. Dangerous Goods are not allowed to be
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carried in or as passenger or crew luggage
• Semen - may be packed with Carbon except as otherwise provided in the table
dioxide, solid (dry ice) or refrigerated “Provisions for dangerous goods carried by
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liquefied gas. See also Dry Shipper. passengers or crew.”
• Ships' Spares - may contain explo-sives For Quick Reference the table on the next
(flares), cylinders of compressed gas page may be used.
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(life rafts), paint, lithium batteries.
(Emergency locator transmitters), etc.
• Show, Motion Picture, Stage and Special

Effects Equipment - may contain
flammable substances, explosives or
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other dangerous goods.
• Swimming Pool Chemicals - may

contain oxidizing or corrosive
substances.
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• Switches in Electrical Equipment or

Instruments - may contain mercury.
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• Tool Boxes - may contain explosives

(power rivets), compressed gases or
aerosols, flammable gases (butane
cylinders or torches), flammable
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adhesives or paints, corrosive liquids,

etc.
• Torches - micro torches and utility

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lighters may contain flammable gas and

be equipped with an electronic starter.
Larger torches may consist of a torch
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head (often with a self-igniting switch)

attached to a container or cylinder of
flammable gas.
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• Unaccompanied Passengers
Baggage/Personal Effects - may
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contain items meeting any of the criteria

for dangerous goods, such as fireworks,
flammable household liquids, corrosive
oven or drain cleaners, flammable gas or
liquid lighter refills or camping stove
cylinders, matches, bleach, aerosols,
etc.

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9.1.5 Handling, Labeling, Stowage When a package of dangerous goods is
and Segregation of Dangerous found on an aeroplane that appears to be
Goods damaged or leaking it shall be removed from
the aeroplane and inspected to ensure that it
9.1.5.1 Handling of Dangerous
is in a proper condition for transport and that
Goods
no damage or contamination has occurred to
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Dangerous goods shall be accompanied by
the aeroplane or its load.
a dangerous goods transport document un-
less otherwise specified in the Technical
Contamination found as a result of the
Instructions.
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leakage or damage of dangerous goods
shall be removed immediately (see chapter
When dangerous goods are transported on a
9.1.8).
flight which takes place wholly or partly
outside the territory of a State, the transport
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An aeroplane which has been contami-nated
document, labelling and marking must be in
by radioactive materials must be taken out of
the English language in addition to any other
service immediately. It should not be
language requirements.
returned into service until the radiation level
at any accessible surface and the non-fixed
Articles and substances or other goods that
contamination are not more than the values
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are identified in the Technical Instructions as
specified in the Technical Instructions.
being forbidden for transport under any
circumstances may not be transported.
Attention must be paid to packing groups
(9.1.6.1 Definitions).
Those articles and substances or other
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goods which are forbidden for transport in

9.1.5.2 With explosive material only the
normal circumstances may be transported
Compatibility Group is specified by a letter
when they are exempted by the States
behind the division number. That de-fines
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concerned under the provisions of the

restrictions for combined loading with other
Technical Instructions, or the Technical
explosive material.
Instructions indicate they may be transported
un-der an approval issued by the State of
9.1.5.3 Segregation of Packages
Origin.
Packages containing Dangerous Goods
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which might react dangerously with each

An Acceptance Check List for the transport
other must not be stowed on an aeroplane
of dangerous goods for use by the company
next to each other or in a position that would
staff and the handling agents will be
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allow interaction between them in the event

provided by the company.
of leakage. To maintain acceptable
segregation between packages containing
The checklist shall allow a complete check of
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Dangerous Goods having different hazards,

all relevant details. The results of the
the segregation requirements shown in the
acceptance check shall be recorded on the
table below must be observed.
checklist manually, mechanically or by
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computer.
The following table shows which classes of
Dangerous Goods must be segregated from
All packages, overpacks and freight
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each other. An 'X' shows that these two

containers must be inspected for evidence of
hazard classes must not be loaded adjacent
leakage or damage immediately prior to
to each other. It is only the class hazard that
loading on an aeroplane or into a unit load
is considered when determin-ing
device according to the Technical
segregation. Any subsidiary risks may be
Instructions.
discounted in this exercise. A '-' at the
intersection of a row and a column indicates
Leaking or damaged packages, overpacks or
that packages containing these classes/
freight containers may not be loaded onto an
aeroplane.
PART A 9 04-03-2021

divisions of dangerous goods do not require
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segregation.
Hazard Label 1 excl. 1.4S 2 3 4.2 4.3 5.1 5.2 8

1.4S
1 excluding 1.4S Note 1 Note 2 X X X X X X X
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1.4S X - - - - - - -
2 X - - - - - - - -
3 X - - - - - X - -
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4.2 X - - - - - X - -
4.3 X - - - - - - - X
5.1 X - - X X - - - -
5.2 X - - - - - - - -
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8 X - - - - X - - -
Note 1: The extent to which explosives may be stowed together in an aircraft is determined by
their "compatibility", Explosives are considered to be compatible if they can be stowed
together without significantly increasing either the probability of an accident or, for a
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given quantity, the magnitude of the effects of such an accident. -
Explosives in Compatibility Groups A to K and N may be stowed in accordance with the
following:
a) packages bearing the same compatibility group letter and the same division num-ber
may be stowed together;
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b) explosives of the same compatibility group but different divisions may be stowed
together providing the whole shipment is treated as belonging to the division having
the smaller number. However, when explosives of Division 1.5, Compatibility Group
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D are stowed together with explosives of Division 1.2, Compatibility Group D, the
total of the consignment must be treated as Division 1.1, Compatibility Group D, for
the purposes of transport;
c) packages bearing different compatibility group letters must not be stowed together,
whether or not they belong to the same division, except as provided for in
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i) and Note 2.
i. Explosives in Compatibility Groups C. D and E may be stowed together. The
appropriate division is determined in accordance with (b). Any combination
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of articles in Compatibility Groups C. D and E is assigned to Compatibility

Group E. Any combination of substances in Compatibility Groups C and D
must be assigned to the most appropriate of the compatibility groups, taking
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into account the predominant characteristics of the combined load.

ii. Explosives in Compatibility Group L must not be stowed with explosives in
other compatibility groups and they may only be stowed with the same type
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of explosives in Compatibility Group L.

iii. Explosives in Compatibility Group N must not be stowed with explosives in
other compatibility groups except S. However, they may also be stowed with
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explosives in Compatibility Groups C, D and E, when the explosives in

Compatibility Group N must be considered as having Compatibility Group D
(see also i).
Note 2: Explosives in Compatibility Group S may be stowed with explosives in all compatibility
groups other than A and L.
Note 3: Division 4.1 and Classes 6, 7 and 9 are not included in the table above as they do not
require segregation from other classes of Dangerous Goods.

PART A 9 04-03-2021

Packages containing Dangerous Goods with multiple hazards in the class or divisions
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which require segregation in accordance with the table above need not be segregated
from packages bearing the same UN number.
evidence that the integrity of the packaging

9.1.6 Labeling of Dangerous Goods has not been maintained. Any occurrence
All packages, overpacks and freight relating to the transport of dangerous goods
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containers must be labeled and marked as which seriously jeopardises the aircraft or its
specified. occupants is also deemed to constitute a
dangerous goods incident.
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9.1.6.1 Definitions
Acceptance Check List - A document used Dangerous Goods in Limited Quantities -
to assist in carrying out a check on the It is recognized that limited quantities of
external appearance of dangerous goods dangerous goods present a reduced hazard
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and their associated documents to determine during transport and can therefore safety be
that all appropriate requirements have been carried on board, in good quality packaging
met. of the types specified.
Cargo - Any property carried on an aircraft Limited quantities of dangerous goods may
other than mail, stores and accompanied or only be carried in accordance with the
applicable limitations and provisions.
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mishandled baggage.
Only dangerous goods which are permitted
Cargo Aircraft - Any aircraft which is on passenger aircraft and which meet the
carry-ing goods or property but not criteria of certain classes, divisions and
passengers. In this context the following are packaging groups, may be carried under
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not considered to be passengers: these provisions for dangerous goods in

i. A Crew member; limited quantities. (Doc 9284-ANJ905, Chap.
ii. An operator’s employee permitted by, 4).
and carried in accordance with, the
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instructions contained in the Operations Dangerous Goods Transport Document -

Manual; A document which is specified by the Tech-
iii. An authorised representative of an nical Instructions. It is completed by the
Au-thority; or person who offers dangerous goods for air
iv. A person with duties related to a transport and contains information about
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particular shipment on board. those dangerous goods. The document

bears a signed declaration indicating that the
Dangerous Goods - Articles or substances dangerous goods are fully and accurately
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which are capable of posing a risk to health, described by their proper shipping names
safety, property or the environ-ment when and UN/ID numbers (if assigned) and that
transported by air and which are shown or they are correctly classified, packed,
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classified as Dangerous Goods. marked, labeled and in proper condition for

transport.
Dangerous Goods Accident - An
Fissile material - Uranium-233,
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occurrence associated with and related to

uranium-235, plutonium-238, plutonium-239,
the transport of dangerous goods by air
plutonium-241 or any combination of these.
which results in fatal or serious injury to a
Unirradiated natural and depleted uranium
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person or major property damage.

and natural uranium or depleted uranium
Dangerous Goods Incident - An which has been irradiated in thermal reactors
occurrence, other than a dangerous goods only, are not included under this definition.
accident, associated with and related to the
transport of dangerous goods, not Freight Container - A freight container is an
necessarily occurring on board an aircraft, article of transport equipment for radioactive
which results in injury to a person or materials, designated to facilitate the
persons, property damage, fire, breakage, transport of such materials, either packaged
spillage, leakage of fluid or radiation or other or unpackaged, by one or more modes of

PART A 9 04-03-2021

transport. (Note: see Unit Load Device
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where the dangerous goods are not Serious Injury - An injury which is sustained
radioactive materials.) by a person in an accident and which:
Handling Agent - An agency which
i. Requires hospitalisation for more than
performs on behalf of the operator some or
48 hours, commencing within seven
all of the latter's functions including
days from the date that the injury was
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receiving, loading, unloading, transferring or
received; or
other processing of passengers or cargo.
ii. Results in a fracture of any bone
1D number - A temporary identification (example; fracture of fingers, toes or
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number for an item of dangerous goods nose); or
which has not been assigned a UN number. iii. Involves lacerations which cause
severe haemorrhage, nerve, muscle or
Mass Explosion Hazard - An explosion tendon damage; or
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which affects almost the entire load virtually iv. Involves injury to any internal organ; or
instantaneously. v Involves second or third degree
Overpack- An enclosure used by a single burns, or any burns affecting more than
shipper to contain one or more packages 5% of the body surface; or
and to form one handling unit for v. Involves verified exposure to infectious
convenience of handling and stowage. vi. substances or injurious radiation.
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(Note: A unit load device is not included in
this definition.) Proper Shipping Name - The name to be
used to describe a particular article or
Package - The complete product of the substance in all shipping documents and
packing operation consisting of the
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notifications and, where appropriate on

packag-ing and its content prepared for packaging.
transport.
Packaging - Receptacles and any other State of Origin - The authority in whose
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components or materials necessary for the territory the dangerous goods were first
receptacle to perform its containment loaded on an aircraft.
function and to ensure compliance with the UN Number - The four-digit number
packing requirements. assigned by the United Nations Committee
of Experts on the Transport of Dangerous
Packing Groups - For packing purposes,
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Goods to identify a substance or a particu-lar

dangerous goods of all classes, other than group of substances.
Class 1, 2 and 7, and Divisions 5.2 and 6.2,
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have been divided among three packing Unit Load Device - Any type of aircraft
groups, according to the degree of danger container aircraft pallet with a net, or aircraft
they present. pallet with a net over an igloo. (Note: an
overpack is not included in this definition; for
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The packing groups have the following a container containing radioactive materials
meaning: see the definition for freight container.)
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Packing Group I -substances presenting high

danger
Packing Group II - substances presenting
medium danger
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Packing Group III - substances presenting low

danger
It should be noted that some substances in

class 9 and liquids in Division 5.2 have been
assigned to packing groups by experience
rather than through application of technical
criteria.

PART A 9 04-03-2021

9.1.6.2 Hazard Classes
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Class No. Division Name
1 1.1 – 1.6 Explosives
2 2.1 Flammable gasses
2.2 Non-flammable gas, non-toxic gas
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2.3 Toxic gas
3 Flammable liquids
4 4.1 Flammable solids
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4.2 Substances liable to spontaneous combustion
4.3 Substances which, in contact with water, emit flammable gases
5 5.1 Oxidizing substances
5.2 Organic peroxides
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6 6.1 Toxic substances
Infectious substances
7 Radioactive material
8 Corrosives
9 Miscellaneous Dangerous Goods
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9.1.6.3 Stickers for Dangerous Goods according to lATA regulations
Note: Minor variations in the design of the symbol on labels or other differences such as
the width of vertical lines on labels, which do not affect the obvious meaning of the
label, are acceptable.
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9.1.6.3 Sticker for Dangerous Goods according to IATA regulations (cont’d)
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explosion of almost the entire contents of the
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Class 1 Explosives package.
Explosive articles and substances are
as-signed to one of six divisions and to one Note: Articles and substances in this
of thirteen compatibility groups. division are placed in Compatibility
Group S when they are so packaged
Divisions: 1.1 /1.2/1.3/1.4/1.5/1.6 or designed that any hazardous
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Compatibility groups: A / B / C / D / E / F / effects arising from accidental
G/H/J/K/L/N/S functioning are confined within the
Most of the explosives are normally package unless the package has
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forbidden for carriage by air. been degraded by fire, in which case
all blast or projection effects are
Only the explosives listed below are limited to the extent that they do not
permitted for transportation on civil aircraft. significantly hinder firefighting or
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Cargo Aircraft Only: 1.3C RCX other emergency response efforts in
(CAO) 1.3G RGX the immediate vicinity of the
1.4B RXB package.
1.4C RXC
1.4D RXD Examples: igniters, fireworks, fuses,
1.4E RXE ammunition
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1.4GRXG
Passenger and cargo Division 1.5:
aircraft (PAX OK): 1.4S RXS Very insensitive substances, having a mass
explosion hazard, which are so insensitive
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Division 1.1: that there is very little probability of initiation

Substances and articles having a mass or of transition from burning to detonation
explosion hazard (which affects almost the under normal conditions of transport.
entire load virtually instantaneously).
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Division 1.6:
Division 1.2: Extremely insensitive articles which do not
Substances and articles having a projec-tion have a mass explosion hazard.
hazard but not a mass explosion hazard. This division comprises articles which
contain only extremely insensitive detonating
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Division 1.3: substances and which demonstrate a

Articles and substances having a fire haz-ard negligible probability of accidental initiation
and either a minor blast hazard or minor or propagation.
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projection hazard or both, but not a mass

explosion hazard. This division comprises Class 2 Gases
articles and substances that: This class comprises compressed gases,
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− give rise to considerable radiant heat, liquefied gases, gases in solution,

or refrigerated liquefied gases, mixtures of
− burn one after another, producing gases, mixtures of one or more gases with
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minor blast and/or projection effects. one or more vapors of substances of other
classes, articles charged with a gas,
Division 1.4: tellurium hexafluoride, aerosols.
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Articles and substances that present no

significant hazard. This division comprises A gas is a substance which:
articles and substances which present only a − at 50°C (122 OF) has a vapor pressure
small hazard in the event of ignition or greater than 300 KPa (3.0 bar, 43.5
initiation during transport. The effects are Ib/in2); or
largely confined to the package and no − is completely gaseous at 20°C (68 OF)
pro-jection of fragments of appreciable size at a standard pressure of 1013 HPa
or range is to be expected. An external fire (1.01 bar, 14.7Ib1in2).
must not cause virtually instantaneous
PART A 9 04-03-2021

Substances of Class 2 are assigned to one classified as toxic with a subsidiary
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of three divisions based on the primary corrosive risk.
hazard of the gas during transport.
Examples: chlorine, carbon monoxide
Class 2 Gases (cont'd)
2.1 Flammable gas (RFG):
Gases which at 20 °C (68 OF) and a
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standard pressure of 1013 HPa (1.01 bar,
14.7Ib/in2):
a) are ignitable when in a mixture of 13%
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or less by volume with air; or Class 3 Flammable liquids (RFL)
b) have a flammable range with air of at Liquids and liquid desensitized explosives or
least 12 percentage points regardless mixtures of liquids or liquids containing solids
of the lower flammable limit. in solution or in suspension with a flash point
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Flammability must be determined by − not greater than 60,5 DC (141°F)
tests or by calculation In accordance (according to closed-cup test) or
with methods adopted by ISO. − not greater than 65,6 DC (150 OF)
(according to open-cup test).
Examples: butane, hairspray, lighters
Flash point: is defined as the lowest
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2.2 Non-flammable, temperature at which flammable vapour is
Non-toxic gas (RNG & RCL): given off a liquid in a test vessel in sufficient
concentration to be ignited in air when
Gases which are transported at a pressure exposed momentarily to a source of ignition.
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not less than 280 kPa at 20°C or as This does not mean the temperature at
refrigerated liquids and which: which a liquid ignites spontaneously.
a) are asphyxiant – gases which dilute or

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Examples: paint, adhesives, alcohols,

replace the oxygen normally in the at- , kerosene
mosphere; or
b) are oxidizing-gases which may Class 4
generally by providing oxygen, cause 4.1 Flammable Solids (RFS):
or contribute to the combustion of other
Solids which, under conditions encountered
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material more than air does; or

In transport, are readily combustible or may
c) do not come under the other divisions.
cause or contribute to fire through friction;
self-reactive substances which are liable to
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Examples: compressed air, fire exting-

undergo a strongly exothermic reaction;
uishers, liquefied nitrogen
desensitised explosives which may explode
2.3 Toxic gas (RPG): if not diluted sufficiently.
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normally forbidden on passenger Division 4.1 contains:

aircraft − flammable solids;
Gases which: − self-reactive substances;
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− solid desensitised explosives

a) are known to be so toxic or corrosive to
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humans as to pose a hazard to health; Examples: matches, magnesium, sulphur

or
4.2 Substances liable to spontaneous
b) are presumed to be toxic or corrosive
combustion (RSC):
to humans because they have an
LCSO value equal to or less than 5000 Pyrophoric or self-heating substances which
ml/m3 (ppm) when tested. are liable to spontaneous heating under
normal conditions encountered in transport,
Note: Gases meeting the above criteria or to heating up in contact with air, and being
owing to their corrosivity are to be then liable to catch fire.
Examples: phosphorus (yellow)
PART A 9 04-03-2021

Substances which are infectious to humans
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4.3 Substances which, in contact with and/or animals, genetically modified
water, emit flammable gases (RFW): micro-organisms and organisms, biological
Substances, which, by interaction with water, products, diagnostic specimens and clinical
are liable to become spontaneously flam- and medical waste.
mable or to give off flammable gases in dan-
gerous quantities. Examples: virus, bacteria (such as H.I. V.)
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Examples: potassium, sodium, lithium Class 7 Radioactive Material
(RRW & RRV):
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Class 5
Radioactive material means any material
5.1 Oxidizing substances (ROX):
containing radionuclides where both the
Substances which, in themselves are not
activity concentration and the total activity in
necessarily combustible, but may generally
the consignment exceed certain values.
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cause or contribute to the combustion of
other material by yielding oxygen. Such The following radioactive materials are not
substances may be contained in an article. included in Class 7 for the purposes of these
Regulations:
Examples: bleaching powder potassium (a) Radioactive material implanted or
permanganate incorporated into a person or live
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animal for diagnosis or treatment;
5.2 Organic peroxides (ROP): (b) Radioactive material in consumer
products which have received
Organic substances which contain the regulatory approval, following their sale
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bivalent structure -O-O- and may be to the end user;

considered derivatives of hydrogen peroxide (c) Natural material and ores containing
in which one or both of the hydrogen atoms naturally occurring radionuclides which
have been replaced by organic radicals. are either in their natural state, or have
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only been processed for purposes

Organic peroxides are thermally unstable other than for extraction of the
substances which may undergo exothermic,
radionuclides, and not intended to be
self-accelerating decomposition. processed for use of these
In addition, they have one or more of the radionuclides provided the activity
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following properties: concentration of the material does not

exceed 10 times the specific values;
− be liable to explosive decomposition (d) Non-radioactive solid objects with
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− burn rapidly radioactive substances present on any

− be sensitive to impact or friction surfaces in quantities not in excess of a
− react dangerously with other specific limit.
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substances Examples: cobalt, iodine, caesium, radium

− cause damage to the eyes
Packages must be assigned to one of
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Examples: peroxides three categories:

Category I (RAW) 0 T.I.
Class 6 Category II (RAY) 0.1-1.0 T.I.
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Category III (RRY) 1.1-10 T.I.

6.1 Toxic substances (RPB):
Substances on Packing Group I and II The Transport Index (T.I.) indicates the
Substances which are liable to cause death radiation level of the package at 1-meter-
or injury or to harm human health if distance: 1 T.I. = 0.01 mSv/h
swallowed inhaled or contacted by the skin. Loading on aircraft depends on transport
Examples: pesticides, arsenic, cyanides index, package/loading height and position in
a/c (for more details see applicable load-ing
6.2 Infectious substances (RIS): charts).

PART A 9 04-03-2021

Elevated Temperature Substances
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Class 8 Corrosives (RCM): Substances that are transported or offered
for transport in a liquid state at temperatures
Substances which by chemical action, can equal to exceeding 100 °C (212 oF) and
cause severe damage when in contact with below their flash point, or in a solid state at
living tissue or, in the case of leakage will temperatures equal to or exceeding 240 °C
materially damage or even destroy, other (464 0F).
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goods or the means of transport.
Environmentally Hazardous Substances
Examples: batteries, mercury, sulphuric Liquid or solid substances pollutant to the
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acid aquatic environment and solutions and
mixtures of such substances (including
Class 9 Miscellaneous Dangerous preparations and waste).
Goods:
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Articles and substances which during air Genetically Modified Organisms and
transport present a danger not covered by Micro-Organisms which are not infectious
other classes. Included in this class are: substances but which are capable of altering
Aviation regulated solids or liquids, animals, plants or microbiological
Magnetized material, Elevated temperature substances in a way which Is not normally
substances, Environmentally hazardous the result of natural reproduction.
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substances, Genetically modified (Micro.)
Organisms and Miscellaneous articles and Miscellaneous Articles and Substances
substances. Examples Included in this class:
Examples: cars, motorcycles, asbestos, − Asbestos
−
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electric wheelchair, life-saving Carbon dioxide, solid (dry ice)

devices Consumer commodity
Aviation Regulated Solid or Liquid − Chemical and First aid kits
−
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Any material which has narcotic, noxious, Environmentally hazardous substance

irritating or other properties such that, In the − Life-saving appliances
event of spillage or leakage on an aircraft − Engines, Internal combustion
could cause extreme annoyance or − Vehicles (flammable gas powered),
discomfort to crew members so as to prevent Vehicles (flammable liquid powered)
the correct performance of assigned duties. − Polymeric beads
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The materials included under this proper − Battery-powered equipment or vehicles

shipping name must not meet any of the − Zinc dithionite
definitions for Classes 1 through 8.
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Magnetized Material 9.1.6.4 Packaging Use Marking

Any material which, when packed for air Each package and overpack containing
dangerous goods must be marked, durably
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transport, has a magnetic field strength of

0.159 A/m (0.002 gauss) or more at a and legibly on the outside of the package
distance of 2.1m (7ft) from any point on the and overpack with each of the following:
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surface of the assembled package.

− Proper Shipping Name:
name of dangerous Item as shown in the
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alphabetical list of the DG R and the

corresponding UN/ID four-digit-number,
assigned by the UN (UN-no.) or lATA
(ID-no.)
− Name/address of shipper and
consignee
− Hazard label:
must comply with label specification

PART A 9 04-03-2021

− Specification marking (if UN-specified
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packaging has been used): identifies the
packaging for having been tested
according to UN-guidelines
− Additional markings for:
explosives: net quantity and gross
weight of package;
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refrigerated liquefied gases: "KEEP
UPRIGHT”/“DO NOT DROP - HANDLE
WITH CARE";
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− Infectious substances: name / phone-
no. of a person responsible for shipment;
Diagnostic specimens: Package must be
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marked "DIAGNOSTIC SPECIMENS",
radioactive material: permissible gross
weight of package if this exceeds
50 kg;
Dry Ice: net weight of dry ice within the
package;
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Overpacks: the package must be marked
with the word "OVERPACK" and the proper
shipping name, UN/ID number and other
package use markings as required.
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Handling labels:
"Package Orientation" (This Way Up)
labels must be used on combination
A “Keep Away from Heat” label packages
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packagings and overpacks containing liquid

dangerous goods. containing self-reactive substances of
At least two labels must be affixed (on Division 4.1 and 5.2 organic peroxides.
opposite sides).
Single packaglngs do not need to show
arrows.
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“Cargo Aircraft Only” labels must be used

on packages which have been prepared
according to a “ICAO”-Packing Instruction or
on packages where the net quantity exceeds
the limits which would be permitted for
passenger aircraft.

PART A 9 04-03-2021

− light packages must be protected
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against heavier cargo,
− compatibility must be checked,
− packages bearing the ICAO-Iabel must
be loaded accessible - Radioactive
Material of Category II and III (RRY)
packages must be loaded on bottom of
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pallet or cargo compartment and
Technical Instructions limitations must
be observed,
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− additional state and/or operator
variations must be adhered to.
“Cryogenic Liquid” labels must be used for
packagings containing low temperature 9.1.7.1 Treatment of Dangerous
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liquefied gases, such as air, argon, helium, Goods in the Cabin
neon and nitrogen When dangerous goods are discovered in
the hand baggage of a passenger during
flight the cabin crew should:
• ask the passenger concerned to iden-tify
the item and explain its nature,
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• inform the flight crew who will switch the
No Smoking sign on to reduce the risk of
ignition or explosion.
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The cabin crew shall follow checklist

provided for treatment of dangerous goods in
the cabin.
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The checklist should cover the following:

− Identifying the item and its location;
− Notifying flight crew (No Smoking ON);
Checking for fire or smoke;
− Checking for spillage or leakage;
9.1.7 Loading and Stowage of Danger- − Handling of dangerous good item;
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ous Goods
Dangerous goods must not be carried in an − Informing ground personnel after
aircraft cabin occupied by passengers or landing.
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crew members or on the flight deck, unless

A Dangerous Goods Occurrence Report
otherwise specified in the Technical
shall be made by the company (see page
Instructions.
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9.1-26).
Dangerous goods must be loaded,
Note: For the removal of contaminations
segregated, stowed and secured as
see chapter 11.5.1.
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specified in the Technical Instructions.

Packages of dangerous goods with the label 9.1.8 Procedures for Responding to
“Cargo Aircraft Only” are only allowed to be Emergency Situations or Inci-
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transported on cargo aircraft. dents Involving Dangerous Goods

General principles: Items to be done during flight
− damaged parcels must not be loaded, • Follow the appropriate aircraft
the package must agree with the loading emergency procedures for fire or
list, smoke removal
− liquids must be loaded in an upright • "No smoking sign" on
position, • Consider landing as soon as possible
− the package must be secured against
movement,
PART A 9 04-03-2021

• Consider turning off non-essential on board, as shown on the information to the
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electrical power pilot-in-command. As soon as possible, the
• Determine source of smoke / fumes / operator must also provide this Information
• fire - Identify the item to the appropriate authorities of the State of
the Operator and the State in which the
For dangerous goods incidents in the accident or serious incident occurred.
passenger cabin
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• Notify the commander In the event of an aircraft incident, the
• Collect emergency response kit or other operator of an aircraft carrying dangerous
useful Items goods as cargo must, if requested to do so,
provide information, without delay, to
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• Put rubber gloves and smoke hood or
smoke mask-portable oxygen emergency services responding to the
• Move passengers away from area incident and to the appropriate authority of
the State in which the incident occurred
• Place dangerous goods item in
about the dangerous goods on board, as
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polyethylene bags
shown on the information to the pilot-in-
• Stow polyethylene bags
command.
• Treat affected seat cushions I covers in
the same manner as dangerous goods 9.1.8.1 Dangerous Goods Occurrence
item Report
• Cover spillage on carpet I floor Dangerous goods incidents or accidents
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• Regularly inspect items stowed away / must be reported to the Authority and to the
contaminated furnishings appropriate Authority in the State where the
Items to be done after landing accident or incident occurred within 72 hrs.
An initial report shall be dispatched within 72
• Disembark passengers and crew before
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hrs of the event unless exceptional

opening any cargo compartment doors
circumstances prevent this, and it must
• Inform ground personnel/emergency in-clude details known at that time. If
services of item and where stowed
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necessary, a subsequent report must be

• Make appropriate entry in maintenance made as soon as possible giving whatever
log additional information has been established.
For those dangerous goods for which a
Dangerous Goods Transport Document is The Dangerous Goods Occurrence Report
required, the commander of an aeroplane Form is found on page 9.1-26.
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carrying such goods must be provided with The first and any subsequent report shall be
Information which can be used on board to as precise as possible. It may be send by
assist in planning the response to an any means, including e-mail, telephone, fax,
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emergency arising in-flight involving the etc. Copies of the relevant documents and
dangerous goods. photographs taken should be attached to the
report.
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In case of an emergency the commander

must inform ATC about the dangerous goods 9.1.8.2 Undeclared or Miss-declared
on board. The information should include the Dangerous Goods
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proper shipping names, class and subsidiary An Operator must report to the Authority I
risks for which labels are required, the and to the appropriate Authority in the State
compatibility group for class 1 and the where· the event occurred, the finding of
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quantity and location of the dangerous goods undeclared or miss-declared Danger-ous

aboard the aircraft and UN number (if Goods discovered in Cargo or passen-gers'
assigned). baggage. An initial report shall be dispatched
In the event of an aircraft accident or serious within 72 hrs of the discovery unless
incident, the operator of an aircraft carrying exceptional circumstances prevent this, and
dangerous goods as cargo must provide it must include details known at that time. If
information, without delay, to emergency necessary, a subsequent report must be
services responding to the accident or made as soon as possible giving whatever
serious incident about the dangerous goods additional information has been established.
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The subjects to be covered by the training

9.1.9 Training of Crew Members and
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are specified in chapter 9.1.9.3.
Ground Staff for Handling
Dangerous Goods The table shows which categories of staff
have to receive which kind of training. The
Personnel must receive training in the depth to which training should be covered
requirements commensurate with their depends upon whether it is general
responsibilities.
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familiarisation or function specific training.
Training must include:
(a) general familiarisation training - The training subjects must be approved by,
which must be aimed at providing the appropriate Authority of the State of the
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familiarity with the general provi- Operator.
sions;
(b) function specific training - which
must provide detailed training in the
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requirements applicable to the
function for which that person is
responsible; and
(c) safety training - which must cover
the hazards presented by dangerous
goods, safe handling and
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emergency response procedures.
Flight crews, cabin crew member and ground
staff who may come into contact with
dangerous goods during the performance of
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their duties shall receive a general

familiarisation training.
For flight crews and cabin crew member the
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familiarisation training may be integrated in

the emergency training. A test must be
completed satisfactorily.
Staff engaged in the acceptance of
dangerous goods and who have to take
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decisions on either acceptance or refusal of

dangerous goods shall receive training to
ensure that awareness is gained of the
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hazards associated with Dangerous Goods,

how to identify them and what requirements
apply to the carriage of such goods by
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passengers. They must pass function

specific training organized by the operator.
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In any case, it must be ensured that all staff

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and personnel who receive training

understand their responsibilities and that
recurrent training is received at intervals not
exceeding 2 years.
On completion of the training there must be

a written examination which covers all Items
of the training programme.

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Minimum Requirement for Training Curriculum
Aspects of transport of dangerous goods by air Category of Personnel (see below)

with which they should be familiar, as minimum 1 2 3 4 5 6
General philosophy X X X X X X
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Limitation X X X X X X
General requirements for shippers X X
Classification X
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List of dangerous goods X X
General packing requirements X
Packing instructions X
Labeling and marking X X X X X X
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Shipper’s Declaration and other relevant X X
documentation
Acceptance procedures X
Recognition of undeclared Dangerous Goods X X X X X X
Storage and loading procedures X X X
Pilot’s notification
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X X X
Provisions for passengers and crew X X X X X X
Emergency procedures X X X X X X
KEY Operators and ground handling agents.

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1. Operator's and ground handing agent's staff

accepting dangerous goods Note 1: This table does not include the
2. Operator's and ground handling agent's staff
training required for shippers and
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accepting cargo (other than dangerous goods)

3. Operator’s and ground handling agent's staff packers, for freight forwarders
responsible for the handling, storage and and for security screeners.
loading of cargo and baggage Note 2: Depending on the responsibilities
4. Passenger handling staff of the person the aspects of
5. Flight crew members and load planners Crew training to be covered may vary
members (other than flight crew members)
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from those shown in the table

above.
9.1.9.1 Recurrent Training
All personnel who require training on
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9.1.10 Instructions on the Carriage of

dangerous goods must receive recurrent Employees of the Operator
training, as appropriate, at Intervals not
exceeding two years. There is no restriction on the carriage of
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employees on an aeroplane carrying

9.1.9.2 Training Records dangerous goods which are permitted on a
Details of all initial and recurrent training passenger aeroplane. When an aeroplane is
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must be recorded including training subjects, carrying dangerous goods which can only be
date and duration of the courses. carried on a cargo aeroplane, employees of
The records of training must be made the operator can also be carried provided
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available upon request to the appropriate they are in an official capacity.

na-tional Authority.
That means they have duties concerned with
9.1.9.3 Training Programmes the preparation or undertaking of a flight or
The following table shows areas of training on the ground once the aeroplane has
and staff training requirements according to landed, although not necessarily in
category. The table is only applicable to connection with an aeroplane.

PART A 9 04-03-2021

The written information to the commander
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9.1.11 Dangerous Goods Security must be readily available to him during flight.
All persons engaged in the transport of The information to the commander must also
dangerous goods shall consider security include confirmation that there is no
requirements for the dangerous goods evidence that any damaged or leaking
commensurate with their responsibilities. packages have been loaded on the aircraft.
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The company's security plan includes
procedures to be followed in case of A legible copy of the information to the Pilot-
dangerous goods involvement in a security in-command must be retained on the ground.
incident. This copy must have an indication on it or
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with it that the pilot-in-command has
9.1.12 Information to the Commander received the information. The copy, or the
An operator of an aeroplane in which information contained in it must be readily
dangerous goods are to be carried must accessible to the airport of last departure
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provide the pilot-in-command as soon as and next scheduled arrival, until after the
practicable, prior to departure, with written flight to which the information refers.
information which specifies at least the
following: In the event of the information to the pilot-in-
a) the Air Waybill number, command being of such a size as to make
in-flight radiotelephony transmission
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b) the proper shipping name and UN
number or ID number as listed in these impracticable in an emergency situation, a
Regulations; summary of the information should also be
c) the Class or Division, and subsidiary provided by the operator, containing at least
risks for which labels are required, by the quantities and class or division of
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numerals and in the case of Class I, the dangerous goods in each cargo
compatibility group; compart-ment.
d) the Packing Group as shown on the
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shippers Declaration; 9.1.12.1 Form

e) the number of packages, the net Form “Dangerous Goods Notification to
quantity of each package and their Commander” on next page.
exact loading location. For radioactive
materials see (1) below; Detailed information is found in the lATA
f) for radioactive materials the number of “Dangerous Goods Regulations” Chapter
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packages, their category, their 9.5.

transport index, if applicable, and their
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exact loading location;
g) whether the package must be carried on

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cargo aircraft only;

h) the aerodrome at which the package(s)
is to be unloaded; and
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i) an indication that the dangerous goods

are being carried under a State
exemption (where applicable).
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Note: This includes information about

dangerous goods loaded at a
previous departure point and which
are to be carried on the subsequent
flight.

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DANGEROUS GOODS OCCURRENCE REPORT
See the notes on the next page of this form. Those boxes where the heading is in italics need
only be completed if applicable.
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Mark type of occurrence: Accident Incident Other Occurrence
1. Operator: 2. Date of occurrence: 3. Local time of occurrence:
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4. Flight date: 5. Flight no:
6. Departure airport: 7. Destination airport:
8. Aircraft type: 9. Aircraft registration:
10. Location of occurrence: 11. Origin of the goods:
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12. Description of this occurrence, including details of injury, damage, etc. (if necessary continue
on the next page)
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13. Proper shipping name (including the technical name) 14. UN/ID no. (when
known):
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15. Class/division (when 16. Subsidiary 17. Packing 18. Category, (class 7
known): risk(s): group only)
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19. Type of packaging: 20. Packaging 21. No. of 22. Quantity (or
specification packaging: transport index, if
marking: applicable):
23. Reference no. of Air Waybill:
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24. Reference no. of courier pouch, baggage tag, or passenger ticket:

25. Name and address of shipper, agent, passenger, etc:
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26. Other relevant information (including suspected cause, any action taken):
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27. Name and title of person making report 26. Telephone no:
29. Company/dept. code, E-mail or infoMail code: 30. Report ref:
31. Address: 32. Date/signature:

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(cont’d)
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DANGEROUS GOODS OCCURRENCE REPORT (cont’d)
Description of the occurrence (continuation)
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Note:
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Any type of dangerous goods occurrence must be reported irrespective of whether the
dangerous goods are contained in cargo, mail or baggage.
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2) A dangerous goods accident is an occurrence associated with the related to the
transport of dangerous goods which results in fatal or serious injury to a person or
major property damage. For this purpose, a serious injury is an injury which is
sustained by a person in an accident and which: (a) requires hospitalization for more
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than 48 hours, commencing from the time the injury was received; (b) results in a
fracture of any bones(except small fractures of fingers, toes, or nose); (c) involves
lacerations which cause severe haemorrage, nerve, muscle or tendon damage; (d)
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involves injury to any internal organ; (e) involves second or third degree burns; or any
burns affecting more than 5% of the body surface; or (f) involves verified exposure to
infectious substance or injurious radiation. A dangerous goods accident may also be
an aircraft accident; in which case the normal procedure for dangerous goods accident
must be followed.
3) A dangerous goods incident is an occurrence, other than a dangerous goods accident,
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associated with and related to the transport of dangerous goods, not necessarily
occurring on board an aircraft which results in injury to a person, property damage, fire,
breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of
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packaging has not been maintained. Any occurrence relating to the transport of
dangerous goods which seriously jeopardizes the aircraft or its occupants is also
deemed to constitute a dangerous goods incident.
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4) This form may also be used to report any occasion when undeclared or misdeclared
dangerous goods are discovered in cargo or when baggage contains dangerous goods
which passenger are not permitted to take on board aircraft.
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5) An initial report should be dispatch within 72 hours of the occurrence, unless

exceptional circumstances prevent this. The initial report may made by any means but
a written should be sent as soon as possible, even if all the information is not available.
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6) Completed reports are normally sent to the competent authority.

7) Copies of the relevant documents should be included with the report.
8) Providing it is safe to do so, all dangerous goods, packaging, documents etc. relating to
the occurrence must be retained until after the initial report has been made.
9) Requirements and procedures differ from state to state, it is recommended that the
local competent authority be contacted in order to clarify the exact procedures to be
followed in the event of a dangerous goods incident or accident.

PART A 9 04-03-2021

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9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING WEAPONS
9.2.1 For transportation of weapons of war and munitions of war permission must be granted by
the States concerned, in-cluding those being over-flown.
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9.2.1.1 Weapons of war or munitions of war
− must be stowed in the aeroplane in a place which is inaccessible to passengers during flight,
− firearms must not be loaded.
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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 paragraph above.
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9.2.2 Passengers and crew members are not allowed to carry Firearms in the cabin.
9.2.3State security officials on escort duty shall hand over their unloaded weapons at the
screening point. The weapons are in turn handed over to United Nigeria security personnel at the
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boarding gate. Airline security shall inform the purser/lead cabin crew and the commander of the
flight, via NOTOC and shall make available the key to the arms box in the cargo compartment.
Airline security shall register and tag weapons and the shells/bullets which are then kept under
lock and key in the cargo compartment, inaccessible in flight.
Onarrival at destination, state security official would present weapon tag to airline security at the
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destination for collection.
9.2.4 The operator has to take all reasonable measures to ensure that he will be informed about
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any intended transportation of any sporting weapons or ammunition by one of his aeroplanes.
9.2.4.1 Sporting rifles, shotguns and pistols belonging to accompanying passengers for their own
use, and any other kind of small arms may not be carried aboard the aeroplane except as
checked baggage stowed in one of the belly compartments, not loaded and suitably packed.
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9.2.4.2 When accepting the carriage of sporting weapons, the company shall ensure that they are:
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− stowed in the aeroplane in a place which is inaccessible to passengers during flight unless
the Authority has determined that compliance is impracticable and has accepted that other
procedures might apply;
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− Unloaded, in the case of firearms or other weapons that can contain ammunition.
9.2.4.3 Securely packed ammunition in Division 1.4S may be carried in quantities not exceeding 5
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kg gross weight per per-son tor that own person's use, excluding ammunition with explosive or
incendiary projectiles.
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Allowance for more than one passenger must not be combined into one or more packages.
9.2.5 Before the flight the Commander must be notified by the ground handling staff of details of
weapons or ammunition intended to be carried on board, including its location.

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10. SECURITY
10.1 DEFINITION
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Act of Unlawful Interference – These are Permits – Cards or other documentation
acts or attempted acts such as to jeopardize issued to individual persons employed on
the safety of civil aviation and air transport, airports or who otherwise have need for
i.e.: authorized access to airports or to any
• unlawful seizure of aircraft in flight or on part(s) thereof, for the purposes of facilit-
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ground; ating access and identifying the individual
• hostage taking on board an aircraft or and includes vehicles documentation issued
aerodromes; for similar purposes. Permits are sometimes
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• forcible intrusion on board an aircraft, at referred to as airport identify cards or
an airport or on the premises of an passes.
aeronautical facility;
• introduction on board an aircraft or at an Sabotage – An act or omission, intended to
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airport of a weapon or hazardous device cause malicious or wanton destruction of
or material intended for criminal property, endangering or resulting in
purposes; unlawful interference with international civil
• communication of false information such aviation and its facilities.
as to jeopardize the safety of an aircraft
in flight or on the ground, of passengers, Security – A combination of measures and
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crew, ground personnel or the general human and material resourced intended to
public, at an airport or on the premises safeguard international civil aviation against
of a civil aviation facility. acts of unlawful interference.
Security Control – A means by which the

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Aircraft Security Check – An inspection of

the interior of an aircraft to which introduction of weapons, explosives or other
passengers may have has access and an dangerous devices which may be utilized to
commit an act of unlawful interference can
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inspection of the hold for the purposes of

discovering suspicious objects, weapons, be prevented.
explosives and other dangerous devices.
Security Equipment – Devices of a
Background Check – A check of a person’s specialized nature for use, individually or as
identity and previous experience, including part of a system, in the prevention or
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any criminal history, where appropriate, as detection of acts of unlawful interference

part of the assessment of an individual’s with civil aviation facilities.
suitability for unescorted access to a security
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restricted area.
Bomb threat – A communicated threat,

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anonymous or otherwise, which suggests, or

infers, whether true or false that the safety of
an aircraft in flight or on ground, or any
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airport or civil aviation facility or any person

may be in danger from an explosive or other
item or device.
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10.2 GENERAL WhenThe landing

primaryatobjective
a station
of aviation
abroad,security
the is to assu
diplomatic representative of the home
Constant vigilance is necessary on the country of the company should be
part of all Flight and Cabin Crew. contacted. Upon return to home base, the
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Commander must forward a written report
10.2.1 Authority of the Commander detailing events and action taken.
The Commander of an aeroplane has the 10.2.3 Sabotage

ultimate authority over crew, passengers,
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aeroplane and load. Security measures in force on the ground
are intended to reduce the possibility of
He may, when he has reasonable grounds potential sabotage. Conscientious preflight
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to believe that a person has committed or checks by technical personnel, flight and
is about to commit any offence on board Cabin Crew as well as watchful
the aeroplane and that may jeopardize the observation of the surroundings of the
parked aeroplanes can prevent sabotage
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• safety of the aeroplane or of persons or can help detect attempted sabotage in
or property therein, time.
• good order and discipline on
board,take all reasonable measures 10.2.4 Acts of Unlawful Interference
to
• protect the safety of the aeroplane, In the event of the company being
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• protect persons or property on board, informed of critical political situations by
• maintain good order and discipline on the Authority of the State, then special
board, security measures shall be undertaken.
• disembark or deliver disruptive, The safety officer and/or station manager
will inform the crew accordingly.
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unruly or violent passengers to local

Authorities.
The Company has established training
programmes for relevant personnel. They
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The Commander is empowered to take

any steps he deems necessary to ensure cover the prevention of acts of unlawful
the continued safe operation of the interference or seizure of aeroplanes and
aeroplane. are detailed in the OM Part D.
This may result in refusal of service, or 10.2.5 Reporting

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even physical restraint or an en-route

diversion in order to off-load disruptive, In the event of an Occurrence or an Act of
unruly or violent passengers (see chapter Unlawful Interference on board an
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10.4). aeroplane the Commander or the

Potholder Flight Operations will submit,
without delay, a report of such an act to
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10.2.2 Crime on Board the designated local Authority of the State

concerned and the State of the Operator
If a crime is committed on board during as described in chapter 11.4.
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flight the Commander is responsible for

safeguarding the necessary evidence. This
may include a search of clothes and
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belongings or the arrest of suspects. In

urgent cases he may arrange for a
preliminary inquiry until officials can take
over. The Commander must notify the next
airport authority in advance. After landing,
he must report the incident to the ground
staff for relay to the local police authorities.

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10.3 PREVENTIVE MEASURES AND TRAINING
10.3.1 General OM Part B during overnight stops and/or
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The responsibility for security of an when the aeroplane is parked unattended.
aeroplane in service rests with the
operating crew, from the time the crew 10.3.5 Flight Deck Door Principles
boards the aeroplane until their
disembarkation after a flight or hand over For security reasons the ultimate goal is to
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to another crew. minimize the time the Flight Compartment
Door is kept open.
10.3.2 Company Permits
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The Flight Deck Door shall be capable of
Each crew member must be in possession being locked from within the compartment
of a valid Company ID card. This permit in order to prevent unauthorized access.
must be worn visibly in restricted areas.
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In order to prevent misuse, the loss of a The door must be locked after closure of
Company permit must be reported to the the last external passenger door. The door
issuing office/security department may be opened after the first external
immediately. passenger door has been opened.
10.3.3 Crew Baggage The flight deck door must be kept locked
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during flight other than for essential
Each crew member is responsible for his
access.
crew luggage. Luggage which has been
left unattended shall be rechecked by the
All person leaving or entering the flight
respective crew member prior to being
deck must visually check the entry area
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loaded on board the aeroplane.

outside the flight deck before the flight
deck door is opened.
10.3.4 Access to the Aeroplane
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The crew shall ensure that any person The door is to be accessible from the
entering the aeroplane is in possession of cabin with the unlocking mechanism
and visibly displaying a valid permit or installed allowing access to the flight deck
Company ID card, or holding a boarding by means of a touch pad.
card for the respective flight. For additional “admission to flight deck”-
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Aeroplane doors shall not be opened after procedures, refer to chapter 8.3.12.
the aeroplane has left the parking position.
In case a request to open any aeroplane
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door is received via radio, the aeroplane

shall return to gate or an allocated parking
position and the doors be opened in the
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presence of handling agent/staff.

In case aeroplane doors are forcibly
opened, the control tower shall
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immediately be informed and the

aeroplane must return to the parking
position or an allocated parking position for
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investigation.
When the aeroplane is left unattended, the
doors are to be closed and steps are to be
removed. Generally the aeroplane must be
sealed using the procedures given in the

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10.3.5.1 Procedures for Locking the Flight Deck Door
Normal Operations
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Taxi When cabin doors are closed and the aircraft is ready to taxi, the Flight Deck
Door will be closed and locked. The Senior Cabin Crew Member reports
‘Cabin Secure’ to the Commander via interphone.
Climb Flight Deck Door must not be opened until the ‘Fasten Seat Belt’ signs are
switched off after takeoff, or by authorization of the Commander.
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Cruise Door remains closed and locked unless required for essential needs. During
physiological needs of Flight Crew Members it has to be ensured that the
time of absence is minimized. Entry request must be made via interphone. A
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positive identification of the person seeking access is a must.
Descent Flight Deck Door must not be opened after ‘Fasten Seat Belt’ signs are
switched on for landing or by authorization by the Commander.
On Ground After the first passenger door is opened, the Flight Deck Door may be
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opened.
Non-Normal Situations
Medical The Senior Cabin Crew Member informs the Flight Deck crew via interphone
Emergency and gives updates about the situation.
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Flight Deck Door remains closed.
Cabin In case of a passenger disturbance, the Flight Deck Door remains closed and
Emergency- locked until the situation is under control.
Fire/Smoke Communication via interphone.
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Emergency Commander calls the Senior Cabin Crew Member to the interphone and
Situation informs about the situation. The decision to open the Flight Deck Door for
safety reasons rests with the Commander.
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Pilot Remaining Flight Crew Member informs the Senior Cabin Crew via
Incapacitation interphone. Standard procedure for incapacitation. (see chapter 8.3.14)
The decision to open the Flight Deck Door for safety reasons rest with the
remaining Flight Crew Member.
Other Cabin Crew informs Flight crew via interphone about non-normal situation in
the Cabin, e.g. Smoking passenger, reported concerns by passengers or
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crew members, or any of the above mentioned.

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10.4 DISTRUPTIVE /UNRULY PASSENGERS
10.4.1 General Policy
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A Disruptive Passenger is defined as
Passenger who jeopardizes good order • To assist Crew Members and Ground
and discipline on board and/or hindering Staff who are required after an incident
Crew Members from performing their to give witness statements to the
duties and thus constitutes a serious threat police or to appear in court proceed-
to aviation safety. dings when passengers are
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prosecuted.
The main objective therefore is to prevent
a disturbance and interference with the 10.4.2 The Role of the Commander
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safe operation, and should be the concern
As disruptive /unruly behavior is first of all
of all staff who come into contact with the
a safety issue, prevention of such
customer.
behavior(even by acting on early signs)
Experience has shown that incidents with should be the main focus, during boarding,
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passengers behaving inadequately or not on the ground and even more so during
abiding to regulations belong to one of flight.
these categories:
The commander must be notified by the
- Misbehavior due to alcohol or drug
Senior Cabin Crew Member about any
consumption, or
incidents that can endanger the safety of
- Not abiding to no-smoking rules or
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the flight or security of any people on
laws, or
board. He has the ultimate authority on the
- Misdemeanor for other reasons (e.g.
issue and must be informed of all further
molesting of crew).
developments, in order to be able to take
Disruptive, unruly, violent and intoxicated further action and also communicate these
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behavior at check-in, at the gate as well as actions to the appropriate stations.

on board the aeroplane conflicts with safe
and secure airline operation. It lowers the The Commander must be fully aware of
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level of customer satisfaction experienced the legal powers bestowed upon him, to
by other passengers. Additionally, it places assess and effectively deal with any form
often unacceptable burdens on Ground of disruptive behavior.
Staff and Crew Members, it is therefore In repeated cases of disruptive / unruly /
important that such passengers are violent behavior and non-compliance with
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already identified on the ground so that Crew instructions, these legal powers
they are excluded from transport. include the possibility of imposing
In order to deal with disruptive, unruly, reasonable measures upon such persons.
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violent or intoxicated behavior as These may include restraining of such

effectively as practicable, it is company passengers when commander assess that
policy to a situation will in any way affect the safety
of the aeroplane, its passengers and the
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crew.
• Empower Crew Members and
Ground Staff to take reasonable The Commander should communicate his
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steps to prevent any form of decisions to the Flight Operations

disruptive behavior, Department and the destination station as
• To provide appropriate training to soon as possible so that suitable
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Cabin Crew and Ground Staff in arrangements are made with local
dealing with disruptive, unruly, violent authorities when the aeroplane lands. The
to intoxicated passengers, to request same applies for the case of a diversion
and encourage the police/local due to an unruly passenger.
authorities to prosecute Upon arrival, the passenger(s) must be
• Disruptive passengers in handed over to the appropriate author-
appropriates cases, ities/law enforcement.

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The “Flight Disturbance incident Report” to

be filled by the Commander/Senior Cabin
Crew Member, can be found in the
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Appendix 1 to this chapter.
10.4.3 Categorization of incidents
In order to clearly distinguish between

occurrences and also to reconstruct a
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certain situation at a later stage, incidents
are categorized into three different types:
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Level I Passenger complies with Cabin
Crew’s request and no further
action is required.
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Level II Passenger continues
disturbance despite Cabin
Crew’s request to comply with
orders/procedures. Flight Crew
has to be informed, issuance of
a written warning to the
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passenger. (see Appendix 2)
Level III Passenger disrupts Cabin Crew
duties due to continuing inter-
ference, or a passenger or crew
member is injured or subjected
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to a serious threat of injury, or a

restrained device has been
used, or a diversion or
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unscheduled landing is made.
A warning form can be found in Appendix

2 to this chapter.
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10.5 BOMB THREAT
10.5.1 General - Inspect and seal catering supplies in
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the kitchen and escort to aeroplane,
An Anonymous bomb threat may be one of - Identify all company stores before
the following: being placed on board.
- Refuse last-minute changes unless
- Threat against the company in general, inspected,
- Threat against an aeroplane of the - When tax free goods purchased by
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company on the ground, passengers are delivered to the
- Threat against an aeroplane of the aeroplane, they must be inspected
company in flight. before loading,
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- Packages containing newspapers and
Because it is practically impossible to magazines must be opened before
determine if a dangerous situation really loading.
exists, every bomb threat must be taken
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seriously. 10.5.3 Bomb threat on Ground
If information about a bomb threat is Bomb threat when aeroplane is on ground
received, company dispatch must be notified with passengers on board for departure, or
immediately, Dispatch will then proceed after landing.
according to the alarm plan. - Passengers shall disembark immediately
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A person receiving a bomb threat via with their cabin baggage.
telephone must immediately: - All checked baggage, mail and cargo will
be unloaded.
- Attempt to keep talking as long as - The passengers shall identify their
possible. The longer the conversation
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baggage and confirm that it contains

the greater the possibility to learn more nothing dangerous.
about the caller and his intention. - Passengers should be asked to
- Try to find out details about the threat surrender for inspection any item in their
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(e.g. Flight number5, airport, time). possession, such as gifts and parcels
- Record or write the exact words the carried for others, the contents of which
caller uses during the conversation or are unknown to them.
immediately afterwards. - Unaccompanied baggage shall be
- Make notes of any accents or removed and isolated according to local
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peculiarities of speech, together with procedure.

other obvious factors such as probable - Cargo will be returned to the freight
sex and age of the caller. terminal for identification, search or
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- Inform company dispatch immediately. isolation.

if the threat does not apply to a specific - Mail will be returned to postal authorities
flight or aeroplane, the security for identification.
measures at all company stations must
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be intensified according to established The unloading of baggage, cargo and mail

security procedures. can only be done by volunteers of either the
Company or station/airport personnel.
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10.5.2 Precautionary Measures

Stations must take the following precautions: When the aeroplane is on the ground, and
no passengers are on board the aeroplane
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- Baggage identifications will be taxied to a remote position to

- No cargo or mail transportation on that minimize the possible extent of damage to
day persons and property in case of an
- A very careful comparison of the explosion.
passenger manifest and slips of the Aeroplane search procedure for aeroplanes
boarding passes, on the ground are designed to find any
article which does not belong in the

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aeroplane or is not a part of its integral The inflight Bomb search procedure, which
equipment. is carried on board of all Company
aeroplanes, prescribe that passengers will
The bomb search will be ordered by the
identify and check their hand luggage and
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postholder Flight Operations or the safety
their wardrobe and the Cabin Crew
officer. The search procedures can only be
Members will check the cabin.
carried out by volunteers, Employees who
regularly work in a given area will be better If the remaining flight time is not sufficient to
able to identify a foreign object than staff carry out the bomb search procedure, the
who are not familiar with the area in
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flight should be continued to the destination.
question. In this case it is up to the commander to
Any foreign object found during the search inform the passengers about the bomb
threat before landing.
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should not be touched, but should be
immediately reported to the local police If fuel and terrain permits, a descent should
authority. be initiated without delay to reduce
differential pressure. Aeroplane specific
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The examination must be done according to procedures are laid down in the OM part B.
the procedure-checklist-for “Bomb Search
Inspection” for the type of aeroplane, This is to avoid triggering detonators which
checklists for Bomb search inspection are are activated by igniters and depend on the
available at the aeroplane, at the technical pressure altitude. If the performance and the
department of the company and any terrain permit the flight should be continued
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company station. at a lower flight level or altitude without
reducing the cabin pressure.
The carrying out of the search must be noted Nevertheless, the Commander may decide
down in the technical log of the aeroplane. to land at the next suitable aerodrome. In
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this case the passengers shall informed by

If there is enough time for the bomb search the commander that the diversion is ordered
procedure with regard to the predicted by the company without mentioning the
moment of the explosion, no bomb search bomb threat. Further information will be
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procedure will be performed. given after landing by the ground staff.

10.5.4. Bomb Threat During Flight It is not necessary to declare an emergency
When the crew receives information in flight but perform a normal landing. After the
that there may be a bomb on board, the aeroplane is parked as instructed by ATC
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commander must decide the further action, the passengers have to disembark as
in cooperation with the competent quickly as possible taking their hand
department and under consideration of the baggage with them. An Emergency
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company guidelines regarding “bomb Evacuation is not required.

search” and “bomb handling”
After landing, which shall be performed
If a bomb warning is received in flight two
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without cabin preparation for an emergency,

cases shall be observed. and after reaching the parking position,
- With information on the bomb location, passengers shall be requested to leave the
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the commander decides, upon the aeroplane via stairs and to take all their hand
handling of the devices, when found, baggage with them. The impression of an
- Without information on the bomb location, emergency should be avoided.
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the commander, with regard to the

circumstances (e.g. remaining flight time, If the commander considers disembarkation
remaining fuel, particulars of the warning), via stairs inappropriate (e.g. stairs are not
decides whether an in-flight bomb search brought within an acceptable period of time),
should be carried out and whether a controlled disembarkation shall be
passengers should be informed. initiated.

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10.6 HIJACKING
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Hijacking is an act of aggression in which the order to obtain information upon which the
aggressor forces the flight crew to relinquish Commander can base further decisions.
part or all of their authority by assuming
command over the aeroplane. In order to prevent hijacking pertaining to
As long as the aeroplane being hijacked is security measures in force at stations other
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still on the ground, the Flight Crew will not than home base can be obtained from the
take off. Postholder Flight Operations.
In case of a hijacking when airborne every- The commander may require stronger
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thing will be done to hinder the hijacker in precautionary measures than generally
getting access to the flight deck. The Flight prescribed for station if the actual situations
Crew must maintain control of the flight deck so warrant. Special impromptu measures,
under the circumstances. Should any person however, decided by the commander should
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be held hostage in the cabin in an attempt to always be discussed with the responsible
gain access to the flight deck, the Flight station personnel prior to enforcing them.
Deck Door will be kept closed and locked. The commander shall offer his advice and
cooperation to the best possible extent.
The flight Crew will land the aeroplane as
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soon as possible at a suitable airport. All radio communication should be handled
After landing the aeroplane will be parked so by the Flight Crew following established ATC
that a succeeding take-off is prevented. emergency procedures.
Any employees receiving information about Although it may be possible to use the flight
the hijacking of an aeroplane operated by deck emergency exits on the ground, it is a
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the Company should immediately inform basic possible principle that the flight crew
dispatch, who will then initiate the company should stay with aeroplane in order to retain
emergency procedure. as much control over the situation as
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possible and to relay messages and

Dispatch will then try to contact the crew via information.
any means possible direct or via stations en-
route. However there may be special circums-
tances when the escape of the flight Crew
The Cabin Crew will inform the Flight Crew would improve the likelihood of a successful
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as soon as possible via interphone about an outcome and the saving of lives such a
aggressor in the cabin. This should make the decision rest with the commander.
flight Crew aware of the situation, the Flight
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Deck Door will be kept closed and locked 10.6.1 Hijacker on the Flight Deck
and a landing at the nearest suitable airport
will be initiated. It is of great importance that hijackers never
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gain access to the flight Deck.

The Cabin Crew should be aware of the fact The flight Crew is to remain on the flight
that the additional hijackers may be hidden deck at all times.
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among the passengers. Cabin Crew must try

to keep calm, try to de-escalate and they If, in spite of adherence to all security
must make clear to the hijacker that access procedures, a hijacker should succeed in
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to the flight deck will not be possible. entering the flight deck, try to prevent the
seat of an active crew member being
During an extended hijacking, members of occupied by the hijacker. Use careful but
the crew should rest in shifts to be alert firm behavior. Such a capture is very risky,
when on duty and possibly attempt to wear especially when an intentional intervention
the hijackers out. One member of the Cabin with the operation of the aeroplane is
Crew should always be with the hijackers, in involved.
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An attempt to disarm or to disable the all possible assistance” this will alert all
hijacker shall only be made if this action is concerned that intervention may be required
deemed to be adequate measure to avoid upon landing.
disaster.
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If not under radar control, verbally transmit
Commanders are discouraged from special call sign followed “transponder seven seven
aeroplane manoeuvres in order to over- zero zero”
come hijackers. This restriction, however,
does not exclude emergency descent When changing from 7500 to 7700 wait until
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procedures, which might be necessary in code 7500 is acknowledged by the
order to parry the risk involved in a possible controller. Controller will also acknowledge
explosion. receipt of code 7700.
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Should the hijacker give instructions to divert
to another destination, calculate a fuel flight
plan to the hijack destination. Arguing with
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armed hijacker should only be attempted if
the demanded “diversion’
involves substantial risks due to fuel
reserves, airfield conditions, etc.
If at all possible established discreet Air

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Ground Communication.
If plain language is permitted the Flight Crew

will give the status to ATC and as much
information as deemed helpful. It should be
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stated whether violence has taken place on

board.
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Switch transponder to code 7500-

international code to signal a hijack. If not
under radar control, transmit in air/ground
message the call sign followed by
“Transponder code seven five Zero Zero”.
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Controllers will acknowledge receipt of code

7500 by asking if its intentional. The
commander need only to reply affirm” and
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proper authorities will be notified.
Switch transponder code from 7500 to 7700

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to signal “situation appears desperate, need

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APPENDIX 1
FLIGHT DISTURBANCE INCIDENT REPORT
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Date Flight No. Route
From: To :
Passenger Name Seat No.
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Name of commander
Name of Senior Cabin Crew Member
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Crew Members (Involved with the incident)
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1. Location of incident
Aisle Seat Door Galley Toilet
Other (please state)
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2. Nature of incident
Pax to Pax Pax to Crew Use of weapon
Damage Endangerment of aircraft
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3. Specific cause (if known)

Alcohol Hand luggage Seating
Bomb threat Hijack Sexual offence
Drug/medicine related Mobile telephone Smoking policy
Electronic devices Seat belt regulations Verbal Abuse
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4. Specific Outcome
Verbal Assault Physical Assault Sexual Assault
C

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5. Measure Taken
Off-loaded pre-flight Warning Card issued Restrained applied
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Police called Unscheduled landing Arrest mad

Cancellation of Onward Travel Documents

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Witness 1
Name Seat No. Tel. No
Address
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Witness 2
Name Seat No. Tel No.
Address
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Time Flight Disturbance incident Report Crew Member
(Personal account to include evidence of intoxicants,
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words spoken, gesture, threats physical or verbal
danger to other)
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Commander ‘s signature
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Level of incident
Level I- Passenger complies with Cabin Crew request and no further action required.
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Level II- Passenger continues disturbance in spite of Cabin Crew request to comply and crew
has to inform flight deck. Issuance of written warning to passenger.
Level III- Passenger disrupts Cabin Crew duties to continuing interference; and /or a passenger
or crew member is injured or subjected to a serious threat of injury; and/or restraint device has to
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be used; and/or a diversion or unscheduled landing is made.
Level of incident Level I Level II Level III

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Police officer in charge (only completed in case of level III incidents)

Name Tel. No.
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Address
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Internal HR Operations Security

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Distribution Legal Safety Other

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APPENDIX 2
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WARNING FORM
AIRLINE WARNING
VIOLATION
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Your behavior appears to be in violation of the law. If you fail to control your actions, police
authorities will be notified and requested to meet this flight.
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This is a warning that the law prohibits the following:
1. Assaults, threat, intimidated or interference with crew members in performance of the

crew member’s duties aboard an aircraft being operated.
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2. Disruptive behavior due alcohol consumption.
3. Alcohol-related disturbance created by passenger.
4. Consumption of alcoholic beverages unless served by a crew member.
5. Alcohol service to passengers who appear to be intoxicated.
6. Failure to follow instructions given by a crew member regarding compliance with
passenger safety regulation such as the following:
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• No smoking in lavatories at any time,
• Smoking when “NO SMOKING” sign is illuminated,
• Tampering with, disabling or destroying smoke detector installed in any airplane
lavatory,
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• Requirement to keep seat belt fastened while the ‘FASTEN SEAT BELT” sign is
lighted,
• Operation of an electronic device when prohibited
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OPERATIONS MANUAL
PART A CHAPTER REVISION 0
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UNITED NIGERIA AIRLINES Handling, Notifying
and Reporting Occurrences ISSUE 2 Page 1
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11. HANDLING, NOTIFYING AND REPORTING OCCURRENCES
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11.1 GENERAL
The overall purpose of occurrence recommendations or prescribed action(s) in

notification, handling order to prevent a re-occurrence of a similar
− to provide, as expeditiously as incidents/accident (see chapter 11.3)
possible and by the quickest
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means available, a maximum of
help / medical aid to all persons
involved regardless of whether
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they have already fallen victims to
an accident or whether they are
immediately threatened and, of
secondary importance, to keep
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damages to property to a
minimum, and
− to prevent, where possible, the re-
occurrence of a similar accident
or incident.
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The first purpose requires extremely fast and
smooth cooperation between involved
authorities (e.g. ATS, Search and Rescue,
services) and the Company (e.g. by
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providing to rescue coordination centres lists

containing detailed information relating to the
individual flight, e.g. relevant
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technical/maintenance 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.
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The second purpose requires all evidence to

be secured, originals and copies of
documents (e.g. mass and balance
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documents, Aeroplane Technical Log,

Operational Flight Plan, Take –off data,
Passenger Lists, Cargo Papers, Manuals) to
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be seized and safeguarded, flight recorder

and cockpit voice recorder records to be
preserved, a report by the commander to be
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submitted, a hearing to be held by the

Company, and an accident investigation by
the state of occurrence.
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In connection with this second purpose,

defined reporting procedures have to be met
by the Company (see chapter 11.3, 11.4)
This second purpose also requires the
authorities involved, after sighting and
weighing all evidence to publish a report
where necessary and to specify

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11.2 DEFINITION
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Incident- An occurrence associated with b) The aircraft sustains damage or
the operation of an aeroplane, but not structural failure which:
necessarily occurring on board an
aeroplane, which result in injury to a
− Adversely affects the structural
person or which could jeopardize the
strength, performance or flight
aeroplane or its occupants and/or could
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characteristics of the aircraft, and
affect the safety of operation.
− Would normally require major repair
or replacement of the affected
Serious Incident- An incident involving
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circumstances indicating that an accident component,
nearly occurred.
Except for engine failure or damage, when
Accident- An occurrence associated with the danger is limited to the engine, its
cowlings or accessories; or for damage
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the operation of an aeroplane, which takes
place between the time any person boards limited to propellers, wing tips, antennas,
tyres, brakes, fairings, small dents or
the earoplane with the intention of flight,
until such time all persons have puncture holes in the Aircraft skin:
disembarked, in which Or
c) The Aeroplane is missing or is
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a) A person is fatally or seriously injured completely inaccessible.
as a result of Serious Injury- A serious injury
- Being in the aircraft, or requires hospitalization for more than
- Direct contact with any part of the 48hrs within 7 days after the date of
injury or any other reason like
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aircraft, including parts which have

become detached from the aircraft, fracture of any bone, burns, damage
or to internal organs, infection or
- Direct exposure to jet blast, radiation (see ICAO Annex 13).
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Note: Exceptions to the above are

injuries sustained from natural
causes, self-inflicted or inflicted by
other persons, or outside areas
normally accessible to passengers
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and crew.
Or
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11.3 ACCIDENT-NOTIFICATION, RESPONSIBLITIES, REPORTING
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In order to meet the aims of providing
immediate assistance to victims and - a representative of Ground Operations
threatened persons and to minimize - a representative of the maintenance
damages, it is of the highest importance that, Department,
whoever is the first to know of an accident - Commercial Department,
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having occurred (ATS or other Authority, - Cargo Department,
Commander, handling personnel or others) - Public Relations Department,
shall notify the appropriate search and however, never less than three
rescue services/e.g. rescue coordination persons.
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centre and firefighting services by the
quickest means available. ATS and other The Commander submits a report to the
authorities involved shall keep the company Authority of any accident on board, resulting
current on developments; the Company shall in serious injury to, or death of, any person
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established an emergency team and be on board while he was responsible for the
prepared to provide any aid or information, flight.
requested or unsolicited, which may prove
helpful in containing injuries and damages. Reports must be dispatched within 72hrs of
the time when the accidents/incident was
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Note: in this context the three emergency identified, unless exceptional circumstances
phases (uncertainty/alert/distress) prevent this.
for use by Air Traffic Services and
Search and Rescue services shall Note 1: The local authorities, the medical
also be considered- they indicate the services and the contracts
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possibility of an accident having photographer (if any) shall

occurred. The same applies when immediately be notified by the
the commander has declared an local ground operations manager
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emergency. of the Company or Control

Centre/ Emergency Team shall
Regardless of action already taken by the ascertain that this notification has
authorities, the Company shall endeavor to been taken care of.
inform local authorities (e.g. police
department) medical services (hospitals, Note 2: Upon being notified, all upline
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ambulances doctors) and the local stations shall seize and safe-
photographer under contract by the guard all documentation and
Company, if any. other evidence relating to the
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flight,
The Company shall, at home base, be at first aeroplane/crew/passengers/load,
represented by the Operations control (after concerned.
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its establishment). In case of an accident

having occurred outside home base, the The same applies to all other
Company shall represented by the ground Company units holding such
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operation manager of its nearest station or documentation or evidence (e.g.

station of occurrence and the Operations crew scheduling, dispatch,
control centre (or the emergency team, after maintenance, and engineering).
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its establishment).
The emergency teams should normally

consists of
- a representative of Flight Operation
(who should chair it)
- a representative of Ground Operations,

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Notification Chart
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Fire Fighting Svcs
On ground
Aeroplane ATS resp. Search and Rescue
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In flight Airport Authority
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Local Authorities
Operations Control
Centre, later:
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Medical Services
Emergency Team
Photographer
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Accountable
Manager
All upline stations
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Main-
Possible Flight Ground tenance
members of Operation Operation
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Emergency
Team
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Unit responsible in
connection with
The Authority Dangerous Goods
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- nominate a Company unit as

responsible, by means of a passenger
As shown in the notification chart, the list, to identify victims or possible
Company shall immediately report the victims, to keep track of their
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accident to the “local Authorities”, i.e to the whereabouts (e.g. specific hospitals)
nearest police station and the relevant and to answer questions of their
aerodrome authority. This immediate report relatives,
shall, as far as possible, contain the - after coordination with the
following details: Accountable Manager, the Postholder
- name, location and function of the
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Ground Handling and the Postholder
reporting person, Maintenance or their deputies,
- date and time of the occurrence, designate a person to handle the
- location of occurrence, phase of
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pubic relations aspects and give
operation, statements to the press,
- aeroplane type, registration, callsign - produce, on the request of the
- name of the company, Authority or have produced relevant
- name of the commander, documents, records and other
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- purpose of the flight, evidence,
departure/destination aerodromes, - nominate (an) adviser(s) to assist the
- number of crew/passengers, accredited representative of the
- description of damage to Authority in the investigation.
persons/property,
- type of occurrence,
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The Postholder Flight Operations decides if
- details about dangerous good carried. a hearing is required or helpful in order to
The Emergency Team is the company unit uncover the course of events which led to
responsible for handling an accident or an the accident: if a hearing is called, the
emergency situation. It shall participation of the Commander is
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- collect all relevant data, evidence and mandatory. The Composition of the hearing
information, will be decided by the Postholder Flight
- be the coordination centre, the single Operations; the commander is entitled to
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source of information associated with have a pilot of his confidence to attend the
the accident/emergency, hearing.
- keep a log of (or record on tape) all Investigation of Accidents/Serious
relevant telephone communication
Incidents
and information provided,
- assist search and rescue units by
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providing information, or by drawing It is necessary that nominated Postholders

on Company resources (manpower, and senior Company personnel know about
know how equipment), interaction of the state of Authorities involved
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- keep the postholders of Flight in the investigation, and that the Company’s
Operations, Ground handling and participation will, if requested be ensured.
Maintenance or their deputies and the
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Accountable Manager current on all Note:The Organisation and Conduct of

developments, and closely cooperate accident investigation is described in
with them and their departments, the “ICAO Manual of Aircraft Accident
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- direct , or suggest courses of action to Investigation”, ICAO Doc. 6920-

Company personnel(or where AN/855.
applicable relevant other personnel The following is taken from ICAO Annex 13:
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under contract by the Company) at

the location of the accident, In case of an accident or serious incident
- after notification of the accident to the having occurred in the territory of a
Authority by the postholder Flight contracting (i.e ICAO member) State to
Operations or his deputy, keep the aircraft of another contracting State, the
Authority informed, state of occurrence shall forward a
notification with a minimum of delay and by

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the most suitable and quickest means

available to:
a) the state of Registry If a request is received by the State of
b) the state of the Operator, Registry, the state of the Operator, the state
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c) the State of Design, of Design or the state of Manufacture that
d) the State of Manufacturer. the aircraft and any relevant evidence
e) ICAO, when aircraft involved is of a remain undisturbed pending inspection by
maximum mass of over 2.250kg. the accredited representative, the State of
occurrence shall take reasonable steps to
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However, when the state of occurrence is comply, as far as this reasonably practicable
not aware of a serious incident, the state of and compatible with the proper conduct of
Registry or the State of the Operator, as the investigation.
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appropriate, shall forward a notification to
the state of Design, the State of In case of the accident or serious incident
Manufacturer and the State of occurrence. having occurred in the territory of the State
of Registry or outside the territory of any
The State of Occurrence shall take all state, to an aircraft of a maximum mass of
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reasonable measures to protect the over 2,250kg, that state shall forward the
evidence and to maintain safe custody of the notification, with a minimum of delay and by
aircraft and its contents for such a period as the most suitable and quickest means
may be necessary for the purposes of an available to
investigation. Protection of evidence shall
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include the preservation, by photographic or a) The State of the Operator,
other means, of any evidence which might b) The State of Design
be removed, effaced, lost or destroyed. c) The State of Manufacture,
d) ICAO.
Upon the receipt of the notification the State
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of Registry and the State of the Operator In such a case, the state of Registry is
shall, as soon as possible, provide the State considered to be “State of Occurrence” with
of Occurrence with any relevant information the responsibilities as outlined above. In
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available to them regarding the aircraft and case of accidents/incidents outside the
the flight crew involved. Each State shall territory of any state, states nearest the
also inform the State of occurrence whether scene shall provide such assistance as they
it intends to be represented at the are able to, and shall respond to requests by
investigation, and if so, it shall indicate the the State of Registry.
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probable date of arrival of its accredited

representative. The state of Occurrence shall institute an
investigation into the circumstances of an
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Upon receipt of the notification and a request accident. Such state shall also be
by the State of Occurrence for participation, responsible for the conduct of the
the State of Design and the State of investigation to the State of Registry or the
Manufacture state of the Operator. In any event the state
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- shall, whenever the maximum mass of Occurrence shall use every means to
of the aircraft involved exceeds facilitate the investigation.
100.000kg,
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- may, whenever an aircraft of a lesser When the location of an accident or serious

mass in involved, incident cannot definitely be established as
appoint an accredited representative. If such being in the territory of any State, the State
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a representative is appointed, the State of of Registry shall institute and conduct any
Occurrence shall be informed of his name necessary investigation of the accident or
and whether he will be present at the serious incident. However, it may delegate
investigation and, if so, the expected date of the whole or any part of the investigation to
his arrival. another state by mutual arrangement and
consent.

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The accident investigation authority shall as soon as available to them. They shall
independence in the conduct of the refrain from providing information on the
investigation and have unrestricted authority progress and the findings of the investigation
over its conduct. The investigation shall without the express consent of the state
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include the gathering, recording and analysis conducting the investigation.
of all available relevant information, if
possible, the determination of the causes Participation in the investigation confers the
and the completion of the Final Report entitlement to participate in all aspects of the
followed, if appropriate, by safety investigation, under the control of the
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recommendations. When possible the scene investigator in charge, e.g. to visit the scene
of the accident shall be visited, the wreckage of the accident, to examine the wreckage, to
examined and statements taken from obtain witness information and to suggest
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witnesses. arrears of questioning, to receive copies of
all pertinent documents, to participate in
Any state shall, on request from the state readouts of recorded media, to participate in
conducting the investigation, provide that off-scene investigative activities
state with all information relevant to it. when (examinations, tests, simulations, briefings),
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an aircraft involved in an accident or a to participate in progress meetings
serious incident lands in a state other than (deliberations related to analysis, findings,
the State of occurrence, the State of causes, safety recommendations).
Registry or the state of the Operator shall on
request from the state conducting the
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investigation, furnish the latter state with the
flight recorder records and, if necessary, the
associated flight recorders.
The state of Registry and the state of the

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Operator, the State of Design and the State

of manufacturer as well as any state which
on request provides information, facilities or
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experts to the state conducting the

investigation, shall be entitled to participate
in the investigation.
A state entitled to appoint an accredited

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representative shall also be entitled to

appoint one or more advisers to assist the
accredited representative in the
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investigation.
The State of Registry or the State of the

Operator shall appoint one or more
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advisers nominated by the operator, to

assist its accredited representative.
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Advisers assisting an accredited

representative shall be permitted, under the
accredited representative’s supervision, to
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participate in the investigation to the extent

necessary to enable the accredited
representative to make his participation
effective.
The accredited representatives and their
advisers shall provide the state conducting
the investigation with all relevant information
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11.4 OCCURENCES
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11.4.1 General
International rules specify that serious
The notification, reporting and handling of occurrences are to be investigated like
occurrences ultimately serves to prevent accident. Therefore, the Company shall
where possible, re-occurrence of an notify of the Authority and the Authority of
accident. the State of Occurrence.
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The nature of the occurrence determines the 11.4.3 Notification and Reporting
required speed of notification, and which
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addresses have to be notified outside and The question of whether an incident
within the Company. (For example, the constitutes an “occurrence” “or a serious
immediate report to ATS, by the occurrence” can be answered by consulting
commander, of a bird hazard will serve to the definitions of 11.4.2 above. (An Air traffic
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warn other aircraft). incident, for example, may be either)
Where a report is not legally required, it may Occurrences for which specific
serve the interest of sharing the experience” notification and reporting methods shall be
and to improve procedures ot to avoid used are:
errors. The form for a “Flight Report’ carried
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on board, normally requires flight number, 1. Air Traffic Incidents
date and the names of the cockpit crew to be A Commander shall, without delay,
filled in. However, such a report may be notify the air traffic service unit
written and filled anonymously if it could concerned of the incident and shall
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cause personal disadvantage or penal inform them of his intention to submit

action. An anonymous flight report is better an Air Safety Report after the flight has
than none. ended whenever an Aircraft inflight has
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been endangered by
Unusual events which have been observed - Near collision with any other flying
by the public (whether passengers or other devices, or
persons) shall be reported, after landing, by - Failure of air traffic service
the Commander via phone to the Postholder facilities, or
Flight Operations and to the section chief - Faulty air traffic procedures or
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pilot. This will ensure their capability to lack of compliance with applicable
answer questions asked by the press and by procedures by ATS or by the flight
the Authority. In addition, the commander crew.
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shall file a written report.

2. Airborne Collision Avoidance
11.4.2 Definitions (ICAO) system Resolution Advisory
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Occurrences are incidents, other than A commander shall notify the ATS-unit
accidents, associated with the operation of concerned and submit an Air Safety Report
an aircraft which affects or could affect the to the Authority whenever a flight has
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safety of operation. maneuvered in response to ACAS-

Resolution Advisory.
Serious Occurrences are occurrences
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involving circumstances indicating that an 3. Bird Hazard and Bird Strikes

accident nearly occurred. The difference
between an accident and a serious The local ATS-unit shall immediately be
occurrence lies in the result. informed whenever a potential bird hazard is
observed. A written bird strike report
(included in the Air Safety Report) shall be
submitted to the Authority by the
Commander whenever an aeroplane for

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which he is responsible suffers a bird strike potentially hazardous condition, such as an

resulting in significant damage to this irregularity in a ground-or navigational
aeroplane or the loss of malfunction of any facility, a meterological phenomenon (such
essential service. In case the damage or as a volcanic ash cloud) is encountered
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malfunction resulting from bird strike is during flight.
discovered with the Commander not
available, the responsibility for submission of 7. Notifiable Severe Infectious
such a report rests with the Operator. Disease
It is the responsibility of the Commander to
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4. In-Flight Emergencies with report, to the relevant health authorities, the
Dangerous Goods on Board occurrences or the suspect or the death due
See chapter 11.5 and for reporting the to severe infectious diseases. These are, for
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Dangerous Goods occurrences Report in example, botulism, cholera, diphtheria,
Chapter 9. measles, pestilence and tuberculosis.
5. Unlawful Interference Furthermore, the suspected microbio-logical

Following an act of unlawful interference on caused food poisoning and any other acute
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board an aeroplane, the commander or, in life threatening disease that could be a
his absence, the Operator shall as soon as public threat, must also be reported.
practicable submit a report to the Local
Authority and the Authority and the Authority Whenever a report to the authority is
of the state of the Operator. prescribed (see example list below), it shall
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be dispatched within 72hours after the event,
6. Encountering Potential Hazardous preferably by FAX (followed by the original
Conditions letter) or by teletype transmission.
A Commander shall notify the appropriate
ATS-unit as soon as practicable whenever a
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The list of example of reportable occurrences

offered below is established from the
perspective of primary sources of occurrence
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information in the operational area (Operators

and Maintenance Organizations) to provide
guidance for those persons developing criteria
for individual organizations on what they need
to report to the Authority. The list is neither
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definitive nor exhaustive and judgment by the

degree of hazard or potential hazard involved
is essential.
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A. OPERATION OF THE AIRCRAFT

(1) (a) Risk of collision with an aircraft, terrain or other object pr an unsafe situation when
avoidance action would have been appropriate.
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(b) An avoidance manoeuver required to avoid a collision with an aircraft, terrain or other
object.
(c) An avoidance manoeuvre to avoid other unsafe situations.
(2) Take-off landing incidents, including precautionary or forced landings.
Incidents such as under-shooting, over running or running off the side of runways, take
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offs, rejected take-off, landings or attempted landings on a closed, occupied or incorrect
runway, Runway incursions.
(3) Inability to achieve predicted performance during take –off or initial climb
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(4) Critically low fuel quantity or inability to transfer fuel or use total quantity of usable fuel.
(5) Loss of control (Including partial or temporary loss of control) from any cause
(6) Occurrences close to or above V1 resulting from or producing a hazardous or potentially
harzadous situation (e.g. rejected take-off, tail strike, engine power loss etc).
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(7) Go-around producing a hazardous or potentially hazardous situation
(8) Unintentional significant deviation from airspeed, intended track or altitude (more than
300 ft) from any cause.
(9) Descent below decision height/altitude or minimum descent height/altitude without the
required visual reference.
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(10) Loss of position awareness relative to actual position or to other aircraft
(11) Breakdown in communication between flight crew (CRM) or between flight crew and
other parties (cabin crew, ATC, engineering).
(12) Heavy landing- a landing deemed to require a “heavy landing check”
(13) Exceedance of fuel imbalance limits
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(14) Incorrect setting of an SSR code or of an altimeter subscale

(15) Incorrect programming of, or erroneous entries into, equipment used for navigation or
performance calculations, or use of incorrect data.
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(16) Incorrect receipt or interpretation of radiotelephony

(17) Fuel system malfunctions or defects, which had an effect on fuel supply and /or
distribution
(18) Aircraft unintentionally departing a paved surface
(19) Collision between an aircraft and any other aircraft, vehicle or other ground object.
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(20) Inadvertent and/or incorrect operation of any controls

(21) Inability to achieve the intended aircraft configuration for any light phase (e.g Landing
gear and doors, flaps, stabilizers, slats etc.)
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(22) A hazard or potential hazard which arises as a consequence of any deliberate simulation
of failure conditions for training, system checks or training purposes.
(23) Abnormal Vibration
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(24) Operation of any primary warning system associated with maneuvering of the aircraft
e.g. configuration warning, stall warning (stick shake) over speed etc. unless :(a) the
crew conclusively established that the indication was false. Provided that the false
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warning did not result in difficulty or hazard arising from the crew response to the
warning; or
(b) operated for training or test purposes.
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(25) GPWS/TAWS “warning’ when

(a) the aircraft comes into closer proximity to the ground than had been planned or
anticipated; or
(b) the warning results is experienced in IMC or at night and is established as having been
triggered by a rate of descent (Mode 1) ; or
(c) the warning results from failure to select landing gear or land flap by the appropriate
point on the approach mode (Mode 4); or

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(d) 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.
(26) GPWS/TAWS ‘alert’ when any difficulty or hazard arises or might have arisen as a result
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of crew response to the “alert”
(27) ACAS RAs.
(28) Jet or prop blast incidents resulting in significant damage or serious injury.
B. EMERGENCIES
(1) Fire, explosion, smoke or toxic or noxious fumes, even though fires were extinguished
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(2) The use of any non-standard procedure by the flight or cabin crew to deal with an
emergency when:
(a) the procedure does not exist; or
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(b) a procedure does not exist; or
(c) the procedure exists but it is incomplete or inappropriate; or
(d) the procedure is incorrect; or
(e) the incorrect procedure is used.
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(3) Inadequacy of any procedures designed to be used in an emergency, including when
being used for maintenance, training or test purposes.
(4) An event leading to an emergency evacuation
(5) Depressurization
(6) The use of any emergency equipment or prescribed emergency procedures in order to
deal with a situation.
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(7) An event leading to the declaration of an emergency (‘Mayday or “plan”)
(8) 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.
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(9) Event requiring any emergency use of oxygen by any crew member.
C. CREW INCAPACITATION
(1) Incapacitation of any member of the flight crew, including that which occurs prior to
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departure if it is considered that it could have resulted in incapacitation after take-off.

(2) Incapacitation of any member of the Cabin Crew which renders them unable to perform
essential emergency duties.
D. INJURY
(1) Occurences, which have or could have led to significant injury to passengers or crew but
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which are not considered reportable as an accident.

E. METEOROLOGY
(1) A Lighting strike which resulted in damage to the aircraft or loss of malfunction of any
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essential service.
(2) A hall strike which resulted in damage to the aircraft or loss or malfunction of any
essential services
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(3) Severe turbulence encounter- an encounter resulting in injury to occupants deemed to

require a ‘turbulence check’ of the aircraft.
(4) A windshear encounter
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(5) Icing encounter resulting in handling difficulties, damage to the aircraft or loss or
malfunction of any essential service.
F. SECURITY
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(1) Unlawful interference with the aircraft including a bomb threat hijack
(2) Difficulty in controlling intoxicated, violent or unruly passengers
(3) Discovery of a stowaway
G. OTHER OCCURENCES
(1) Repetitive instance of a specific type of occurrence which in isolation would not be
considered ‘reportable’ but which due to the frequency at which they arise, form a
potential hazard.

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(2) A bird strike which resulted in damage to the aircraft or loss or malfunction of any
essential service.
(3) Wake turbulence encounters.
(4) Any other occurrence of any type considered to have endangered or which might have
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endangered the aircraft or its occupants on board the aircraft or on the ground.
H. REPORTABLE OCCURENCES TO SPECIFIC SYSTEMS
(1) Air conditioning/ventilation
(a) Complete loss of avionics cooling
(b) Depressurization
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(2) Autoflight System
(a) Failure of the autoflight system to achieve the intended operation while engaged
(b) Significant reported crew difficulty to control the aircraft linked to autoflight system
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functioning
(c) Failure of any autoflight system disconnect device
(d) Uncommanded autoflight mode change
(3) Communications
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(a) Failure or defect of passenger address system resulting in loss or inaudible passenger
address
(b) Total loss of communication in flight
(4) Electrical system
(a) loss of one electrical system distribution system (AC or DC)
(b) total loss or loss or more than one electrical generation system
LL
(c) failure of the back-up (emergency) electrical generating system
(5) Cockpit /Cabin/Cargo
(a) Pilot sear control loss during flight
(b) Failure of any emergency system or equipement, including emergency evacuation
O
signaling system, all exit doors, emergency lighting etc.

(c) Loss of retention capability of the cargo loading system
(6) Fire Protection system
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(a) fire warnings except those immediately confirmed as false

(b) undetected failure or defect of fire/smoke detection/protection system, which could lead
to loss or reduced fire detection/protection
(c) absence of warning in case of actual fire or smoke
(7) Flight controls
(a) asymmetry of flaps, slats, spoilers etc
N
(b) limitation of movement, stiffness or poor or delayed response in the operation of primary
flight control systems or their associated tab and lock systems
(c) flight control surface run away
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(d) flight control surface vibration felt by the crew

(e) mechanical flight control disconnection or failure
(f) significant interference with normal control of the aircraft or degradation of flying
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qualities.
(8) Fuel System
(a) fuel quantity indicating system malfunction resulting in total loss or erroneous indicated
N
fuel quantity on board

(b) leakage of fuel which resulted in major loss, fire hazard, significant contamination
(c) malfunction or defects of the fuel jettisoning system which resulted in inadvertent loss of
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significant quantity, fire hazard, hazardous contamination of aircraft equipment or

inability to jettison fuel.
(d) fuel system malfunctions or defects which has a significant effect on fuel supply and/or
distribution.
(e) inability to transfer or use total quantity of usable fuel
H. REPORTABLE OCCURENCES TO SPECIFIC SYSTEM(cont’d)
(9) Hydraulics

OPERATIONS MANUAL
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(a) loss of one hydraulic system (etops only)

(b) failure of the isolation
(c) loss of more than one hydraulic system
(d) inadvertent Ram Air Turbine extension
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(10) Ice detection/protection system
(a) undetected loss or reduced performance of the anti-ice/de-ice system
(b) loss of more than one of the probe heating system
(c) inability to obtain symmetrical wing de icing
(d) abnormal ice accumulation leading to significant effects on performance or handling
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qualities
(e) crew vision significantly affected
(11) Indicating/warning/recording systems
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(a) malfunction or defect of any indicating system when the possibility of significant
misleading indications to the crew could result in an appropriate crew action on an
essential system
(b) loss of a red warning function on a system
ED
(c) for a glass cockpits: loss or malfunction of more than one display unit or computer
involved in the display/warning function
(12) Landing gear system /brake tyres
(a) brake fire
(b) significant loss of braking action
(c) unsymmetrical braking leading to significant path deviation
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(d) failure of the L/G free fall extension (including during schedule tests)
(e) Unwanted gear or gear doors extension/retraction
(f) Multiple tyres burst
(13) Navigation systems (including precision approaches system) and air data systems
(a) total loss or multiple navigation equipment failures
O
(b) significant misleading indication

(c) significant navigation errors attributed to incorrect data or a database coding error
(d) unexpected deviations in lateral or vertical path not caused by pilot input.
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(e) problems with ground navigational facilities leading to significant errors not associated
with transitions from inertial navigation mode to radio navigation mode.
(14) Oxygen
(a) for pressurized aircraft: loss of oxygen supply in the cockpit
(b) loss of oxygen supply to a significant number of passengers (more than 10%), including
N
found during maintenance or training or test purposes.

(15) Bleed air system
(a) hot bleed air leak resulting in fire warning or structural damage
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(b) loss of all bleed air system

(c) failure of bleed air leak detection system
C
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11.5 OCCURRENCE COMBINED WITH THE CARRIAGE OF DANGEROUS GOODS
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Whenever an aeroplane is involved in an 11.5.1 Removal of Contamination
incident, the Company shall provide any
information required to minimize the Any contamination resulting from leakage
hazards created by any Dangerous goods from, or damage to, articles or packages
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carried. containing dangerous goods is removed
without delay and steps are taken to nullify
The Dangerous Goods Occurrence Report any hazard.
Form (see chapter 9) has to be used when
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reporting dangerous goods accidents and An aeroplane which has been
incidents contaminated by radioactive material is
immediately taken out of service and not
Whenever an aeroplane is involved in a returned until the radiation level at any
ED
dangerous goods incidents or accident, the accessible surface and the non-fixed
Company shall, within 72 hours, report this contamination are not more than the values
to the Authority and the appropriate specified in the Technical Instructions
Authority of the state where the accident or (ICAO DOC 9284-AN/905)
incident occurred.
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See chapter 9.1.8 for further details
regarding the procedures and reporting in
case of Dangerous Good occurrences. To
assist the ground services in preparing for
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landing of an aeroplane in an emergency

situation, it is essential that adequate and
accurate information about any dangerous
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goods on board be given to the appropriate

ATS-unit.
The information to be provided should

include the proper shipping name, UN/ID
number, class, subsidiary risk(s) for which
N
labels are required, the compatibility group

for Class 1 and the quantity and location on
board the aeroplane.
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CARGO DEPT/REP. is designated

responsible:
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- for providing the commander with

written information relating to all
Dangerous Goods aboard the
N
aeroplane,
- informing rescue service and/or the
appropriate Authority, in case of an
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incident or accident, of Dangerous

Goods aboard.

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EMERGENCY CONTACT LIST
EMERGENCY NOTIFICATION LIST
PY
Positions Names Addresses Telephone
Accountable Manager / CEO Chief Obiora Okonkwo UNA Plot C2A, Garden Avenue, GRA, 08033013210
Enugu.
Director of Flight Operations Captain Chimara Imediegwu UNA Plot C2A, Garden Avenue, GRA, 08033321398
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Enugu.
Chief Pilot Captain Andrew K. Sarfo UNA Plot C2A, Garden Avenue, GRA, 09131051055
Enugu.
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Director of Engineering Engr. Alex Iheuwa UNA Plot C2A, Garden Avenue, GRA, 08138854933
Maintenance Enugu.
Quality / Safety Manager Engr. Dare Fatiregun UNA Plot C2A, Garden Avenue, GRA, 08062267840
Enugu.
ED
Ground Operations Manager Sam Onwutuebe UNA Plot C2A, Garden Avenue, GRA, 08023194202
Enugu.
Cabin Crew Manager Rounke Babalola UNA Plot C2A, Garden Avenue, GRA, 08023257112
Enugu.
Flight Operations Manager Tolase Idowu UNA Plot C2A, Garden Avenue, GRA, 07035617784
Enugu.
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OCC Supervisor Sulaiman Olayanju UNA Plot C2A, Garden Avenue, GRA, 09131051056
Enugu.
Station Manager Enugu Chika Adeyanju UNA Plot C2A, Garden Avenue, GRA, 09058827987
Enugu.
Station Manager Bayelsa June Okpara Yenegua Int’l Airport, Bayelsa State 07036781196
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Station Manager Osubi Chinedu Ogbonna Osubi Airport, 08037502260

Station Manager Port Harcourt Magbo Christopher Uchenna Port Harcourt International Airport 08037511478
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Station Manager Owerri Njoku Patrick Chizor Owerri Airport 08035089544
Station Manager Lagos Jude Dili MMA2, Ikeja, Lagos 07055593223
Station Manager Abuja Arthur Egom Nnamdi Azikwe International, Abuja 08023690941
N
Station Manager Asaba Atanmo Nonso Asaba International Aiport, Asaba Delta 07030529548
State.
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OTHER AGENCIES
PY
NIGERIA CIVIL AVIATION AUTHORITY
Director General Hqtrs, Aviation House, MMA, IKeja 08061642819
Director of Airworthiness NCAA COMPLEX, MMIA 08055093324
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Director of Operations & NCAA COMPLEX, MMIA 08023077859 / 08057299324
Training
Nigerian Airspace Management Agency
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MD/CEO Nama Hqtrs. MMA Local, 08078999991/08033084349/
Ikeja, Lagos 014933416 /014931310
Director of Air Traffic TBN Nama Hqtrs. MMA Local, 017616376
Services Ikeja, Lagos
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GM Airtraffic Services Nama Hqtrs. MMA Local, 08053600065
Ikeja, Lagos
Control Tower & FIC, Duty Officer MMIA 6th Floor 017403743
Lagos
Control Tower (Abuja) Duty Officer Nnamdi Azikwe Int’l, 098100110/098100095
Airport, Abuja
ATOM, Lagos TBN Nama Hqtrs. MMA Local, 08037124359
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Ikeja, Lagos
ACCIDENT INVESTIGATION BUREAU (AIB)
Commissioner/ C.E.O Engr. Akin Olateru AIB Headquarters, MMIA, 08077090908, 08077090909
Lagos
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Director, Operations Capt. Dayyabe AIB Headquarters, Abuja 08036424199

Danraka
POLICE DEPARTMENTS
General Police Emergency 199
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Police Department Officer on Duty Ikeja 08033040870

Lagos State Police Officer on Duty 08020398863
Police Division Officer on Duty Area F, Ikeja 766 6666
Fire Service
Fire Department, Lagos Duty Officer Air Port Road, Ikeja 01-4756901, 08023150139
State
N
Fire Department Duty Officer MMA2, Ikeja 017935882

Fire Department Duty Officer GAT, Local Airport 017610279
Fire Department Duty Officer International Airport 017935881
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National Emergency Management Agency

Mission Control Centre NEMA Nnamdi Azikwe Int’l 09 29005785 / 08058288970
office Abuja
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Federal Airport Authority
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(FAAN)
MD/CEO FAAN Hqtrs. 0128008330
Ikeja
Terminal Manager GAT (MM1) 08028366174, 018780052
018780052
Terminal Manager TBN MMIA TBN
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Head of Security TBN MMIA TBN
Medical Emergency Duty Officer G.A.T, M.M.A 09058010019, 017618161
(GAT) Ikeja
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Ambulances
Paramedic Unit Doctor on Duty LSTH, Ikeja 123
Local Ambulance Ikeja 766 6666
Service Doctor on Duty
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(Area F)
CRI Ambulance Service Doctor on Duty 08082740000
HOSPITALS
Bamisile Street, 01- 345 3170, 470 3051 Emergency
Duke Medicals Doctor on Duty
Off Allen, Ikeja 08033444024
Faith City Clinic, Isolo Doctor on Duty Isolo, Lagos 01-4804001 – Emergency 01-8945424
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May Clinic, Ilupeju, Lagos 08034091172 – Emergency
Doctor on Duty
08023398688
St. Nicholas Hospital Doctor on Duty
Lagos Island 2600070 – 7, 08022908484
National Hospital, Abuja Doctor on Duty
FCT, Abuja 09- 234 2686, 2341244, 08033116412
Doctor on duty
Allen Avenue,
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Ikeja Medical Centre +234807180991

Ikeja
EMERGENCY AGENCIES
Nigerian Red Cross Lagos 08035908650
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Lagos 018753226/
Universal Insurance Plc
019032279
State Environmental PR Lagos TBN
Local Radio Stations Lagos 271 5950
Contact
Local Television Stn Lagos 271 5950
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Contact
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NIGERIA AIRSPACE MANAGEMENT AGENCY
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S/N STATION TELEPHONE NUMBERS
LAGOS AIRPORT RCC -4933417
CONTROL TOWER – 4933419
ASS-4933415, 08023458053,7754834, SMC -
08033489404.
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PORTHARCOURT ASM- 084-231904, 08023314145, ATC-084-
AIRPORT 231905
CONTROL TOWER -0804-231908 EXT.212,204
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ATIN 08023095794, 08060766739.
KANO AIRPORT ASM 064-632254, ACC 064-642969,636802
CONTROL TOWER – 064-633162 RCC-064-
978434.
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ABUJA AIRPORT ASM 09-8100060, 08053427758
ATOM 09-81000158,08044123768
SMC 08023220828
CONTROL TOWER 09-81000110
RSC 09-81000101, 8];ln 100088
MAIDUGURI ASM 079-235861
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AIRPORT CONTROL TOWER 079-235862
ATOM
KATSINA AIRPORT ASM 065-434026
TOWER 065-433074
ATOM 08034509948
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BENIN AIRPORT ASM 052-252021

TOWER 052-252325
CALABAR AIRPOR ASM 087-236853
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TOWER 087-232250 087-234698

ILORIN AIRPORT ASM 031-225308,08042159009
08055251055
ATOM 08033130695
RSC 08023433530, 08054082489
TOWER-031-224559, 08035049918
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ENUGU AIRPORT ASM 042-550359 TOWER 042-550381

JOS AIRPORT ASM 073-461095 TOWER 073-461539
IBADAN AIRPORT ASM 02-8108449, TOWER02-712201
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ZARIA AIRPORT ASM 069-335563, TOWER 330372

YOLA AIRPORT ASM 075-625236, TOWER 075-624756
SOKOTO AIRPORT ASM 060-233121 TOWER 060-233121
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MINNA AIRPORT ASM 066-223523 TOWER 066-223523

KADUNA AIRPORT ASM 062-249796 TOWER 062-249345
AKURE AIRPORT ASM 034-232491
(ASM) – 08024854764
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OSUBI
(TOWER) – 08024854745
(PABX) – 053256287
Bauchi Control
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Tower
Makurdi Control 08026001005, 08033229806
Tower
Eket Control Tower 08052656774, 087-775903

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EMERGENCY TELEPHONES AND RADIO FREQUENCIES/ E-MAILS
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TELEPHONES NAMA ERC E-MAILS RADIO FREQUENCIES:
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Lagos Contact Centre 08055096175 iua300@yahoo.com 9104 KHZ (Search & Rescue)
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01-4933418 08055096111 Jerry.len2005@yahoo.com 9044 KHZ (coms)
01-4933415 08055056000 chekanipu@yahoo.com 5493 KHZ (coms)
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01-4933416 08055096178 sajiton@yahoo.com VHF frequency 121.5 MHZ
01-4933417 08055096260 pharheua@yahoo.com

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08055096107
Kano Contact Centre 08055058000

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064-632254
978434
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MURTALA MOHAMMED AIRPORT
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AIRPORT EMERGENCIES PHONES AND CONTACT PERSONNEL
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ADDRESS TELEPHONE NO.
Centrex @ MMA 01-4973140-7
Chief Security Officer (CSO) Ext. 5331
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Airport Manager (AM) 51635400
Director of Airport Operations 5070
Head of Department (Ops) 5498
Head of Department (coms) 5351
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Head of Department (ATSES) 5396
General Manager (NACHO) 5011
Airport Military Commander 5003/5108
Head of Public Affairs 5060
Airspace Manager 5137/5352
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Head of Centre Unit 01-8183687
08023083964
Hospital (Ikeja General (LASUTECH) Ikeja - 01-4979110-9
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9. NIGERIAN MARITIME AND SAFETY AGENCY (NIMASA)

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Managing Director/CEO - 01-2713621
NIMASA - 2713622-25
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NIMASA 24 HRs SAR WATCH

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Duty Officers and Hotlines - 08023078951

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- 08030769813
- 08034708999
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- 08023559168
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- 08034967141

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ADDRESSES OF NIGERIA POLICE FORCE FORMATIONS
PY
IGP’s Principal Staff Officer 09-2340424
Force PRO 09-2340868
Abia State 088-222868, 088-220073
Adamawa State 075-674012, 624012
Akwa Ibom 085-210008, 201711
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Anambra State 048-550022
Bauchi State 077-6542621
Bayelsa State 089-490060, 490132
Benue State 044-532962, 044-553015
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Borno State 076-232915, 232043
Cross River State 087-231101, 230663
Delta State 056-281485, 28044
Ebonyi State 043-25134, 20325
ED
Edo State 052-253798, 253520
Ekiti State 030-250000, 250709
Enugu State 042-250335, 042-256257
Gombe State 072-223135, 221158
Imo State 083-233343, 083-2307113
Jigawa State 064-721138, 721128
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Kaduna State 062-249762, 062-245653
Kano State 064-645862, 646469
Katsina State 065-431703, 430914
Kebbi State 068-321585, 320254
Kogi State 058-220999, 250709
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Kwara State 031-221612

Lagos State 01-4960200, 4962157
Nasarawa State 047-221349
Niger State 066-221496, 066-221903
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Ogun State 039-241500, 243117

Ondo State 034-240109
Osun State 035-243363, 240330
Oyo state 02-2412824, 2412322
Plateau State 073-457969, 073451968
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Rivers State 084-23347, 236471

Sokoto State 060-232896, 2335375, 08034228561
Taraba State 079-222550, 223124
Yobe State 076-522141, 522145
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Zamfara State 063-202603

FCT Abuja 09-2341800
FCT Mobile 08032001887
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AIR SAFETY REPORT
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1.TYPE ASR AIRMISS BIRDSTRIKE WAKE TURBULENCE TCAS RA TECHNICAL OTHER
OF
EVENT TICK ALL THAT APPLY in case of ‘OTHER’ state ____________
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2. CAPTAIN CODE CO-PILOT CODE OTHER CREW CODE
3. DATE OF 4. TIME LOCAL/UTC 5. FLIGHT NR 6. ROUTE 7.SQUAWK

OCCURRENCE DAY/NIGHT _______/_______ CODE
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D M Y From To Diverted
/ /
8.A/C TYPE 9.REGISTRATION 10.PASSENGERS/CREW 11.FUEL JETTISONED 12. ETOPS
KG YES/NO
13.ALTITUDE 14. SPEED/MACH NR 15. A/C WEIGHT 16. TECH LOG REF
FL / FT KG
ED
17. FLIGHT PHASE
TOWING PARKED(………………..) PUSHBACK TAXI-OUT TAKE –OFF INITIAL CLIMB

BELOW 1500 FT (INCLUDE AIRPORT &GATE)
CLIMB CRUISE( …………………) DESCENT HOLDING APPROACH LANDING TAXI-IN
(INCLUDE GEOGRAPHIC POS) BELOW 1500 FT
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20.MET 21.WX ACTUAL 22. SIGNIFICANT WX
IMC WIND VS CLOUD TEMP QNH RAIN SNOW ICING FOG
VMC--------Km / Km / C0 hpa TURBULENCE HAIL STANDING WATER
WIND SHEAR
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23. RUNWAY 24. RUNWAY STATE 25. CONFIGURATION

A. PILOT A.THROTTLE
DRY WET ICE SNOW SLUSH GEAR DOWN SPOLIERS
FLAP POSITION______SLAT POSITION__________
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RVR m
26. SUMMARY (CONCISE DESCRIPTION OF EVENT)
27. EVENT AND CAUSE (DETAILED DESCRIPTION OF THE EVENT AND ITS IMMEDIATE CAUSE)
___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
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___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
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___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
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28.ACTIONS AND RESULTS (ACTIONS TAKEN, THEIR RESULTS AND ANY SUBSEQUENT EVENT)
___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
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___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
_________________________________________________________________________________________________________________
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29. OTHER INFORMATION AND SUGGESTIONS FOR PREVENTIVE ACTION

___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
(PLEASE TURN OVER)

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30: STATION ENGINEER’S/STATION MANAGER’S REPORT
___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
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___________________________________________________________________________________________________________________
___________________________________________________________________________________________________________________
AIRMISS-ATC INCIDENT-TCAS RA-AKE TURBULENCE-BIRD STRIKE
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31. AIRMISS’/ATC INCIDENT (delete as applicable) and/or TCAS RA
Mark passenger of other aircraft relative to you, in plan with on the elevation on the right , meaning YOU are in the centre of the diagram
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ED
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VIEW FROM ABOVE VIEW FROM ASTERN
SEVERITY OF RISK LOW/MED/HIGH MINIMUM VERTICAL SEPARATION ----------------------------------

AVOIDING ACTION TAKEN YES/NO FT
REPORT TO ATC --------- MINIMUM HORIZONTAL SEPERATION
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UNIT ________________M/NM
ATC INSTRUCTION ISSUED TCAS RA/TA/NONE
_____________________________ TYPE OF RA ------------------------------------------
YOUR CALL SIGN _______________ ----
FREQUENCY IN USE RA FOLLOWED YES/NO(VERTICAL DEVIATION______FT)
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_______________ DESCRIBE OVERLEAF:

HEADING OTHER A/C TYPE,MARKINGS, COLOUR.LIGHTING,CALL SIGN ETC
____________
CLEARED ATITUDE
______________
32. WAKE TURBULENCE

HEADING TURNING LEFT/RIGHT/NO
N
POSITION ON GLIDESOLPE HIGH/LOW/ON

POSITION ON EXTENDED CENTRELINE LEFT/RIGHT/ON
CHANGE IN ATITUDE PITCH………ROLL……….YAW……… 33.BIRD STRIKE
CHANGE IN ALTITUDE ………..FT SIZE OF BIRD SMALL MEDIUM LARGE
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WAS THERE BUFFET? YES/NO STICK SHAKE?

YES/NO NR SEEN 1 2-10 11-100 MORE
NR STRUCK 1 2-10 11-100 MORE
TIME DAWN DAY DUSK NIGHT
DESCRIBE ANY VERTICAL ACCELERATION
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PART OF AIRCRAFT
WIND
GIVE DETAILS OF PRECEDING A/C(TYPE,CALL SIGN ETC) RADOME SHIELD NOSE ENGINE WING GEAR
OTHERS
STRUCK
N
WERE YOU AWARE OF OTHER A/C BEFORE INCIDENT YES DAMAGED

NO
SPECIES OF BIRD:_______________________________________
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SIGNATURE RANK DATE

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CHAPTER REVISION 0
PART A
12 04-03-2021
UNITED NIGERIA AIRLINES Rules of the Air ISSUE 2 Page 1
COMPANY LTD
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12. RULES OF THE AIR
12.1 PRESENTATION
The Route Manual (OM Part C) presents
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excerpts of
− ICAO Annex 2,
C
Rule of the Air
− ICAO Annex 11,

Airspace Classification
ED
− ICAO Doc 4444,
Rules of the Air and Air Traffic
Services, and
− ICAO Doc 8168,

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Aircraft Operations Flight
Procedures.
− They are listed in the Chapter “AIR

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TRAFFIC CONTROL,” which

contains additionally State
Deviations from the ICAO rules.
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12.1.1 APPLICABILITY OF THE NOTE 1: Information relevant to the services
PY
RULES OF THE AIR, provided to aircraft operating in accordance
TERRITORIAL APPLICATION with both visual flight rules and instrument
OF THE RULES OF THE AIR flight rules in the seven ATS airspace
classes contained in Annex 11 are published
The rules of the air shall apply to aircraft on ENROUTE Page 21.
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bearing the nationality and registration
marks of a Contracting State, wherever they NOTE 2: A pilot may elect to fly in
may be, to the extent that they do not conflict accordance with instrument flight rules in
with the rules published by the State having visual meteorological conditions or he may
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jurisdiction over the territory be required to do so by the appropriate ATS
overflown. authority.
.
NOTE: The council of the International Civil 12.3 RESPONSIBILITY FOR COMPLIA-
ED
Aviation Organization resolved, in adopting NCE WITH THE RULES OF THE AIR
Annex 2 in April 1948 and Amendment 1 to
the said Annex in November 1951, that the 12.3.1 Responsibility of Pilot-in-
Annex constitutes "Rules relating to the flight Command
and manoeuvre of aircraft' within the The pilot-in-command of an aircraft shall,
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meaning of Article 12 of the Convention. whether manipulating the controls or not, be
Over the high seas, therefore, these rules responsible for the operation of the aircraft in
apply without exception. accordance with the rules of the air, except
that the pilot-in-command may depart from
12.1.2 If, and so long as, a Contracting these rules in circumstances that render
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State has not notified the International Civil such departure absolutely necessary in the
Aviation Organization to the contrary, it shall interests of safety. No United Nigeria flight
be deemed, as regards aircraft of its with passengers shall be flown in a formation
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registration, to have agreed as follows: flight.

For purposes of flight over those parts of the
high seas where a Contracting State has 12.3.2 Pre-Flight Action
accepted, pursuant to a regional air Before beginning a flight, the pilot-in-
navigation agreement, the responsibility of command of an aircraft shall become familiar
providing air traffic services, the "appropriate with all available information appropriate to
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ATS authority" referred to in this Annex is the intended operation. Pre-flight action for
the relevant authority designated by the flights away from the vicinity of an
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State responsible for providing those aerodrome, and for all IFR flights, shall
services. include a careful study of available current
weather reports and forecasts, taking into
NOTE: The phrase "regional air navigation consideration fuel requirements and an
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agreement" refers to an agreement alternative course of action if the flight

approved by the Council of ICAO normally cannot be completed as planned.
on the advice of a Regional Air Navigational
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Meeting. 12.4 INTRODUCTION AND

APPLICABILITY OF BROADCAST
12.2 COMPLIANCE WITH THE RULES
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OF THE AIR 1.1 Traffic information broadcasts by aircraft

The operation of an aircraft either in flight or are intended to permit reports and relevant
on the movement area of an aerodrome supplementary information of an advisory
shall be in compliance with the general rules nature to be transmitted by pilots on a
and, in addition, when in flight, either with: designated VHF radiotelephone (RTF)
a. the visual flight rules, or frequency for the information of pilots of
b. the instrument flight rules. other aircraft in the vicinity.

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12.4.1 TIBAs should be introduced only 12.5.4 LISTENING WATCH
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when necessary and as a temporary A listening watch should be maintained on
measure. the TIBA frequency 10 minutes before
entering the designated airspace until
12.4.2 The broadcast procedures should leaving this airspace. For an aircraft taking
be applied in designated airspace where: off from an aerodrome located within the lat-
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a) there is a need to supplement collision eral limits of the designated airspace
hazard information provided by air listening watch should start as soon as
traffic services outside controlled 'appropriate after take-off and be maintained
airspace; or until leaving the airspace.
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b) there is a temporary disruption of
normal air traffic services. 12.5.5 TIME OF BROADCASTS
A broadcast should be made:
12.4.3 Such airspaces should be
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a. 10 minutes before entering the
identified by the States responsible for
designated airspace or, for a pilot taking
provision of air traffic services within these
off from an aerodrome located within
airspaces, if necessary with the assistance
the lateral limits Of the designated
of the appropriate ICAO Regional Office(s),
airspace, as soon as appropriate after
and duly promulgated in aeronautical
take-off;
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information publications or NOTAM, together
b. 10 minutes prior to crossing a reporting
with the VHF RTF frequency, the message
point;
formats and the procedures to be used.
c. 10 minutes prior to crossing or joining
Where, in the case of 1.3 a., more than one
an ATS route;
State is involved, the airspace should be
d. At 20-minute intervals between distant
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designated on the basis of regional air

reporting points;
navigation agreements and promulgated in
e. 2 to 5 minutes, where possible, before a
Doc 7030.
change in flight level;
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12.4.4 When establishing a designated f. at the time of a change in flight level;

airspace, dates for the review of its and
applicability at intervals not exceeding 12 g. at any other time considered necessary
months should be agreed by the appropriate by the pilot.
ATC authority (ies).
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12.5.6 FORMS OF BROADCAST

12.5 DETAILS OF BROADCASTS 2.4.1 The broadcasts other than those
12.5.1 VHF RTF FREQUENCY TO BE indicating changes in flight level, i.e. the
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USED broadcasts referred to in 2.3 a., b., c., d. and

g. should be in the following form:
12.5.2 The VHF RTF frequency to be
used should be determined and promulgated
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ALL STATIONS (necessary to identify a

on a regional basis. However, in the case of traffic information broadcast) (call sign)
temporary disruption occurring in controlled FLIGHT LEV.EL (number) (or CLIMBING1
airspace, the States responsible may
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TO FLIGHT LEVEL (number))

promulgate, as the VHF RTF frequency to (direction)
be used within the limits of that airspace, a
(ATS route) (or DIRECT FROM (position)
frequency used normally for the provision of
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TO (position))
air traffic control service within that airspace.
POSITION (position2 ) AT (time)
12.5.3 Where VHF is used for air-ground ESTIMATING (next reporting point, or the
communications with ATS and an aircraft point of crossing or joining a designated ATS
has only two serviceable VHF sets, one route) AT (time)
should be tuned to the appropriate ATS (call sign)
frequency and the other to the TIBA fre- FLIGHT LEVEL (number) (direction)
quency. Fictitious example:

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"ALL STATIONS WINDAR 671 FLIGHT MAINTAINING FLIGHT LEVEL (number)
LEVEL 350 NORTHWEST BOUND
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12.5.9 Broadcasts reporting a temporary
flight level change to avoid an
DIRECT FROM PUNTA SAGA TO PAMPA
POSITION 5040 SOUTH imminent collision risk should be in the
2010 EAST AT 235Bl: ESTIMATING following form:
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CROSSING ROUTE LIMA THREE ONE AT ALL STATIONS
4930 SOUTH 1920 EAST AT 0012 WINDAR (call sign)
671 FLIGHT LEVEL 350 LEAVING FLIGHT LEVEL (number) NOW
NORTHWEST BOUND OUT" . FOR
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FLIGHT LEVEL (number)
i. For the broadcast referred to in 2.3 a.
in' the case of an aircraft taking off· followed as soon as practicable by:
from an aerodrome located within the ALL STATIONS
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lateral limits of the designated (call sign)
airspace. RETURNING TO FLIGHT LEVEL (number)
ii. For broadcasts made when the aircraft NOW
is not near an ATS significant point, the
position should be given as accurately 12.6 ACKNOWLEDGEMENT OF THE
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as possible and in any case to the BROADCASTS
nearest 30 minutes of latitude and The broadcasts should not be acknowledged
longitude. unless a potential collision risk is perceived.
12.5.7 Before a change in flight level, the 12.6.1 RELATED OPERATING

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broadcast (referred to in 2.3 e.) should be in PROCEDURES

the following form: 12.6.2 CHANGE OF CRUISING LEVEL
12.6.3 Cruising level changes should not
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ALL STATIONS be made within the designated airspace,

(call sign) unless considered necessary by pilots to
(direction) avoid traffic conflicts, for weather avoidance
(ATS route) (or DIRECT FROM (position) of for other valid operational reasons.
TO 12.6.4 When cruising level changes are
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(position)) unavoidable, all available aircraft lighting

LEAVING FLIGHT LEVEL (number) FOR which would improve the visual detection of
FLIGHT the aircraft should be displayed while
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LEVEL (number) AT (position and time) changing levels.
12.5.8 Except as provided in 2.4.4, the 12.6.5 COLLISION AVOIDANCE

broadcast at the time of a change in flight If, on receipt of traffic information broadcast
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level (referred to in 2.3 f.) should be in the from another aircraft, a pilot decides that
following form: immediate action is necessary to avoid an
ALL STATIONS imminent collision risk, and this cannot be
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(call sign) achieved in accordance with the right-of-way

(direction) provisions of Annex 2, the pilot should:
(ATS route) (or DIRECT FROM (position)
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a. unless an alternative manoeuvre

TO appears more appropriate, immediately
(position)) descend 150 m (500 ft), or 300 m (1000
LEAVING FLIGHT LEVEL (number) NOW ft) if above FL 290 in an area where a
FOR vertical separation minimum of 600 m
FLIGHT LEVEL (number) (2000 ft) is applied;
followed by:
ALL STATIONS (call sign)

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b. display all available aircraft lighting 12.6.7.4 Potential Re-clearance In Flight
which would improve the visual If prior to departure it is anticipated that
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detection of the aircraft; depending on fuel endurance and subject
c. as soon as possible, reply to the to re-clearance in flight, a decision may be
broadcast advising action being taken; taken to proceed to a revised destination
d. notify the action taken on the aerodrome, the appropriate air traffic control
appropriate ATS frequency; and units shall be so notified by the insertion in
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e. as soon as practicable, resume normal the flight plan of information concerning the
flight level, notifying the action on the revised route (where known) and the revised
appropriate ATS frequency. destination.
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12.6.6 NORMAL POSITION REPORTING
PROCEDURES NOTE: The intent of this provision is to
Normal position reporting procedures should facilitate a reclearance to a revised
be continued at all times, regardless of any destination, normally beyond the filed
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action taken to initiate or acknowledge a destination aerodrome.
traffic information broadcast.
12.6.7.5 An aircraft operated on a
12.6.7 AIR TRAFFIC CONTROL controlled aerodrome shall not taxi on the
SERVICE manoeuvring area without clearance from
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Air Traffic Control Clearances the aerodrome control tower and shall
12.6.7.1 An air traffic control clearance shall comply with any instructions given by that
be obtained prior to operating a controlled unit.
flight, or a portion of a flight as a controlled
flight. Such clearance shall be requested 12.6.8 Adherence to Flight Plan
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through the submission of a flight plan to an 12.6.8.1 Except as provided for in 3.6.2.2
air traffic control unit. and 3.6.2.4, an aircraft shall adhere to the
current flight plan or the applicable portion of
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NOTE 1: A flight plan may cover only part of a current flight plan submitted for a
a flight, as necessary, to describe that controlled flight unless a request for a
portion of the flight or those manoeuvres change has been made and clearance
which are subject to air traffic control. A obtained from the appropriate air traffic
clearance may cover only part of a current control unit, or unless an emergency
situation arises which necessitates
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flight plan, as indicated in a clearance limit or

by reference to specific manoeuvres such as immediate action by the aircraft, in which
taxiing, landing or taking off. event as soon as circumstances permit, after
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NOTE 2: If an air traffic control clearance is such emergency authority is exercised, the
not satisfactory to a pilot-in-command of an appropriate air traffic services unit shall be
aircraft, the pilot-in-command may request notified of the action taken and that this
and, if practicable, will be issued an action has been taken under emergency au-
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amended clearance. thority.

12.6.7.2 Whenever an aircraft has requested
a clearance involving priority, a report 12.6.8.2 Unless otherwise authorized by the
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explaining the necessity for such priority appropriate ATS authority or directed by the
shall be submitted, if requested by the appropriate air traffic control unit, controlled
appropriate air traffic control unit. flights shall, in so far as practicable:
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12.6.7.3 Whenever an aircraft has a. When on an established ATS route,

requested a clearance involving priority, a operate along the defined centre line of
report explaining the necessity for such that route; or
priority shall be submitted, it requested by b. When on any other route operate directly
the appropriate air traffic control unit. between the navigation facilities and/or
points defining that route.

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12.6.8.3 Subject to the overriding require-
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ment in 12.6.8.2, an aircraft operating along 12.6.8.7 Intended Changes
an ATS route segment defined by Requests for flight plan changes shall
reference to very high frequency include information as indicated hereunder:
omnidirectional radio ranges shall change a. Change of Cruising Level: Aircraft
over for its primary navigation guidance from identification; requested new cruising
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the facility behind the aircraft to that ahead level and cruising speed at this level,
of it at, or as close as operationally revised time estimates (when applicable)
feasible to, the change-over point, where at subsequent flight information region
established. boundaries.
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b. Change of Route:
12.6.8.4 Deviation from the requirements in 1. Destination Unchanged: Aircraft
3.6.2.1.1 shall be notified to the appropriate identification; flight rules; description
air traffic services unit. of new route of flight including related
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flight plan data beginning with the
12.6.8.5 Inadvertent Changes position from which requested change
In the event that a controlled flight of route is to commence; revised time
inadvertently deviates from its current flight estimates; any other pertinent
plan, the following action shall be taken: information.
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2. Destination changed: aircraft
a) Deviation from Track: If the aircraft is off identification; flight rules; description
track, action shall be taken forthwith to of revised route of flight to revised
adjust the heading of the aircraft to regain destination aerodrome including
track as soon as practicable. related flight plan data, beginning with
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b) Variation in True Airspeed: If the average the position from which requested
true airspeed at cruising level between change of route is to commence;
reporting points varies or is expected to revised time estimates; alternate
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vary by plus or minus 5 percent of the true aerodrome(s); any other pertinent
airspeed, from that given in the flight plan, information.
the appropriate air traffic services unit
shall be so informed. 12.7 PROCEDURES FOR A PILOT-IN-
c) Change in Time Estimate: If the time COMMAND AT THE SCENE OF AN
estimate for the next applicable reporting ACCIDENT
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point, flight information region boundary

or destination aerodrome, whichever 12.7.1 When a pilot-in-command
observes that either another aircraft or a
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comes first, is found to be in error in

excess of three minutes from that notified surface craft is in distress, the pilot shall, if
to air traffic services, or such other period possible and unless considered un-
of time as is prescribed by the appropriate reasonable or unnecessary:
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ATS authority or on the basis of air a. keep the craft in distress in sight until
navigation regional agreements, a revised compelled to leave the scene or advised
estimated time shall be notified as soon by the rescue coordination centre that it
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as possible to the appropriate air traffic is no longer necessary;

services unit. b. determine the position of the craft in
distress;
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12.6.8.6 Additionally, when an ADS agree- c. as appropriate, report to the rescue

ment is in place, the air traffic services unit coordination centre or air traffic services
(ATSU) shall be informed automatically via unit as much of the following information
data link whenever changes occur beyond as possible.
the threshold values stipulated by the ADS • type of craft in distress, its
event contract. identification and condition;

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• its position, expressed in established, or convey the information by
geographical co-ordinates or in dropping a hard copy message. (Annex 12,
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distance and true bearing from a 5.6.3)
distinctive landmark or from a 12.7.5 When a ground signal has been
radio navigation aid; displayed, the aircraft shall indicate whether
• time of observation expressed in the signal has been understood or not by the
hours and minutes UTC; means described in 8.3.4 or, if this is not
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• number of persons observed; practicable, by use of the appropriate visual
• whether persons have been seen signal in paragraph 8.4. (Annex 12, 5.6.4)
to abandon the craft in distress;
• 12.8 SEARCH AND RESCUE
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on-scene weather conditions;
• apparent physical condition of SIGNALS
survivors; 12.8.1 General
• apparent best ground access 12.8.1.1 The air-to-surface and surface-to-
air visual signals in this section shall, when
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route to the distress site; and
used, have the meaning indicated therein.
d. act as instructed by the rescue co They shall be used only for the purpose
ordination center or the air traffic services indicated and no other signals likely to be
unit. (Annex 12, 5.6.2) confused with them shall be used. (Annex
12, 5.8.1)
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12.8.1.2 Upon observing any of the signals
12.7.2 If the first aircraft to reach the given in this section, aircraft shall take such
scene of an accident is not a search and action as may be required by the
rescue aircraft it shall take charge of on-
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scene activities of all other aircraft

subsequently arriving until the first search interpretation of the signal given. (Annex 12,
and rescue aircraft reaches the scene of the 5.8.2)
accident. If, in the meantime, such aircraft is
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unable to establish communication with the 12.8.2 Signals with Surface Craft
appropriate rescue co-ordination center or NOTE: The following replies may be made
air traffic services unit, it shall, by mutual by surface craft to the signal in 8.4.2.1:
agreement, hand over to an aircraft capable For acknowledging receipt of signals:
of establishing and maintaining such com- 1. the hoisting of the "Code pennant"
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munications until the arrival of the first (vertical red and white stripes) close
search and rescue aircraft. (Annex 12, up (meaning understood);
5.6.2.1) 2. the flashing of a succession of "T's"
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by signal lamp in the Morse code;

12.7.3 When it is necessary for an 3. the changing of heading to follow the
aircraft to direct a surface craft to the place aircraft.
For indicating inability to comply:
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where an aircraft or surface craft is in

distress, the aircraft shall do so by 1. the hoisting of the international flag
transmitting precise instructions by any "N" (a blue and white checkered
square);
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means at its disposal. If no radio

communication can be established the 2. the flashing of a succession of "N's"
aircraft shall use the appropriate visual in the Morse code.
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signal in paragraph 8.4. (Annex 12, 5.6.5)

12.8.2.1 The following maneuvers performed
12.7.4 When it is necessary for an in sequence by an aircraft mean that the
aircraft to convey information to survivors or aircraft wishes to direct a surface craft
surface rescue units, and two-way towards an aircraft or a surface craft in
communication is not available, it shall, if distress:
practicable, drop communication equipment a. circling the surface craft at least once;
that would enable direct contact to be

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b. crossing the projected course of the 3. No or negative N
surface craft close ahead at low altitude 4. Yes or Affirmative Y
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and: 5. Proceeding in this ↑
1. rocking the wings; or direction
2. opening and closing the throttle; or
3. changing the propeller pitch.
12.8.3.3 ground-air Visual signal Code for
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NOTE: Due to high noise level on-board sur- Use By rescue units (annex 12, Appendix A,
face craft, the sound signals in (2) and (3) 2.2)
may be less effective than the visual signal
in (1) and are regarded as alternative means
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No. Message Code
of attracting attention. symbol
1. Operation completed LLL
c. heading in the direction in which the 2. We have found all LL
surface craft is to be directed.
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personnel
3. We have found only ++
Repetition of such maneuvers has the same some personnel
meaning. (Annex 12, Appendix A, 1.1)
4. We are not able to XX
12.8.2.2 The following maneuver by an
continue. Returning to
aircraft means that the assistance of the
base
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surface craft to which the signal is directed is
5. Have divided into two
no longer required:
groups. Each
- crossing the wake of the surface craft close
proceeding in direction
astern at a low altitude and:
indicated.
a. rocking the wings; or
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6. Information received →→
b. opening and closing the throttle; or
that aircraft is in this
c. changing the propeller pitch. (Annex
direction
12, Appendix A, 1.2)
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7. Nothing found. Will NN

continue to search
12.8.3 Ground-Air Visual Signal Code
12.8.3.1 Symbols shall be at least 2.5m (*)
long and shall be made as conspicuous as 12.8.3.4 Air-to-ground Signals
12.8.3.4.1 The following signals by
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possible. (Annex 12, Appendix A, 2.3)

NOTE: aircraft mean that the ground signals have
1. Symbols may be formed by I:lny means been understood:
a. during the hours of daylight:
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such as: strips of fabric, parachute material;

pieces of wood, stones or such like material; - by rocking the aircraft's wings;
marking the surface by tramping, or staining b. during the hours of darkness:
with oil, etc. - flashing on and off twice the aircraft's
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2. Attention to the signals may be attracted landing lights or, if not so equipped, by
by other means such as radio, flares, switching on and off twice its navigation
smoke, reflected light, etc. lights. (Annex 12, Appendix A, 3.1)
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12.8.3.2 Ground-air Visual signal Code 12.8.3.4.2 Lack of the above signal indicates
For Use by survivors (annex 12, appendix that the ground signal is not understood.
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A,2.1) (Annex 12, Appendix A, 3.2)
No. Message Code 12.9 DISTRESS AND URGENCY

symbol SIGNALS
1. Require assistance V NOTE.: None of the provisions in this
2. Require medical X section shall prevent the use, by an aircraft
assistance in distress, of any means at its disposal to

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attract attention, make known its position 12.10 RADIOTELEPHONY DIST-RESS
and obtain help. COMMUNICATIONS
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12.10.1 Action by the Aircraft In
12.9.1 Distress Signals
Distress
12.9.1.1 The following signals, used either
12.10.1.1 In addition to being preceded
together or separately, mean that grave and
by the radiotelephony distress signal
imminent danger threatens, and immediate
MAYDAY, preferably spoken three times, the
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assistance is requested:
distress message to be sent by an aircraft in
a. a signal made by radiotelegraphy or by
distress shall:
any other signaling method consisting of
a. be on the air-ground frequency in use at
the group SOS ( • • - - - .•• in the Morse
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the time;
Code);
b. consist of as many as possible of the
b. a radiotelephony distress signal
following elements spoken distinctly and,
consisting of the spoken word MAYDAY;
if possible, in the following order:
c. a distress massage sent via data link
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which transmits the intent of the word 1. name of the station addressed (time
MAYDAY; and circumstances permitting);
d. rockets or shells throwing red lights, fired 2. the identification of the aircraft:
one at a time at short intervals; 3. the nature of the distress condition;
e. a parachute flare showing a red light. 4. intention of the person in command;
5. present position, level. (i.e., flight
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(Annex 2, Appendix 1, 1.1)
level, altitude, etc., as appropriate)
12.9.2 Urgency Signals and heading.
12.9.2.1 The following signals, used either (Annex 10, Vol II. 5.3.2.1.1)'
together or separately, mean that an aircraft NOTE:
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wishes to give notice of difficulties which 1. The foregoing provisions may be

compel it to land without requiring immediate supplemented by the following measures;
assistance: a. the distress message of an aircraft in
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a. the repeated switching on and off of the distress being made on the
landing lights; or emergency frequency 121.5 MHz or
b. the repeated switching on and off of the another aeronautical mobile
navigation lights in such a manner as to frequency, if considered necessary or
be distinct from flashing navigation lights. desirable. Not all aeronautical
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(Annex 2, Appendix 1, 12.1) stations maintain a continuous guard

on the emergency frequency;
12.9.2.2 The following signals, used either b. the distress message of an aircraft in
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together or separately, mean that an aircraft distress being broadcast, if time and
has a very urgent message to transmit circumstances make this course
concerning the safety of a ship, aircraft or preferable;
other vehicle, or of some person on board or
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within sight; c. the aircraft transmitting on the

a. a signal made by radiotelegraphy or by maritime mobile service
any other signalling method consisting of radiotelephony calling frequencies;
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the group XXX; d. the aircraft using any means at its

b. a radiotelephony urgency signal disposal to attract attention and make
consisting of the spoken words PAN, known its conditions (including the
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PAN. activation of the appropriate SSR

c. an urgency message sent via data link mode and code);
which transmits the intent of the words e. any station taking any means at its
PAN, PAN. disposal to assist an aircraft in
(Annex 2, Appendix 1, 1.2.2) distress;
f. any variation on the elements listed
under b. above, when the transmitting

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station is not itself in distress, - STOP TRANSMITTING;
provided that such circumstance is - the radiotelephony distress signal
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clearly stated in the distress mes- MAYDAY.
sage. (Annex 10, Vol II, 5.3.2.3.1)
2. The station addressed will normally be
that station communicating .with the 12.10.3.2 The use of the signals specified in
aircraft or in whose area of responsibility 5.2.3.1 shall be reserved for the aircraft in
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the aircraft is operating. distress and for the station controlling the
distress traffic. (Annex 10, Vol II, 5.3.2.3.2)
12.10.2 Action by the Station Addressed
or First Station Acknowledging the Distress 12.10.4 Action by All Other Stations
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Message 12.10.4.1 The distress communications
12.10.2.1 The station addressed by aircraft have absolute priority over all other
in distress, or first station acknowledging the communications and a station aware of them
distress message shall: shall not transmit on the frequency
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a. immediately acknowledge the distress concerned, unless:
message; a. the distress is cancelled or the distress
b. take control of the communications or traffic is terminated;
specifically and clearly transfer that b. all distress traffic has been transferred to
responsibility, advising the aircraft if a other frequencies;
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transfer is made; c. the station controlling communications
c. take immediate action to ensure that all gives permission;
necessary information is made available, d. it has itself to render assistance. (Annex
as soon as possible, to: 10, Vol II, 5.3.2.4.1)
1. the ATS unit concerned;
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2. the aircraft operating agency 12.10.4.2 Any station which has knowledge
concerned, or its representative, in of distress traffic, and which cannot itself
accordance with preestablished assist the station in distress, shall
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arrangements; nevertheless continue listening to such traffic

until it is evident that assistance is being
NOTE: The requirement to inform the aircraft provided. (Annex 10, Vol II, 5.3:2.4.2)
operating agency concerned does not have 12.10.5 Termination of Distress
priority over any other action which involves Communications and of Silence
the safety of the flight in distress, or of any
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12.10.5.1 When an aircraft is no longer in

other flight in the area, or which might affect distress, it shall transmit a message
the progress of expected flights in the area. cancelling the distress condition. (Annex 10,
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d. warn other stations, as appropriate, in Vol II, 5.3.2.5.1)

order to prevent the transfer of traffic to 12.10.5.2 When the station which has con
the frequency of the distress trolled the distress communication traffic
communication. becomes aware that the distress condition is
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(Annex 10, Vol II, 5.3.2.2.1) ended, it shall take immediate action to
ensure that this information is made
available, as soon as possible, to:
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12.10.3 Imposition of Silence

12.10.3.1 The station in distress, or the a. the ATS unit concerned;
station in control of distress traffic, shall be
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permitted to impose silence, either on all b. the aircraft operating agency concerned,
stations of the mobile service in the area or or its representative, in accordance with
on any station which interferes with the pre-established arrangements.
distress traffic. It shall address these in (Annex 10, Vol II, 5.3.2.5.2)
structions "to all stations” or to one station
only, according to circumstances. In either 12.10.5.3 The distress communication and si
case, it shall use: lence conditions shall be terminated by

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transmitting a message, including the words 12.11.2.1 The station addressed by an
"DISTRESS TRAFFIC ENDED", on the aircraft reporting an urgency condition, or
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frequency or frequencies being used for the first station acknowledging the urgency
distress traffic. This message shall be message, shall:
originated only by the station controlling the a. acknowledge the urgency message;
communications when, after the reception of b. take immediate action to ensure that all
the message prescribed in 5.2.5.1 it is necessary information is made
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authorized to do so by the appropriate available, as soon as possible, to:
authority. (Annex 10, Vol II, 5.3.2.5.3) 1. the ATS unit concerned;
2. the aircraft operating agency
12.11 RADIOTELEPHONY URGENCY concerned, or its representative, in
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COMMUNICATIONS accordance with pre-established
12.11.1 Action by the Aircraft Reporting an arrangements;
Urgency Condition (except Medical NOTE: The requirement to inform the aircraft
Transports) operating agency concerned does not have
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priority over any other action which involves
12.11.1.1 In addition to being preceded by the safety of the flight in distress, or of any
the radiotelephony urgency signal PAN PAN, other flight in the area, or which might affect
preferably spoken three times and each the progress of expected flights in the area.
word of the group pronounced as the French
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word "panne", the urgency message to be c. if necessary, exercise control of
sent by an aircraft reporting an urgency communications. (Annex 10, Vol II,
condition shall: 5.3.3.2.1)
a. be on the air-ground frequency in use at
the lime; 12.11.3 Action by Other Stations
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b. consist of as many as required of the 12.11.3.1 The urgency communications

following elements spoken distinctly have priority over all other communications,
and, if possible, in the following order: except distress, and all stations shall take
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care not to interfere with the transmission of

1. the name of the station addressed; urgency traffic. (Annex 10, Vol II, 5.3.3.3.1)
2. the identification of the aircraft;
3. the nature of the urgency condition; 12.11.4 Action by an Aircraft Used for
4. the intention of the person in Medical Transports
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command; 12.11.4.1 The use of the signal described in

5. present position, level (i.e., flight 5.3.4.2, shall indicate that the message
level, altitude, etc., as appropriate) which follows concerns a protected medical
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and heading; transport pursuant to the 1949 Geneva

6. any other useful information. Conventions and Additional Protocols.
(Annex 10, Vol II, 5.3.3.1.1) (Annex 10, Vol II, 5.3.3.4.1)
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NOTE: 12.11.4.2 For the purpose of announcing

1.The foregoing provisions are not intended and identifying aircraft used for medical
to prevent an aircraft broadcasting an transports, a transmission of the
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urgency message, if time and circumstances radiotelephony urgency signal PAN PAN,
make this course preferable. . preferably spoken three times, and each
2. The station addressed will normally be word of the ,group pronounced as the
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that station communicating with the French word "panne", shall be followed by
aircraft or in whose area of responsibility the radiotelephony signal for medical
the aircraft is operating. transports MAY-DEE-CAL, pronounced as in
the French "medical". The use of the signals
12.11.2 Action by the Station Addressed described above Indicates that the message
or First Station Acknowledging the Urgency which follows concerns a protected medical
Message

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The aircraft shall attempt to establish com-
transport. The message shall convey the munications with the appropriate air traffic
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following data: control unit using all other available means.
a. the call sign or other recognized means In addition, the aircraft, when forming part of
of identification of the medical transports;
b. position of the medical transports; the aerodrome traffic at a controlled
c. number and type of medical transports; aerodrome, shall keep a watch for such
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d. intended route; instructions as may be issued by visual
e. estimated time enroute and of departure signals. (Annex 2, 3.6.5.2)
and arrival, as appropriate; and
12.12.3.1 If in visual meteorological
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f. any other information such as flight
altitude, conditions, the aircraft shall:
radio frequencies guarded, languages a. continue to fly in visual meteorological
used and secondary surveillance radar conditions;
b. land at the nearest suitable aerodrome;
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modes and codes.
(Annex to, Vol Il, 5.3.3.4.2) and
c.report its arrival by the most expeditious
12.11.5 Action by the Station Addressed means to the appropriate air traffic control
or by Other Stations Receiving a Medical unit.
Transports Message (Annex 2,3.6.5.2.1)
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12.11.5.1 The provisions of 12.11.2 and 12.12.3.2 If in instrument meteorological
12.11.3 shall apply as appropriate to stations conditions or when the pilot of an IFR flight
receiving a medical transports message. considers it inadvisable to complete the flight
(Annex 10, Vol II, 5.3.3.5.1) in accordance with 12.12.3.1 the aircraft
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shall:
12.12 COMMUNICATIONS FAILURE a. unless otherwise prescribed on the basis
12.12.1 GENERAL RULES of regional air navigation, agreement, in'
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airspace where radar is not used in the

12.12.2 An aircraft operated as a controlled provision of air traffic control, maintain
flight shall maintain continuous air-ground the last assigned speed and level, or
voice communication watch on the minimum flight altitude if higher, for a
appropriate communication channel of, and period of 20 minutes following the
aircraft's failure to report its position over
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establish two-way communication as

necessary with, the appropriate air traffic a compulsory reporting point and
control unit, except as may be prescribed by thereafter adjust level and speed in
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the appropriate ATS authority in respect of accordance with the filed flight plan;
aircraft forming part of aerodrome traffic at a b. in airspace where radar is used in the
controlled aerodrome. (Annex 2, 3.6.5.1) provision of air traffic control, maintain
the last assigned speed and level, or
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NOTE 1: SELCAL or similar automatic minimum flight altitude if higher, for a

signaling devices satisfy the requirement to period of 7 minutes following:
1. the time the last assigned level or
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maintain a listening watch.

NOTE 2: The requirement for an aircraft to minimum flight altitude is reached; or
maintain an air-ground voice communication 2. the time the transponder is set to
Code 7600; or
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watch remains in effect after CPDLC has

been established. 3. the aircraft's failure to report its
position over a compulsory reporting
12.12.3 If a communication failure point; whichever is later, and
precludes compliance with 6.1 .1, the aircraft thereafter adjust level and speed in
shall comply with the communication failure accordance with the filed flight plan;
procedures in 6.2 below, and with such of c. when being radar vectored or having
the following procedures as are appropriate. been directed by ATC to proceed offset

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using RNAV without a specified limit, frequencies appropriate to the route. In
rejoin the current flight plan route no later addition, an aircraft operating within a
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than the next significant point, taking into network shall monitor the appropriate VHF
consideration the applicable minimum frequency for calls from nearby aircraft.
flight altitude; (Annex 10, Vol II, 5.2.2.7. 1. 1)
12.13.2 If the attempts specified under 6.2.1
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d. proceed according to the current flight fail, the aircraft station shall transmit its
plan route to the appropriate designated message twice on the designated
navigation aid or fix serving
the destination aerodrome and, when frequency(ies), preceded by the phrase
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required to ensure compliance with e. "TRANSMlTTING BLIND" and, if
below, hold over this aid or fix until necessary, include the addressee(s) for
commencement of descent; which the message is intended. (Annex 10,
e. commence descent from the navigation Vol 11,5.2.2.7.1.2)
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aid or fix specified in d. at, or as close as
possible to, the expected approach time Procedures for Air Navigation services
last received and acknowledged; or, if no (PANS) Recommendation - In network
expected approach time has been operation, a message which is transmitted
received and acknowledged, at, or as blind should be transmitted twice on both
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close as possible to, the estimated time primary and secondary frequencies. Before
of arrival resulting from the current flight changing frequency, the aircraft station
plan; should announce the frequency to which it is
f. complete a normal instrument approach changing. (Annex 10, Vol II, 5.2.2.7.1.2.1)
procedure as specified for the designated
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navigation aid or fix; and 12.14 RECEIVER FAILURE

g. land, if possible, within thirty minutes
after the estimated time of arrival 12.14.1 When an aircraft station is unable
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specified in e. or the last acknowledged to establish communication due to

expected approach time, whichever is receiver failure, it shall transmit reports at
later. the 'scheduled times, or positions, on the
frequency in use, preceded by the phrase
NOTE: "TRANSMITTING BLIND DUE TO
1. The provision of air traffic control service
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RECEIVER FAILURE". The aircraft station

to other flights operating in the airspace shall transmit the intended message,
concerned will be based on the following this by a complete repetition.
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assumption that an aircraft experiencing During this procedure, the aircraft shall also
radio failure will comply with the rules in advise the time of its next intended
6.1.2.2. transmission. (Annex 10, Vol Il,
2. See also AIR TRAFFIC CONTROL, 5.2.2.7.1.3.1)
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Series 300, paragraph 5. 1.2.

12.14.14.2 An aircraft which is provided with
12.13 AIR GROUND COMMUNICATIONS air traffic control or advisory service shall, in
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FAILURE addition to complying with 6.3.1, transmit

information regarding the intention of the
12.13.1 When an aircraft station fails to pilot-in-command with respect to the
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establish contact with the aeronautical continuation of the flight of the aircraft.
station on the designated frequency, it shall (Annex 10, Vol II, 5.2.2.7.1.3.2)
attempt to establish contact on another
frequency appropriate to the route. If this 12.14.14.3 When an aircraft is unable to
attempt fails, the aircraft station shall attempt establish communication due to airborne
to establish communication with other equipment failure it shall, when so equipped,
aircraft or other aeronautical stations on

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select the appropriate SSR code to indicate Nothing shall be dropped or sprayed from an
radio failure. (Annex 10, Vol II, 5.2.2.7.1.3.3) aircraft in flight except under conditions
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prescribed by the appropriate authority and
12.15 TRANSPONDER PROCEDURES as indicated by relevant information, advice
RADIO COMMUNICATION FAIL- and/or clearance from the appropriate air
URE traffic services unit.
12.15.1 The pilot of an aircraft losing two- 12.16.4 Towing
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way communications shall set the No aircraft or other object shall be towed by
transponder to Mode A Code 7600. (PANS- an aircraft, except in accordance with
OPS, Part VIII, 1.5) requirements prescribed by the appropriate
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authority and as indicated by relevant
12.16 PROTECTION OF PERSONS information, advice and/or clearance from
AND PROPERTY the appropriate air traffic services unit.
12.16.1 Minimum Heights
Except when necessary for take-off or
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12.16.5 Parachute Descents
landing, or except by permission from the Parachute descents, other than emergency
appropriate authority, aircraft shall not be descents, shall not be made except under
flown over the congested areas of cities, conditions prescribed by the appropriate
towns or settlements or over an open-air
assembly of persons, unless at such a authority and as indicated by relevant
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height as will permit, in the event of an information, advice and/or clearance from
emergency arising, a landing to be made the appropriate air traffic services unit.
without undue hazard to persons or property
on the surface. 12.16.6 Acrobatic Flight
No aircraft shall be flown acrobatically
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NOTE: See ICAO (Annex 2) 4.6 for except under conditions prescribed by the
minimum heights for VFR flights and ICAO appropriate authority and as indicated by
(Annex 2) 5.1.2 for minimum levels for IFR relevant information, advice and/or
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flights. clearance from the appropriate air traffic

services unit.
12.16.2 Cruising Levels
The cruising levels at which a flight or a 12.16.7 Formation Flights
portion of a flight is to be conducted shall be Aircraft shall not be flown in formation except
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in terms of: by pre-arrangement among the pilots-in-

a. flight levels, for flights at or above command of the aircraft taking part in the
the lowest usable flight level or, flight and, for formation flight in controlled
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where applicable, above the airspace, in accordance with the conditions

transition altitude; prescribed by the appropriate ATS
b. altitudes, for flights below the authority(ies). These conditions shall include
lowest usable flight level or,
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the following:
where applicable, at or below the
transi-tion altitude. a. the formation operates as a single
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aircraft with regard to navigation and

NOTE: The system of flight levels is position reporting;
prescribed in the Procedures for Air b. separation between aircraft in the flight
Navigation Services -Aircraft Operations,
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shall be the responsibility of the flight

(Doc 8168) (not published herein). leader and the pilots-in-command of
the other aircraft in the flight and shall
include periods of transition when
aircraft are maneuvering to attain their
own separa-tion within the formulation
12.16.3 Dropping or Spraying and during join-up and break-away;
and

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c. a distance not exceeding 1 km (0.5 NOTE 2: Carriage requirements for ACAS
NM) laterally and longitudinally and equipment are addressed in Annex 6, Part I,
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30m (100 ft) vertically from the flight Chapter 6 (not published herein).
leader shall be· maintained by each
12.17.2.1 An aircraft that is obliged by the
aircraft.
following rules to keep out of the way of
another shall avoid passing over, under or in
12.16.8 Unmanned Free Balloons
front of the other, unless it passes well clear
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An unmanned free balloon shall be operated
and takes into account the effect of aircraft
in such a manner as to minimize hazards to
wake turbulence.
persons, property or other aircraft and in
accordance with the conditions specified in
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12.17.2.2 Approaching Head-On
Appendix 4.
When two aircraft are approaching head-on
or approximately so and there is danger of
12.16.9 Prohibited Areas and Restricted
collision, each shall alter its heading to the
Areas Aircraft shall not be flown in a
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right.
prohibited area, or in a restricted area, the
particulars of which have been duly 12.17.2.3 Converging
published, except in accordance with the When two aircraft are converging at
condi-tions of the restrictions or by approximately the same level, the aircraft
permission of the State over whose territory that has the other on its right shall give way,
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the areas are established. except as follows:
a. power-driven heavier-than-air
aircraft shall give
12.17 AVOIDANCE OF COLLISIONS b. way to airships, gliders and
balloons;
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NOTE: It is important that vigilance for the c. airships shall give way to gliders
purpose of detecting potential collisions be and balloons;
not relaxed on board an aircraft, in flight, d. gliders shall give way to balloons;
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regardless of the type of flight or the class of e. power-driven aircraft shall give
airspace in which the aircraft is operating, way to aircraft which are seen to
and while operating on the movement area be towing other aircraft or objects.
of an aerodrome.
12.17.2.4 Overtaking
12.17.1 Proximity
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An overtaking aircraft is an aircraft that

An aircraft shall not be operated in such
approaches another from the rear on a line
proximity to other aircraft as to create a
forming an angle of less than 70 degrees
collision hazard.
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with the plane of symmetry of the latter; i.e.,

12.17.2 Right-of-Way is in such a position with reference to the
The aircraft that has the right-of-way shall other aircraft that at night it should be unable
to see either of the aircraft's left (port) or
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maintain its heading and speed, but nothing

in these rules shall relieve the pilot-in- right (star-board) navigation lights. An
command of an aircraft from the aircraft that is being overtaken has the right-
of-way and the overtaking aircraft, whether
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responsibility of taking such action, including

collision avoidance manoeuvre based on climbing, descending or in horizontal flight,
resolution advisories provided by ACAS shall keep out of the way of the other aircraft
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equipment, as will best avert collision. by altering its heading to the right, and no
subsequent change in the relative positions
NOTE 1: Operating procedures for use of of the two aircraft shall absolve the
ACAS are contained in AIR TRAFFIC overtaking aircraft from this obligation until it
CONTROL Pages series 200 (PANS-OPS is entirely past and clear.
Doc 8168, Vol I, Part VIII, Chapter 3).

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12.17.2.7.2 An aircraft taxiing on the
12.17.2.5 Landing manoeuvring area shall stop and hold at all
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12.17.2.5.1 An aircraft in flight, or runway-holding positions unless otherwise
operating on the ground or water, shall give authorized by the aero-drome control tower.
way to aircraft landing or in the final stages
of an approach to land. NOTE: For runway-holding position
12.17.2.5.2 When two or more heavier-than- markings and related signs, see ICAO,
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air aircraft are approaching an aerodrome for Annex 14, Volume I, 5.2.10 and 5.4.2 or the
the purpose of landing, aircraft at the higher INTRODUCTION Section starting on page
level shall give way to aircraft at the lower 161.
level, but the latter shall not take advantage
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of this rule to cut in front of another which is 12.17.2.7.3 An aircraft taxiing on the
in the final stages of an approach to land, or manoeuvring area shall stop and hold at all
to overtake that aircraft. Nevertheless, lighted stop bars and may proceed further
power-driven heavier-than-air aircraft shall when the lights are switched off.
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give way to gliders.
12.17.3 Lights to be Displayed by
12.17.2.5.3 Emergency Landing Aircraft
An aircraft that is aware that another is NOTE 1: The characteristics of lights
compelled to land shall give way to that intended to meet the requirements of 3.2.3
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aircraft. (ICAO Annex2) for aeroplanes are specified
in ICAO Annex 8. Specifications for
12.17.2.6 Taking Off navigation lights for aeroplanes are
An aircraft taxiing on the manoeuvre area of contained in the Appendices to Parts I and II
an aerodrome shall give way to aircraft of ICAO Annex 6. Detailed technical
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taking off or about to take off. specifications for lights for aeroplanes are
Towing or refueling. An aircraft towing or contained in Volume II, Part A, Chapter 4 of
refueling other aircraft has the right-of-way the Airworthiness Manual (Doc 9760) and for
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over all other engine-driven aircraft, except helicopters in Part A, Chapter 5 of that
aircraft in distress. document. (Annex 6 and 8, and Doc 9760
not published herein).
12.17.2.7 Surface Movement of Aircraft
NOTE 2: In the context of (ICAO Annex 2)
3.2.3.2c. and 3.2.3.4a., an aircraft is
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12.17.2.7.1 In case of danger of collision

between two aircraft taxiing on the understood to be operating when it is taxi-ing
movement area of an aerodrome the or being towed or is stopped temporarily
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following shall apply: during the course of taxiing or being towed.

a. when two aircraft are approaching
head on, or approximately so, each
shall stop or where practicable alter its
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course to the right so as to keep well

clear; NOTE 3: For aircraft on the water see
b. when two aircraft are on a converging 3.2.6.2 (ICAO Annex 2).
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course, the one which has the other on

its right shall give way; 12.17.3.1 Except as provided by 3.2.3.5
c. an aircraft which is being overtaken by (ICAO Annex 2), from sunset to sunrise or
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another aircraft shall have the right-of- during any other period which may be
way and the overtaking aircraft shall prescribed by the appropriate authority all
keep well clear of the other aircraft. aircraft in flight shall display:
NOTE: For the description of an overtaking a. anti-collision lights intended to

aircraft see 3.2.2.4 (ICAO Annex 2). attract attention to the aircraft;
and

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b. navigation lights intended to with anti-collision lights to meet the
indicate the relative path of the requirement of 3.2.3.1 a (ICAO Annex 2)
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aircraft to an observer and other shall display such lights also outside of the
lights shall not be displayed if period specified in 3.2.3.1 (ICAO Annex 2).
they are likely to be mistaken for
these lights. 12.17.3.4 Except as provided by 3.2.3.5
(ICAO Annex 2), all aircraft:
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NOTE: Lights fitted for other purposes, such a. operating on the movement area of an
as landing lights and airframe floodlights, aerodrome and fitted with anti-collision
may be used in addition to the anti-collision lights to meet the requirements of
lights specified in the Airworthiness Manual 3.2.3.2c (ICAO Annex 2).; or
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Volume II (Doc 9760) to enhance aircraft b. on the movement area of an
conspicuity. aerodrome and fitted with lights to meet
the requirement of 3.2.3.2d (ICAO
12.17.3.2 Except as provided by 3.2.3.5 Annex 2);
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(ICAO Annex 2), from sunset to sunrise or c. shall display such lights also outside
during any other period prescribed by the the period specified in 3.2.3.2 (ICAO
appropriate authority: Annex 2).
a. all aircraft moving on the movement 12.17.3.5 A pilot shall be permitted to switch
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area of an aerodrome shall display off or reduce the intensity of any flashing
navigation lights intended to indicate lights fitted to meet the requirements of
the relative path of the aircraft to an 3.2.3.1, 3.2.3.2, 3.2.3.3 and 3.2.3.4 (ICAO
observer and other lights shall not be Annex 2) if they do or are likely to:
displayed if they are likely to be
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mistaken for these lights; a. adversely affect the satisfactory

b. unless stationary and otherwise performance of duties; or
adequately illuminated, all aircraft on b. subject an outside observer to
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the movement area of an aerodrome harmful dazzle.

shall display lights intended to indicate
the extremities of their structure; 12.17.4 Simulated Instrument Flights - An
c. all aircraft operating on the movement aircraft shall not be flown under
area of an aerodrome shall display simulated instrument flight
lights intended to attract attention to the conditions unless:
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aircraft; and
d. all aircraft on the movement area of an a. fully functioning dual controls are
aerodrome whose engines are running
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installed in the aircraft; and

shall display lights which indicate that b. a qualified pilot occupies a control seat
fact. to act as safety pilot for the person who
is flying under simulated instrument
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NOTE: If suitably located on the aircraft, the conditions. The safety pilot shall have
navigation lights referred to in 3.2.3.1b. adequate vision forward and to each
(ICAO Annex) may also meet the side of the aircraft, or a competent
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requirements of 3.2.3.2b (ICAO Annex 2). observer in communication with the

safety pilot shall occupy a position in
Red anti-collision lights fitted to meet the the aircraft from which the observer's
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requirements of 3.2.3.1a (ICAO Annex 2) field of vision adequately supplements

may also meet the requirements of 3.2.3.2c that of the safety pilot.
and 3.2.3.2d (ICAO Annex 2) provided they
do not sub-ject observers to harmful dazzle.
12.17.3.3 Except as provided by 3.2.3.5

(ICAO Annex 2), all aircraft in flight and fitted

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12.17.5 Operation on and in the Vicinity information required when the purpose is to
of an Aerodrome obtain a clearance for a minor portion of a
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An aircraft operated on or in the vicinity of an
aerodrome shall, whether or not within an flight such as to cross an airway, to take off
aerodrome traffic zone: from, or to land at a controlled aerodrome.
a. observe other aerodrome traffic for the
purpose of avoiding collision; 12.18.1.3 A flight plan shall be submitted
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b. conform with or avoid the pattern of before departure to an air traffic services
traffic formed by other aircraft in reporting office or, during flight, transmitted
operation; to the appropriate air traffic services unit or
c. make all turns to the left, when air-ground control radio station, un-less
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approaching for a landing and after arrangements have been made for
taking off, unless otherwise instructed; submission of repetitive flight plans.
d. land and take off into the wind unless
safety, the runway configuration, or air 12.18.1.4 Unless otherwise prescribed by
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traffic considerations determine that a the appropriate ATS authority, a flight plan
different direction is preferable. for a flight to be provided with Air Traffic
Control Service or Air Traffic Advisory
12.18 FLIGHT PLANS Service shall be submitted at least sixty
minutes before departure, or, if submitted
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12.18.1 Submission of a Flight Plan during flight, at a time which will ensure its
12.18.1.1 Information relative to an receipt by the appropriate Air Traffic
intended flight or portion of a flight, to be Services unit at least ten minutes before the
provided to Air Traffic Services Units, shall aircraft is estimated to reach:
be in the form of a flight plan.
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a. the intended point of entry into a

12.18.1.2 A flight plan shall be submitted control area or advisory area; or
prior to operating: b. the point of crossing an airway or
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a. any flight or portion thereof to be advisory route.

provided with air traffic control service;
b. any IFR flight within advisory airspace; 12.18.2 Contents of a Flight Plan
c. any flight within or into designated A flight plan shall comprise information
areas, or along designated routes, regarding such of the following items as are
where so required by the appropriate considered relevant by the appropriate ATS
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ATS authority to facilitate the provision authority:

of flight information, alerting and search − Aircraft identification
−
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and rescue services; Flight rules and type of flight

d. any flight within or into designated − Number and type(s) of aircraft and
areas, or along designated routes, when wake turbulence category
so required by the appropriate ATS −
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Equipment
authority to facilitate coordination with − Departure aerodrome (see Note 1)
appropriate military units or with air − Estimated off-block time (see Note 2)
traffic services units in adjacent States in
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Cruising speed(s)
order to avoid the possible need for − Cruising level(s)
interception for the purpose of
− Route to be followed
identification;
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− Destination aerodrome and total

e. any flight across international borders.
estimated elapsed time
NOTE: The term "flight plan" is used to − Alternate aerodrome(s)
mean variously, full information on all items − Fuel endurance
comprised in the flight plan description, − Total number of persons on board
covering the whole route of a flight, or limited − Emergency and survival equipment
− Other information

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significant change to the flight plan and as
NOTE 1: For flight plans submitted during such must be reported.
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flight, the information provided in respect of
this item will be an indication of the location NOTE 2: Procedures for submission of
changes to repetitive flight plans are
from which supplementary information contained in the PANS-ATM (Doc 4444). (Air
concerning the flight may be obtained, if Traffic Control pages, series 400)
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required.
12.18.5 Closing a Flight Plan
NOTE 2: For flight plans submitted during 12.18.5.1 Unless otherwise prescribed by
flight, the information to be provided in the appropriate ATS authority, a report of
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respect of this item will be the time over the arrival shall be made in person, by
first point of the route to which the flight plan radiotelephony or via data link at the earliest
relates. possible moment after landing, to the
appropriate air traffic services unit at the
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NOTE 3: The term "Aerodrome" where used arrival aerodrome, by any flight for which a
in the flight plan is intended to cover also flight plan has been submitted covering the
sites other than aerodromes which may be entire flight or the remaining portion of a
used by certain types of aircraft; e.g., flight to the destination aerodrome.
helicopters or balloons.
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12.18.5.2 When a flight plan has been
12.18.3 Completion of a Flight Plan submitted only in respect of a portion of a
12.18.3.1 Whatever the purpose for which it flight, other than the remaining portion of a
is submitted, a flight plan shall contain flight to destination, it shall, when required,
information, as applicable, on relevant items be closed by an appropriate re-port to the
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up to and including "Alternate aerodrome(s)" relevant air traffic services unit.

regarding the whole route or the portion
thereof for which the flight plan is submitted. 12.18.5.3 When no air traffic services unit
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exists at the arrival aerodrome, the arrival

12.18.3.2 It shall, in addition, contain report, when required, shall be made as
information, as applicable, on all other items soon as practicable after landing and by the
when so prescribed by the appropriate ATS quickest means available to the nearest air
authority or when otherwise deemed traffic services unit.
necessary by the person submitting the flight
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plan. 12.18.5.4 When communication facilities at

the arrival aerodrome are known to be
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12.18.4 Changes to a Flight Plan inadequate and alternate arrangements for

Subject to the provisions of 3.6.2.2 (ICAO the handling of arrival reports on the ground
Annex 2), all changes to a flight plan are not available, the following action shall
submitted for an IFR flight, or a VFR flight be taken. Immediately prior to landing the
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operated as a controlled flight, shall be aircraft shall, if practicable, transmit to the

reported as soon as practicable to the appropriate air traffic services unit, a
appropriate air traffic services unit. For other message comparable to an arrival report,
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VFR flights, significant changes to a flight where such a report is required. Normally,
plan shall be reported as soon as this transmission shall be made to the
practica-ble to the appropriate air traffic aeronautical station serving the air traffic
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services unit. services unit in charge of the flight

information region in which the aircraft is
NOTE 1: Information submitted prior to operated.
departure regarding fuel endurance or total
number of persons carried on board, if 12.18.5.5 Arrival reports made by aircraft
incorrect at time of departure, constitutes a shall contain the following elements of
information:

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a. aircraft identification; not be practicable, a VFR flight operated as
b. departure aerodrome; a controlled flight shall:
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c. destination aerodrome (only in
the case of a diversionary a. request an amended clearance
landing); enabling the aircraft to continue in VMC
d. arrival aerodrome; to destination or to an alternative
e. time of arrival. aerodrome, or to leave the airspace
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within which an ATC clearance is
NOTE: Whenever an arrival report is required; or
required, failure to comply with these b. if no clearance in accordance with a.
provisions may cause serious disruption in can be obtained, continue to operate in
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the air traffic services VMC and notify the appropriate ATC
unit of the action being taken either to
12.19 SIGNALS leave the airspace concerned or to land
12.19.1 Upon observing or receiving any of at the nearest suitable aerodrome; or
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the signals given in Appendix 1, aircraft shall c. if operated within a control zone,
take such action as may be required by the request authorization to operate as a
interpretation of the signal given in that special VFR flight; or
Appendix. d. request clearance to operate in
accordance with the instrument flight
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12.19.2 The signals of Appendix 1 shall, rules.
when used, have the meaning indicated
therein. They shall be used only for the 12.21.2 Position Reports
purpose indicated and no other signals likely 12.21.2.1 Unless exempted by the
to be confused with them shall be used. appropriate ATS authority or by the
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appropriate air traffic services unit under

12.20 TIME conditions specified by that authority, a
12.20.1 Coordinated Universal Time (UTC) controlled flight shall report to the
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shall be used and shall be expressed in appropriate air traffic services unit, as soon
hours and minutes and, when required, as possible, the time and level of passing
seconds of the 24-hour day beginning at each designated compulsory reporting point,
midnight. together with any other required information.
Position reports shall similarly be made in
12.20.2 A time check shall be obtained prior relation to additional points when requested
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to operating a controlled flight and at such by the appropriate air traffic services unit. In
other times during the flight as may be the absence of designated reporting points,
position reports shall be made at intervals
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necessary.
prescribed by the appropriate ATS authority
NOTE: Such time check is normally obtained or specified by the appropriate air traffic
from an Air Traffic Services Unit unless other services unit.
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arrangements have been made by the

operator or by the appropriate ATS authority. 12.21.2.1.1 Controlled flights providing
position information to the appropriate air
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12.20.3 Whenever time is utilized in the traffic services unit via data link
application of data link communications, it communications shall only provide voice
shall be accurate to within 1 second of UTC. position reports when requested.
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12.21 AIR TRAFFIC CONTROL SERVICE NOTE: The conditions and circumstances in
12.21.1 Weather Deterioration Below the which SSR Mode C transmission of
VMC pressure-altitude satisfies the requirement
When it becomes evident that flight in VMC for level information in position reports are
in accordance with its current flight plan will indicated in the PANS-RAC, Part /I (Doc
4444). (Air Traffic Control pages, Series 400)

OPERATIONS MANUAL
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contained in (ICAO) Annex 11 (not published
herein).
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12.21.3 Termination of Control
A controlled flight shall, except when landing 12.23 INTERCEPTION
at a controlled aerodrome, advise the NOTE: The word "interception" in this
appropriate ATC unit as soon as it ceases to context does not include intercept and escort
be subject to air traffic control service. service provided, on request, to an aircraft in
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distress, in accordance with the International
12.21.4 Communications Aeronautical and Maritime Search and
12.21.4.1 An aircraft operated as a Rescue (IAMSAR) Manual (DOC 9731) (not
controlled flight shall maintain continuous published herein).
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air-ground voice communication watch on
the appropriate communication channel of, 12.23.1 Interception of civil aircraft shall be
and establish two-way communication as governed by appropriate regulations and
necessary with, the appropriate air traffic administrative directives issued by
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control unit, except as may be prescribed by contracting States in compliance with the
the appropriate ATS authority in respect of Convention on International Civil Aviation,
aircraft forming part of aerodrome traffic at a and in particular Article 3(d) (ICAO Annex
controlled aerodrome. 2)under which contracting States undertake,
when issuing regulations for their State
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NOTE 1: SELCAL or similar automatic aircraft, to have due regard for the safety of
signaling devices satisfy the requirement to navigation of civil aircraft.
maintain an air-ground voice communication
watch. See EMERGENCY Section for related
Interception Information.
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NOTE 2: The requirement for an aircraft to

maintain an air-ground voice communication
watch remains in effect after CPDLC has
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been established.
12.21.4.2 Communications Failure

See EMERGENCY Section for related
Communication Failure Information.
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12.22 UNLAWFUL INTERFERENCE

See EMERGENCY Section for related
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Unlawful In-terference Information.
NOTE: Responsibility of ATS units in

situations of unlawful interference is
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a. when the ceiling is less than
12.24 VMC VISIBILITY AND DISTA- 450m (1500 It); or
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NCE FROM CLOUDS MINIMA b. when the ground visibility is less
VMC visibility and distance from clouds than km.
minima are contained in Table below.
Altitude band Airspace class Flight visibility Distance from cloud
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At and above 3050m "A"*** "B" "C" "0" 8km 1500m horizontally
(10,000 It) AMSL "E" "F" "G" 300m (1000 ft) vertically
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Below 3050m (10,000 It) "A"*** "B" "C" "0" 5km 1500m horizontally
AMSL and above 900m "E" "F" "G" 300m (1000 ft) vertically
(3000 It) AMSL, or above
300m (1000 It) above
terrain, whichever is the
higher
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At and below 900m (3000 "A”*** "8" "C" "D" 5km 1500m horizontally
ft) AMSL, or 300m (1000 ft) "E" 300m (1000 ft)vertically
above terrain,
whichever is the higher
“F” “G” 5km** Clear of cloud and with the
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surface in sight
*When the height of the transition altitude is lower than 3050m (10,000 ft) AMSL, FL 100 should
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be used in lieu of 10,000 ft.

***When so prescribed by the appropriate ATS authority:
a) flight visibilities reduced to not less than 1S00m may be permitted for flights operating:
1) at speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic
or any obstacles in time to avoid collision; or
2) in circumstances in which the probability of encounters with other traffic would normally be
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low, e.g. in areas of low volume traffic and for aerial work at low levels.
b) HELICOPTERS may be permitted to operate in less than 1500m flight visibility, if manoeuvred
at a speed that will give adequate opportunity to observe other traffic or any obstacles in lime to
avoid collision.
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***The VMC minima in Class "A" airspace are included for guidance to pilots and do not imply
acceptance of VFR flights in Class "A" airspace.
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12.25 VISUAL FLIGHT RULES

12.25.1 Except when operating as a
special VFR flight, VFR flights shall be
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conducted so that the aircraft is flown in

conditions of visibility and distance from 12.25.3 VFR flights between sunset
clouds equal to or greater than those and sunrise, or such other period between
sunset and sunrise as may be prescribed
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specified in Table 3-1 (ICAO Annex 2).

by the appropriate ATS authority, shall be
12.25.2 Except when a clearance is operated in accordance with the conditions
obtained from an air traffic control unit, prescribed by such authority.
VFR flights shall not take off or land at an
aerodrome within a control zone, or enter 12.25.4 Unless authorized by the
the aerodrome traffic zone or traffic appropriate ATS authority, VFR flights
pattern: shall not be operated:

OPERATIONS MANUAL
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a. above FL200; 3.3.1.2c. or d. (ICAO Annex 2), shall
b. at transonic and supersonic speeds. maintain continuous air-ground voice
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communication watch on the appropriate
12.25.5 Authorization for VFR flights to communication channel of, and report its
operate above FL290 shall not be granted position as necessary to, the air traffic
in areas where a vertical separation services unit providing flight information
minimum of 300m (1000 It) is ap-plied service.
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above FL290. NOTE: See Note following 3.6.5.1 (ICAO
Annex 2).
12.25.6 Except when necessary for
take-off or landing, or except by 12.25.10 An aircraft operated in
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permission from the appropriate authority, accordance with the visual flight rules
a VFR flight shall not be flown:
a. over the congested areas of
cities, towns or settlements or which wishes to change to compliance
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over an open-air assembly of with the instrument flight rules shall:
persons at a height less than a. if a flight plan was submitted,
300m (1000 It) above the communicate the necessary changes
highest obstacle within a radius to be effected to its current flight
of 600m from the aircraft; q plan, or
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b. elsewhere than as specified in b. when so required by 3.3.1.2 (ICAO
4.Sa., at a height less than Annex 2), submit a flight plan to the
150m (500 ft) above the ground appropriate air traffic services unit
or water. and obtain a clearance prior to
proceeding IFR when in controlled
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NOTE: See also 12.16.1 (ICAO Annex 2). airspace.
12.25.7 Except where otherwise 12.26 RULES APPLICABLE TO ALL

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indicated in air traffic control clearances or IFR FLIGHTS

specified by the appropriate ATS authority,
VFR flights in level cruising flight when 12.26.1 Aircraft Equipment
operated above 900m (3000 It) from the Aircraft shall be equipped with suitable
ground or water, or a higher datum as instruments and with navigation equipment
specified by the appropriate ATS authority, appropriate to the route to be flown.
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shall be conducted at a flight level

appropriate to the track as specified in the 12.26.2 Minimum Levels
Tables of cruising levels in Appendix 3 Except when necessary for take-off or
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(ICAO Annex 2). landing, or except when specifically

authorized by the appropriate authority, an
12.25.8 VFR flights shall comply with IFR flight shall be flown at a level which is
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the provisions of 3.6 (ICAO Annex 2): not below the minimum flight altitude
a. when operated within Classes "B", established by the State whose territory is
"C" and "D" airspace; overflown, or, where no such minimum
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b. when forming part of aerodrome flight altitude has been established:

traffic at controlled aerodromes; or
c. when operated as special VFR a. over high terrain or in mountainous
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flights. areas, at a level which is at least

600m (2000 ft) above the highest
12.25.9 A VFR flight operating within or obstacle located within 8km of the
into areas, or along routes, designated by estimated position of the aircraft;
the appropriate ATS authority in b. elsewhere than as specified in a., at
accordance with a level which is at least 300m (1000
ft) above the highest obstacle

OPERATIONS MANUAL
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located within 8km of the estimated (ICAO Annex 2) for flight above
position of the aircraft. FL410;
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except that the correlation of levels to track
NOTE 1: The estimated position of the prescribed therein shall not apply
aircraft will take account of the whenever otherwise indicated in air traffic
navigational accuracy which can be control clearances or specified by the
achieved on the relevant route segment, appropriate ATS authority in Aeronautical
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having regard to the navigational facilities In-formation Publications.
available on the ground and in the aircraft.
12.27.3 RULES APPLICABLE TO IFR
NOTE 2: See also 3.1.2 (ICAO Annex 2). FLIGHTS OUTSIDE
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CONTROLLED AIRSPACE
12.27.3.1 Cruising Levels
12.26.3 Change from IFR Flight to An IFR flight operating in level cruising
VFR Flight flight outside of controlled airspace shall
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12.26.3.1 An aircraft electing to change
the conduct of its flight from compliance
with the instrument flight rules to be flown at a cruising level appropriate to
compliance with the visual flight rules its track as specified in;
shall, if a flight plan was submitted, notify a. the Tables of cruising levels in
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the appropriate air traffic services unit Appendix 3, except when otherwise
specifically that the IFR flight is canceled specified by the appropriate ATS
and communicate thereto the changes to authority for flight at or below 900m
be made to its current flight plan. (3000 It) above mean sea level; or
b. a modified table of cruising levels,
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12.26.3.2 When an aircraft operating when so prescribed in accordance

under the instrument flight rules is flown in with Appendix 3 for flight above
or encounters visual meteorological FL410.
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conditions it shall not cancel its IFR flight NOTE: This provision does not preclude
unless it is anticipated, and intended, that the use of cruise climb techniques by
the flight will be continued for a reasonable aircraft in supersonic flight.
period of time in uninterrupted visual
meteorological conditions. 12.27.3.2 Communications
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An IFR flight operating outside controlled

12.27 RULES APPLICABLE TO IFR airspace but within or into areas, or along
FLIGHTS WITHIN CONTR- routes, designated by the appropriate ATS
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OLLED AIRSPACE authority in accordance with 3.3.1.2c. or d.

12.27.1 IFR flights shall comply with the (ICAO Annex 2, shall maintain an air-
provisions of 3.6 (ICAO Annex 2) when ground voice communication watch on the
appropriate communication channel and
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operated in controlled airspace. The PIC

shall file a flight plan and receive an establish two-way communication, as
appropriate ATC clearance. necessary, with the air traffic services unit
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providing flight information service.

12.27.2 An IFR flight operating in cruising
flight in controlled airspace shall be flown NOTE: See Note following 3.6.5.1. (ICAO
Annex 2)
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at a cruising level, or, if authorized to

employ cruise climb techniques, between 12.27.3.3 Position Reports
two levels or above a level, selected from: An IFR flight operating outside controlled
a. the Tables of cruising levels in airspace and required by the appropriate
Appendix 3; or ATS authority to:
b. a modified table of cruising submit a flight plan;
levels, when so prescribed in − maintain an air-ground voice
accordance with Appendix 3 communication
OPERATIONS MANUAL
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− watch on the appropriate NOTE: None of the provisions contained in
communication channel and the Emergency Section shall prevent the
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establish two-way communication, use, by an aircraft in distress, of any
as necessary, with the air traffic means at its disposal to attract attention,
services unit providing flight make known its position and obtain help.
information service;
shall report position as specified in 3.6.3 2. SIGNALS FOR USE IN THE
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(ICAO Annex 2) for con-trolled flights. EVENT OF INTERCEPTION
See EMERGENCY Section (ICAO Annex
NOTE: Aircraft electing to use the air traffic
2) for complete information.
advisory service whilst operating IFR
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within specified advisory airspace are
3. VISUAL SIGNALS USED TO
expected to comply with the provisions of
WARN AN UNAUTHORIZED
3.6 (ICAO Annex 2), except that the flight
AIRCRAFT FLYING IN OR
plan and changes thereto are not
ABOUT TO ENTER A
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subjected to clearances and that two-way
RESTRICTED, PROHIBITED
communication will be maintained with the
OR DANGER AREA
unit providing the air traffic advisory
service.
By day and by night, a series of projectiles
discharged from the ground at intervals of
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10 seconds, each showing, on bursting,
APPENDIX 1 - SIGNALS (ICAO Annex 2)
red and green lights or stars will indicate to
an unauthorized aircraft that it is flying in
NOTE: See Chapter 3, para 3.4 of the
or about to enter a restricted, prohibited or
Annex.
danger area, and that the aircraft is to take
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1. DISTRESS AND URGENCY

such remedial action as may be
SIGNALS
necessary.
See EMERGENCY Section for complete
information.
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LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE

GROUND
Steady green Cleared to land Cleared for take-off
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Steady red Give way to other aircraft and Stop

continue circling
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Series of green flashes Return for landing* Cleared to taxi

Series of red flashes Aerodrome unsafe. do not land Taxi clear of landing area
in use
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Series of white flashes Land at this aerodrome and proceed to Return to starting point on
apron* the aerodrome
Red pyrotechnic Notwithstanding any previous
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instructions do not land for the time

being
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*Clearance to land and to taxi will be given in due course.

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12.27.3.4 EMERGENCY
12.27.3.4 Unlawful Interference

The PIC shall, when and if possible, notify
the appropriate ATC facility, squak 7500,
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when an aircraft is being subjected to
unlawful interference, including:
(1) Any significant circumstance
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associated with the unlawful
interference, and
(2) Any deviation from the current flight
plan necessitated by the
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circumstances.
12.27.3.5 Universal Signals
(a) Upon observing or receiving any of the

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designated universal aviation signals as
contained in the Nig. CARs IS : 8.8.2.11
and IS: 8.8.1.27, the crew operating an
aircraft shall take such action as may be
required by the interpretation of the signal.
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(b) The universal aviation signal shall have

only the meaning indicated in the
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Implementing Standard.
(c) The crew using universal signals in the

movement of aircraft shall only use them
for the purpose indicated.
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(d) No person may use signals likely to

cause confusion with universal aviation
signals.
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12.27.3.6 Interception
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(a) When intercepted by a military or

government aircraft, the Commander shall
comply with international standards when
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interpreting and responding to visual

signals and communication as specified in
IS 8.8.1.27. Squak 7700.
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(b) No pilot shall conduct an international

flight unless the procedures and signals
relating to interception of aircraft, as
specified in IS: 8.8.1.27, are readily
available in the flight deck.

PART A
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Leasing ISSUE 2 Page 1
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13. LEASING
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13.1 INTRODUCTION (3) The agreement acknowledges that the
Authority shall have free and uninterrupted
For the purpose of this manual a lease is access to the aircraft at any place and any
understood to be a contractual arrange- time.
ment whereby United Nigeria shall gain 13.2.2 United Nigeria may dry lease an
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commercial control of an entire aircraft aircraft for the purpose of commercial air
without transfer of ownership. transportation if the State of Registry of the
Leasing may take place as aircraft is signatory to the Chicago
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• wet lease Convention and provided that the following
• dry lease conditions are met:
United Nigeria may act both as the lessor (1)The aircraft carries an appropriate
airworthiness certificate issued, in
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(provider of aircraft) or lessee (recipient of
aircraft). accordance with ICAO Annex 8, by the
State of Registry and meets the
13.1.1 Definition Dry Lease registration and identification requirements
A dry lease is understood to be the lease of that country.
of an aircraft where the aircraft is operated (2) The aircraft is of a type design which
under the AOC of the lessee.
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complies with all of the requirements that
Wet Lease: would be applicable to that aircraft were it
A wet lease is understood to be a lease of registered in Nigeria, including the
an aircraft where the aircraft is operated requirements which shall be met for
under the AOC of the lessor. issuance of a Nigerian standard
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airworthiness certificate (including type

13.2.1 Dry Leasing of Foreign design conformity, condition for safe
Registered Aircraft. operation, and the noise, fuel venting, and
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engine emission requirements).

(a) United Nigeria may dry-lease a foreign
(3) The aircraft is maintained according to
aircraft for commercial air transport as
an approved maintenance programme.
authorised by the Authority.
(b) Prior to authorisation to operate a (4a) The aircraft will be operated by
foreign registered aircraft the airline will airmen who are appropriately licensed by
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ensure that: the State of Registry and employed by the

(1) There is in existence a current airline. For operations solely within
agreement between the Authority and the Nigeria, the aircraft may be operated by
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State of Registry that, while the aircraft is airmen who hold appropriate licenses
operated by United Nigeria, the operations issued by the Authority.
regulations of Nigeria are applicable; (b) United Nigeria shall provide the
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(2) There is in existence a current Authority with a copy of the dry lease to be
agreement between the Authority and the executed.
State of Registry that— (c) Operational control of any dry leased
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(i) While the aircraft is operated by United aircraft rests with the AOC holder
Nigeria, the airworthiness regulations of operating that aircraft.
the State of Registry are applicable; or
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(d) The Authority will list the dry leased

(ii) If the State of Registry agrees to
aircraft on the lessor AOC holder’s
transfer some or all of the responsibility
operations specifications.
for airworthiness to the Authority under
(e) Each AOC holder engaged in dry
Article 83 bis of the Chicago Convention,
leasing aircraft shall make the dry lease
the airworthiness regulations of Nigeria
agreement explicit concerning the
shall apply to the extent
maintenance programme and MEL to be
agreed upon by the Authority and the
followed during the term of the dry lease.
State of Registry.
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13 04-03-2021
COMPANY LTD
(1) The names of the parties to the
13.3.1 Wet-Leasing. agreement and the duration of the
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agreement.
(a) United Nigeria shall not conduct wet
(2) The make, model, and series of each
lease operations on behalf of another air
aircraft involved in the agreement.
operator (a wet lease out) except in
(3) The kind of operation.
accordance with:
(4) The expiration date of the lease
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agreement.
(1) the applicable laws and regulations of (5) A Statement specifying the party
the country in which the operation occurs; deemed to have operational control.
and
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(2) the approval of the Authority for the (6) Any other item, condition, or limitation
operation, including any restrictions the Authority determines necessary.
imposed by the Authority.
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(b) United Nigeria shall not allow another 13.4.1 Aircraft Interchange.
entity or (a) United Nigeria shall not interchange
air operator to conduct wet-lease aircraft with another AOC holder
operations on its behalf (a wet lease in) without the approval of the Authority.
unless— (b) Before operating under an interchange
(1) That air operator holds an AOC or its agreement, the airline will ensure
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equivalent from a Contracting State that—
that authorises those operations; (1) The procedures for the interchange
(2) The AOC holder advises the Authority operation conform with safe operating
of such operations and provides a practices;
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copy of the AOC under which the

operation was conducted; and (2) Required crew members and flight
(3) The Authority approves the operations. operations officers meet approved
training requirements for the aircraft and
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As a general requirement :- equipment to be used and are familiar

a) Each AOC holder shall provide the with the communications and dispatch
Authority with a copy of the wet lease to be procedures to be used;
executed. (3) Maintenance personnel meet training
(b) The Authority will, upon application by requirements for the aircraft and
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the AOC holder, determine which equipment, and are familiar with the
party to a wet lease agreement has maintenance procedures to be used;
operational control considering the extent
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and (4) Flight crew members and flight

control of certain operational functions operations officers meet appropriate route
such as: and airport qualifications;
(5) The aircraft to be operated are
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(1) Initiating and terminating flights.

(2) Maintenance and servicing of aircraft. essentially similar to the aircraft of the
(3) Scheduling crewmembers. AOC holder with whom the interchange is
effected; and
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(4) Paying crewmembers.

(5) Training crewmembers. (6) The arrangement of flight instruments
and controls that are critical to safety
(c)The Authority, upon determining that the are essentially similar, unless the authority
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wet lease agreement complies with the determines that the airline has
applicable requirements, shall amend the adequate training programmes to ensure
operations specifications of each AOC that any potentially hazardous
holder engaged in the wet leasing dissimilarities are safely overcome by flight
arrangement to contain the following crew familiarisation.
information: (b) Each AOC holder conducting an
interchange agreement shall include the

PART A
13 04-03-2021
COMPANY LTD
pertinent provisions and procedures of the (d) The airline shall comply with the
agreement in its manuals. applicable regulations of the State
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(c) The Authority, upon determining that
the interchange agreement complies of Registry of an aircraft involved in an
with the applicable requirements, shall interchange agreement whenever we have
amend the AOC holder’s operations operational control of the aircraft.
specifications to reflect the interchange
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agreement.
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OPERATIONS MANUAL CHAPTER REVISION020

0.1 NCAA APPROVAL PAGE

Title of Manual : OPERATIONS MANUAL-PARTA

Manual Issue No. & Date : Issue No. 2 Date: 04-03-2021

Revision No. & Date : Rev. No. 02 Date: 22-12-2022

Checked and Recommended for Approval By:

Designation Manager, Quality & Safety

Designation: ACCOUNTABLE MANAGER / CEO

AUTHORITY’S APPROVAL (NCAA APPROVAL)

Signature & Stamp:…........................ Date….......................................

UNITED NIGERIA AIRLINES UNA-OMA

UNITED NIGERIA AIRLINES ISSUE 2 Page 2

UNITED NIGERIA AIRLINES UNA-OMA

UNITED NIGERIA AIRLINES ISSUE 2 Page 3

0.2 COMPLIANCE DIRECTIVE

UNITED NIGERIA AIRLINES UNA-OMA

UNITED NIGERIA AIRLINES ISSUE 2 Page 4

UNITED NIGERIA AIRLINES UNA-OMA

0.3 LIST OF EFFECTIVE PAGES

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0.13 Introduction_ _____________________________ 26